The invention relates to a gangway bellow 4 comprising an outer bellow 6 presenting corrugations 33 forming a plurality of valleys 8 presenting each a valley top portion 13 facing upwardly and connected at each end to a valley top corner 14 forming a junction between the valley top portion 13 and a respective bellow side 15. The gangway bellow comprises further at least one drainage channel 12 so that liquid accumulating into at least one of the valley top portions 13 flows through said at least one drainage channel 12 along said respective bellow side 15.
The invention relates to a method and an arrangement for operating a rail vehicle (1), wherein, prior to the start of a journey of the rail vehicle (1), the surroundings of the rail vehicle (1) is acquired by at least one sensor (17) on board a flying unmanned aerial vehicle (3) and corresponding sensor signals are generated, and wherein the journey of the rail vehicle (1) is enabled or not enabled as a function of a result of an evaluation of the sensor signals.
B61L 23/04 - Dispositifs de commande, d'avertissement ou autres dispositifs de sécurité le long de la voie ou entre les véhicules ou les trains pour contrôler l'état mécanique de la voie
B61L 27/57 - Diagnostic ou maintenance côté voie, p.ex. mises à jour de logiciel pour des véhicules ou des trains, p.ex. surveillance côté voie de l'état des trains
3.
ACTUATOR-OPERABLE DRIVING SETTINGS DEVICE FOR A RAIL VEHICLE
The invention relates to a driver's cabin arrangement (12) for a rail vehicle (1), comprising: - a driving settings device (18) able to be actuated by a vehicle driver in order to specify a desired driving behaviour of the rail vehicle (1); - a storage device (30) storing a reference driving behavioural profile for the rail vehicle (1); - an actuator (24) that is designed to actuate the driving settings device (18) in accordance with the reference driving behavioural profile; and - a drive control device (22) that is designed to control at least one drive device (14) of the rail vehicle (1) in accordance with actuations of the driving settings device (18). The invention also relates to a method for operating a rail vehicle (1).
B61L 3/00 - Dispositifs le long de la voie commandant des dispositifs sur le véhicule ou sur le train, p.ex. pour relâcher les freins, pour manœuvrer un signal avertisseur
B61L 15/00 - Indicateurs de signalisation sur le véhicule ou sur le train
B61L 27/04 - Systèmes automatiques, p.ex. commandés par les trains; Passage à la commande manuelle
4.
ENHANCING ANTIVIRAL CAPABILITIES OF RAIL VEHICLES AND AIR FILTER
The present disclosure is directed at enhancing antiviral capabilities of rail vehicles (15). Also, an air filter (10) to be used for this purpose is disclosed. Air filter (10) has a filter structure (11) comprising an antiviral material (13), the antiviral material (13) having particles comprising silver, and in particular comprising a composition containing silver, and the antiviral material (13) also comprising liposomes. Further disclosed are methods for operating air treatment systems (12) of a rail vehicle (15) so as enhance antiviral capabilities.
A seat attachment system (22) for a mass transit vehicle (12) comprising a rail (24), a fastener (26) and a seat interface (28). The rail (24), which is adapted to be secured to a chassis (16) of the mass transit vehicle (12), has a longitudinal T-slot (30) adapted to receive the fastener (26). The rail (24) has two non-parallel sets of corrugations (34a, 34b) on its external face. The seat interface (28), which is adapted to be mounted to a seat frame (36), is also provided with two non-parallel sets of corrugations (34c, 34d) whose angle matches that of the sets of corrugations (34a, 34b) on the rail (24). The sets of corrugations are adapted to cooperate and interlock in pairs so as to respectively locate the seat interface (28), and thereby a seat (14) to which it is attached, vertically and horizontally upon the fastener (26) being tightened.
B60N 2/24 - Sièges spécialement adaptés aux véhicules; Agencement ou montage des sièges dans les véhicules à des fins particulières ou pour des véhicules particuliers
B60N 2/005 - Agencement ou montage des sièges dans les véhicules
B60N 2/015 - Fixation des sièges directement aux châssis des véhicules
6.
FLOOR STRUCTURE OF A RAIL VEHICLE AND METHOD OF MANUFACTURING SUCH FLOOR STRUCTURE
1 6 ABSTRACT A floor structure of a rail vehicle car body comprises a supporting structure having a left and a right longitudinal beams and a plurality of transverse structural members using a low-heat welding process. A floor panel is directly and releasably attached atop the supporting structure using and a plurality of non-permanent, pressure interlocking fasteners. Date Recue/Date Received 2021-03-04
16 ABSTRACT A unitary bogie frame (14) for a bogie (10) of a rail vehicle, includes: two side beams (24) and at least one support beam (28) extending in the transverse direction of the bogie frame (14), rigidly connected to each of the two side beams (24). The support beam (28) includes a support portion (30) for supporting a drive unit (16) of the bogie (10) and a slender portion (32). The support portion (28) is directly connected to one of the two side beams (14) and is connected to the other of the two side beams (14) through the slender portion (32). The planar second moment of area (M) and the .. polar second moment of area (J) of any cross section of the support portion (30) of the support beam (28) are at least twice as great, preferably at least 2.5 times as great, as the planar second moment of area (M) and the polar second moment of area (J), respectively, of any cross-section of the slender portion (32) of the support beam (28). (Figure 5) Date Recue/Date Received 2020-12-29
1 0 ABSTRACT A rail vehicle 12 is provided with an open passenger space equipped with a perch seat assembly. The perch seat assembly comprises a perch seat 20, a table 22 and a transition portion 35 joining the table 22 to the perch seat 20. The table 22 has a horizontal working surface 29 which extends from a wall 16, 18 so that at least a portion, preferably a major portion, of the table extends in front of the perch seat 20. The transition surface 35 provides a continuous surface between the perch seat surface 26 and the table surface 29 so as to provide a smooth transition. [Figure 2] Date Recue/Date Received 2020-11-23
The invention relates to an external emergency release mechanism of a door, the emergency release mechanism comprising an emergency actuation device that can be protected from freezing by the heating element. The invention further relates to a corresponding means of transport for people, in particular a rail vehicle.
A method for manufacturing a railcar body comprises assembling an underframe assembly, side walls, a roof and end walls made from laser cut sheet and plate components where the assemblies made from sheet components are robotically laser welded by solely using melt-through welds and where the assemblies made from plate components are robotically laser welded using solely butt welds.
B61D 17/04 - PARTIES CONSTITUTIVES DU CORPS DES VÉHICULES FERROVIAIRES OU GENRES OU TYPES DE VÉHICLES - Parties constitutives structurales du corps des véhicules avec caisses à structure composite, p.ex. en métal et bois
An autonomous vehicle for passengers comprises four steerable wheels where each steerable wheel is steered by a steering system having a set of two actuators. One actuator of each set of actuators is powered by a first power source while the other actuator of the set of powered by a second power source. Four controllers each control one actuator of each set of actuators and one actuator from another set of actuators.
The present invention relates to a wheel arrangement for a rail vehicle, in particular, a light rail vehicle, comprising a wheel unit (107) and an axle unit (108). The axle unit (108) is configured to be connected to a running gear structure of the rail vehicle, wherein the axle unit (108) rotatably supports the wheel unit (107). The axle unit (108) comprises a wheel bearing unit (108.1), wherein the wheel bearing unit (108.1) forms a bearing for the wheel unit (107) and defines a wheel axis of rotation (107.1) of the wheel unit (107) during operation of the rail vehicle. The axle unit (108) comprises a wheel support unit (108.3) and a primary suspension unit (105), wherein the primary suspension unit (105) is located kinematically in series between the wheel support unit (108.3) and the wheel bearing unit (108.1), such that the wheel support unit (108.3) supports the wheel bearing unit (108.1) via the primary suspension unit (105) in a manner resilient in at least two mutually transverse translational degrees of freedom.
A wiper arrangement for cleaning a field of vision of a sensor on a windshield of a vehicle equipped with a windshield wiper arrangement, such as a rail vehicle. The wiper arrangement comprises a wiper element and a carrier fastened to or in proximity of the windshield. The wiper element is movably supported on the carrier such that it can be brought into and out a stable holding position by overcoming a defined holding force. The wiper element can be brought out of the stable holding position by a wiping movement of a wiper blade of the windshield wiper arrangement, thereby being actuated simply by the wiping movement of the wiper blade and avoiding the use of additional actuation means. A vehicle includes a windshield system, which itself includes both the windshield wiper arrangement and the wiper arrangement.
B60S 1/06 - Essuie-glaces ou analogues, p.ex. grattoirs caractérisés par l'entraînement
B60S 1/04 - Essuie-glaces ou analogues, p.ex. grattoirs
B60S 1/56 - Nettoyage des pare-brise, fenêtres ou dispositifs optiques spécialement adaptés pour nettoyer d'autres parties ou dispositifs que les fenêtres avant ou les pare-brise
The invention relates to a vehicle (1) which has a carriage body (3) comprising an interior (4) with a floor (6), a heat- producing component, and a heat dispensing device (22) for discharging heat to the vehicle surroundings (2) in a controlled manner. The heat dispensing device (22) is connected to the component via an exhaust heat circuit (23). Additionally, a floor heating device (20) is provided in the region of the floor (6) of the vehicle (1) in order to heat the floor (6). The floor heating device can be connected to a heat circuit (21), among others, said heat circuit being designed to transport heat from a heat-producing component, in particular waste heat from one of the aforementioned components, to the floor heating device (20). Furthermore, the vehicle (1) has an adjustment device for adjusting the heat output of the floor heating device (20) and a humidity detection device for determining a humidity of the floor (6). A controller (30) and the adjustment device are designed such that the floor heating device (20) is activated in the event of a dryness criterion.
B61D 27/00 - Chauffage, rafraîchissement, ventilation ou conditionnement d'air
B60H 1/00 - Dispositifs de chauffage, de refroidissement ou de ventilation
B60H 1/14 - Dispositifs de chauffage, de refroidissement ou de ventilation la chaleur étant prélevée de l'installation de propulsion autrement que par le liquide de refroidissement de l'installation
B60N 3/04 - Aménagements ou adaptations d'autres accessoires pour passagers, non prévus ailleurs de tapis de plancher
15.
RUNNING GEAR WITH A SINGLE PAIR OF INDEPENDENT LEFT AND RIGHT WHEELS AND LATERAL STOP MEANS, AND ASSOCIATED LOW FLOOR RAIL VEHICLE
A running gear (10) for a low floor rail vehicle, comprises a frame (16), a single pair of independent left and right wheels (14), a single pair of left and right rotation bearings (12) attached to the frame (16), allowing the left and right wheels (14), to independently spin about a left, respectively right spin axis (100L, 100R) a secondary suspension (24) resting on the frame (16) for supporting a vehicle body (22) of the rail vehicle and lateral stop means (30) fixed to the frame (16) for laterally guiding the vehicle body (22) of the rail vehicle, the lateral stop means (30) comprising a left and a right contact face (38) facing a left, respectively right, transverse direction parallel to the transverse reference axis (100), wherein the left and right contact faces (38) are located between the left and right wheels (14).
B61F 3/16 - Types de bogies avec un essieu distinct pour chaque roue
B61F 5/02 - Aménagements permettant de limiter les mouvements transversaux relatifs entre le châssis du véhicule ou la traverse danseuse et le bogie; Liaisons entre châssis et bogies
B61F 5/26 - Montage ou fixation des boîtes d'essieux sur les châssis des véhicules ou des bogies
16.
MOLD MADE FROM AN ADDITIVE MANUFACTURING TECHNOLOGY
An open mold for producing components made of a moldable material such as layered composite materials is made from an additive manufacturing technology. The mold comprises at least two compatible mold segments which precisely interlock with and abut against each other. The mold thereby made may be larger than the limited printing area of an additive manufacturing machine.
B29C 33/38 - Moules ou noyaux; Leurs détails ou accessoires caractérisés par la matière ou le procédé de fabrication
B29C 64/00 - Fabrication additive, c. à d. fabrication d’objets en trois dimensions [3D] par dépôt additif, agglomération additive ou stratification additive, p.ex. par impression en 3D, stéréolithographie ou frittage laser sélectif
17.
MODULAR PERSONAL PROTECTION DEVICE UNDER THE VEHICLE
An airbag module (110) and a rail vehicle with an airbag module (110) are described herein. The airbag module (110) comprises a support flap (120), which is pivotably mounted on its rear end, wherein the airbag module (110) is convertable from a closed state into an open state by pivoting the support flap (120), and an airbag, which is folded in the closed state of the airbag module (110) and unfolded in the open state of the airbag module (110), so that the unfolded airbag and the support flap (120) together form an impact protection for a person on the track (200). Furthermore, a rail vehicle with one or a plurality of airbag modules (110) is described.
An airbag module (110) and a rail vehicle with an airbag module (110) are described herein. The airbag module (110) includes a support flap with a front end and a rear end. The rear end of the support flap is thereby pivotably mounted by means of a first pivot bearing, wherein the airbag module (110) is convertible from a closed state into an open state by pivoting the support flap and the front end of the support flap thereby moves toward the track (200). The airbag module (110) includes an airbag (140) fixed on the airbag module (110). The airbag (140) is folded in the closed state of the airbag module (110), and is unfolded in the open state of the airbag module (110). In its unfolded state, the airbag (140) projects beyond the front end of the support flap, so that the unfolded airbag (140) and the support flap together form an impact protection for a person on the track (200). Furthermore, a rail vehicle with one or a plurality of airbag modules (110) is described.
The present invention relates to a running gear frame for a rail vehicle, in particular, a rail vehicle having a nominal speed above 160 km/h, comprising a running gear frame unit (107) defining a longitudinal axis, a transverse axis and a height axis and comprising two longitudinal beams (108) and at least one transverse beam (110). Each of the longitudinal beams (108) extends along the longitudinal axis of the running gear frame unit (107), while the at least one transverse beam (110) extends along the transverse axis of the running gear frame unit (107). The at least one transverse beam (110) is substantially rigidly connected to at least one of the longitudinal beams (108) in the area of a joint location (111).
A side wall for a rail vehicle body comprises an outer skin, an insulating layer adjacent an inner face of the outer skin, a structural layer adjacent an inner face of the insulating layer, a finishing layer adjacent an inner face of the structural layer and a window. The insulating layer provides at least one of a thermal and an acoustical insulation. The structural layer has a longitudinally aligned top door frame member, vertical left and right door frame members and a plurality of diagonal structural members oriented at an angle comprised between 1 degree and 89 degrees from the top door frame member. The plurality of diagonal structural members defines a lattice structure having a plurality of openings there in between. The window covers at least a portion of one of the plurality of openings.
A cooling system for a rail vehicle having an internal combustion engine as a generator of electricity is operative to exchange heat between a cooling fluid circulating in a cooling circuit connected to the internal combustion engine and air located in an underfloor space of the rail vehicle. A heat exchanger and a fan, located in the underfloor space, are fluidly connected to an exhaust in a side skirt depending from a floor of the rail vehicle. The fan is operative to force air from the underfloor space through the heat exchanger and through the exhaust to an ambient space located on an external side of the side skirt.
A rail vehicle comprises an airbag assembly having a housing, an airbag, a lid, at least one vessel and an aesthetic body panel. The airbag assembly is installed at an end of the rail vehicle. The airbag is placed inside the housing and the lid closes the housing. The lid is attached to the airbag so that it is located at a bottom portion of the airbag when the airbag is fully deployed. The lid and the aesthetic body panel, distant by a gap when the airbag is stored, are provided with compatible connecting interfaces so that the aesthetic body panel attaches to the lid through interconnection of the connecting interfaces upon inflation of the airbag with the pressurized fluid. The aesthetic body panel protect the inflated airbag from wear against the ground on which the rail vehicle travels.
A running gear (14) for a rail vehicle (10), comprises first and second independent wheel assemblies (18.1, 18.2) on opposite first and second sides of a longitudinal vertical median plane (100) of the running gear (14), each of the first and second independent wheel assemblies (18.1, 18.2) comprising an independent wheel (20.1, 20.1) and a bearing assembly (22.1, 22.2) for guiding the independent wheel (20.1, 20.2) about a revolution axis (200.1, 200.2) fixed relative to the bearing assembly (22.1, 22.2). In a reference position of the running gear (14), the revolution axis (200.1) of the first independent wheel assembly (18.1) and the revolution axis (200.2) of the second independent wheel assembly (18.2) are coaxial and are perpendicular to the longitudinal vertical median plane (100). The running gear (14) further comprises one or more steering actuators (32) for moving the bearing assembly (22.1, 22.2) of at least one of the two independent first and second wheel assemblies (18.1, 18.2) away from the reference position in a longitudinal direction parallel to the longitudinal vertical median plane (100), a wheel flange contact detection unit (40) for detecting a contact between a flange of the independent wheel (20.1, 20.2) of any of the two independent first and second wheel assemblies (18.1, 18.2) with a rail (15.1, 15.2), and a controller (42) for controlling the one or more steering actuators (32) based on signals from the wheel flange contact detection unit (40).
B61F 3/16 - Types de bogies avec un essieu distinct pour chaque roue
B61F 5/38 - Aménagements ou dispositifs pour ajuster ou pour permettre l'auto-ajustement des roues des essieux ou des bogies dans les courbes, p.ex. essieux à jeu transversal, essieux oscillants
24.
RAILCAR BODY MADE OF MATING PANELS HAVING A PREDETERMINED GAP THERE IN BETWEEN
A railcar body comprises at least one panel assembly having a first panel and a second panel, both extending longitudinally along the railcar body and adjacently to each other. The inner wall of the first and second panels, which are longer than their outer wall, respectively have at least a first and a second mating interface which are different from each other and compatible so as to be located at a predetermined distance from each other, thereby creating a gap of a predetermined width between two juxtaposed edges of the panels. This panel assembly is designed to be compatible with a laser welding process.
B61D 17/04 - PARTIES CONSTITUTIVES DU CORPS DES VÉHICULES FERROVIAIRES OU GENRES OU TYPES DE VÉHICLES - Parties constitutives structurales du corps des véhicules avec caisses à structure composite, p.ex. en métal et bois
A process for detecting a derailment of a rail vehicle and a rail vehicle that is set up to carry out this process. The process comprises: a) determining an angle of rotation between adjacent rail vehicle parts and/or a quantity derived from the angle of rotation; b) comparing the angle of rotation or the derived quantity with at least one reference value or threshold; c) providing a test criterion indicating whether or not there is a derailment being defined on the basis of the reference value or the threshold; and d) determining whether or not the test criterion is valid and whether or not a derailment is happening or has happened
B61K 9/00 - Gabarits de profils des véhicules ferroviaires; Détection ou indication de l'échauffement excessif des organes; Dispositifs sur les locomotives ou les wagons indiquant les sections défectueuses de la voie; Caractéristiques générales des véhicules d'auscultation de la voie
B61L 15/00 - Indicateurs de signalisation sur le véhicule ou sur le train
B61L 25/02 - Indication ou enregistrement de la position ou de l'identité de véhicules ou de trains
26.
RUNNING GEAR FOR A RAIL VEHICLE AND ASSOCIATED RAIL VEHICLE
The invention relates to a running gear (14) for a rail vehicle (10), comprising one or more wheel sets (16), each having a revolution axis (RR), each of the wheel sets (16) being guided by a pair of transversally spaced axle boxes (28), a running gear frame (18), a primary suspension assembly (30) between each of the axle boxes (28) and the running gear frame (18), and a secondary suspension stage (22) for supporting a vehicle superstructure (12) of the rail vehicle (10) on the running gear frame (18), wherein each primary suspension assembly (30) comprises at least a main spring assembly (32) having a vertical stiffness and a horizontal stiffness that is identical in a transverse direction (TT) of the running gear frame (18) and in a longitudinal direction (LL) of the running gear frame (18) perpendicular to the transverse direction (TT), characterised in that the primary suspension assembly further comprises an anisotropic interface assembly (34) in series with the main spring assembly (32) between the running gear frame (18) and the axle box (28), wherein the anisotropic interface assembly (34) is such that the primary suspension assembly (30) has a transverse stiffness and a longitudinal stiffness, wherein the transverse stiffness is substantially different from the longitudinal stiffness.
A method for evaluating damage and providing passenger assistance in emergency events involving mass transit vehicles (MTVs), especially emergency events occurring in a tunnel. includes: (a) providing, on-board the MTV, at least one unmanned aerial vehicle (UAV), each UAV including a controller comprising a processor and memory; (b) determining, by the controller of the UVA while on-board the MTV in the tunnel, a change in at least one of the following: an acceleration, positive or negative, greater than a predetermined acceleration, an angle greater than a predetermined angle, a temperature greater than a predetermined temperature, and the presence of particles, gas or both greater than a predetermined concentration; (c) in response to the determining in step (b), the UAV separating from the MTV and becoming airborne within the tunnel; and (d) following step (c), executing, by the UAV, flight movement of the UAV within the tunnel.
A62B 3/00 - Dispositifs ou éléments pour faciliter l'évacuation des bâtiments ou similaires, p.ex. boucliers de protection, écrans de protection; Dispositifs portatifs pour empêcher la fumée de pénétrer dans certaines parties du bâtiment
B61B 1/02 - Aménagement général des gares et des quais y compris les dispositifs de protection des voyageurs
B61C 17/00 - LOCOMOTIVES; AUTOMOTRICES - Détails ou accessoires non prévus ailleurs; Utilisation de mécanismes ou de systèmes de commande
B61K 13/04 - Dispositifs indicateurs pour voyageurs fixés sur les véhicules; Dispositifs de sécurité pour prévenir les accidents des voyageurs lorsque ceux-ci entrent dans les véhicules ou les quittent
B61L 23/00 - Dispositifs de commande, d'avertissement ou autres dispositifs de sécurité le long de la voie ou entre les véhicules ou les trains
28.
METHOD FOR RETROFITTING A MONORAIL GUIDE BEAM AND RETROFITTED MONORAIL GUIDE BEAM
A method of retrofitting an existing guide beam of an existing guideway to accept a second model of monorail. The method comprises installing a second top running surface above an existing top running surface of an existing guide beam of the existing guideway. The second top running surface is adapted to receive a load wheel of a second model of monorail. The second top running surface is installed at height H above the existing top running surface so that a second passenger floor level of the second model of monorail substantially corresponds to a first passenger floor level of an existing model of monorail supported by the existing top running surface.
The invention relates to an arrangement for a vehicle (2, 3), in particular a rail vehicle, or for a building, the arrangement comprising: · a control system (19), the control system (19) being adapted to control a plurality of devices of different kind, · a cabinet (21) having a lock (24) that can be locked in order to prevent access to a valuable device (22) within the cabinet (21), · a control unit (27) of the control system (19) adapted to remotely control unlocking the lock, wherein the control system (19) is adapted to unlock the lock (24) automatically if a predetermined condition is fulfilled and/or to unlock the lock (24) on demand.
A method of repairing a defect in a damaged rail of a railroad track comprises positioning a rail profiling device on the rails of the railroad track proximate a defect; securing the rail profiling device to the railroad; adjusting its grinder according to a selected value of wheel cone angle to create a profiled running surface over a portion of the damaged rail; creating a median zone using the grinder to remove material from the damaged rail adjacent the defect at a depth corresponding to at least a maximum depth of the defect; creating an incline from the top of the rail and leading to the median zone and one incline leaving the median zone to the top of the rail by using the grinder to grinding material off the damaged rail.
E01B 31/17 - Enlèvement du métal des rails, joints de rails, ou plaques d'appui, p.ex. pour l'ébarbage des soudures, la remise en état des rails usés par meulage
31.
METHOD FOR AUTOMATED STRAIGHTENING OF WELDED ASSEMBLIES
An automated method for straightening/correcting deformations made to panels when welded to metallic structural components is disclosed. In the train industry, when an aluminum component, such as a vehicle's exterior shell, is welded to hidden structural parts, deformations thereon may occur. Such deformations need to be subsequently corrected, and the present method uses robots and optical measuring of the deformed surfaces to conduct a straightening thereof. The method includes four main steps. First, the deformed surface is scanned with an optical sensor to make physical measures/characterizations thereof. Second, the gathered data are compared with the desired resultant by a software. Third, once the comparison is done, the software performs an analysis to select the proper parameters to be used in the straightening method that will be applied at each area requiring straightening. Finally, a robot executes the operations specified by the software to perform the straightening process.
G05B 19/404 - Commande numérique (CN), c.à d. machines fonctionnant automatiquement, en particulier machines-outils, p.ex. dans un milieu de fabrication industriel, afin d'effectuer un positionnement, un mouvement ou des actions coordonnées au moyen de données d'u caractérisée par des dispositions de commande pour la compensation, p.ex. pour le jeu, le dépassement, le décalage d'outil, l'usure d'outil, la température, les erreurs de construction de la machine, la charge, l'inertie
B23K 26/03 - Observation, p.ex. surveillance de la pièce à travailler
B23Q 17/20 - Agencements sur les machines-outils pour indiquer ou mesurer pour indiquer ou mesurer les caractéristiques de la pièce, p.ex. contour, dimensions, dureté
G05B 19/401 - Commande numérique (CN), c.à d. machines fonctionnant automatiquement, en particulier machines-outils, p.ex. dans un milieu de fabrication industriel, afin d'effectuer un positionnement, un mouvement ou des actions coordonnées au moyen de données d'u caractérisée par des dispositions de commande pour la mesure, p.ex. étalonnage et initialisation, mesure de la pièce à usiner à des fins d'usinage
32.
EXTERNAL DC OVERCURRENT ELECTRONIC TRIP UNIT FOR CIRCUIT BREAKER
Disclosed is a DC circuit breaker including at least one contact configured to be coupled between a source of DC power and a DC load and a method of controlling the closed and open state of the contact. The DC circuit breaker includes a thermomagnetic trip circuit and an electronic trip circuit. The electronic trip circuit is responsive to a sensed level of DC current flowing in the contact in a closed state for accumulating an indication of the total time the DC current is sensed. The accumulated indication of the total time the DC current is sensed is compared to a predetermined value or level and, in response to the accumulated indication exceeding the predetermined value or level, the contact is caused to switch from a closed state to an open state.
H01H 71/40 - Mécanismes électrothermiques et électromagnétiques combinés
B60R 16/03 - Circuits électriques ou circuits de fluides spécialement adaptés aux véhicules et non prévus ailleurs; Agencement des éléments des circuits électriques ou des circuits de fluides spécialement adapté aux véhicules et non prévu ailleurs électriques pour l'alimentation des sous-systèmes du véhicule en énergie électrique
H02J 13/00 - Circuits pour pourvoir à l'indication à distance des conditions d'un réseau, p.ex. un enregistrement instantané des conditions d'ouverture ou de fermeture de chaque sectionneur du réseau; Circuits pour pourvoir à la commande à distance des moyens de commutation dans un réseau de distribution d'énergie, p.ex. mise en ou hors circuit de consommateurs de courant par l'utilisation de signaux d'impulsion codés transmis par le réseau
33.
WHEEL AXLE GUIDING ASSEMBLY WITH LONGITUDINAL HYDRO-MECHANICAL CONVERTERS AND ASSOCIATED RUNNING GEAR
The invention relates to a wheel axle guiding assembly (10) comprising an axle box carrier (20), an axle box (14) located longitudinally between a front part (16) and a rear part (18) of the axle box carrier (20); a front longitudinal hydro-mechanical converter (32) between a front part (16) of an axle box carrier (20) and a rear longitudinal hydro-mechanical converter (34) between the axle box (14) and a rear part (18) of the axle box carrier (20) to allow a fore-and-aft movement of the axle box (14) relative to the axle box carrier (20) parallel to a longitudinal direction (200). Each of the front and rear longitudinal hydro-mechanical converters (32, 34) includes a housing (36), a plunger (38) and an elastomeric body (40) fixed to the housing (36) and to the plunger (38) so as to allow a fore-and-aft relative movement parallel to the longitudinal direction (200) between the plunger (38) and the housing (36), a single variable volume hydraulic chamber (42) being formed between the housing (36), the plunger (38) and the elastomeric body (40). A hydraulic port (54) provides a connection of the variable volume hydraulic chamber (40) with an external hydraulic circuit (54, 56, 64, 66, 68, 70, 72, 74).
B61F 5/38 - Aménagements ou dispositifs pour ajuster ou pour permettre l'auto-ajustement des roues des essieux ou des bogies dans les courbes, p.ex. essieux à jeu transversal, essieux oscillants
B61F 5/30 - Boîtes d'essieux montées mobiles sur ressorts dans le châssis des véhicules ou des bogies
34.
FLUID SPRAYING SYSTEM AND METHOD FOR A MASS TRANSIT VEHICLE
In an apparatus and method of automatically providing or withholding fluid from a power rail for a mass transit vehicle, during movement of a mass transit vehicle on a pathway in an uncovered (or exposed) area of the pathway, fluid, for example, anti-icing fluid, is caused to be provided to (or dispensed on) the power rail supplying power to the mass transit vehicle. During movement of the mass transit vehicle in a covered area of the pathway, the fluid is withheld from (or not dispensed on) the power rail. The changing from fluid being dispensed on the power rail to the fluid being withheld from the power rail, or vice versa, can be based on movement of the mass transit vehicle from the uncovered area of the pathway to the covered area of the pathway, or vice versa.
In a method for controlling a line converter on board a track-bound vehicle semiconductor devices of current valves of the line con- verter are controlled to be turned on and off so as to prevent the current (I) through a secondary winding of a transformer to which midpoints of phase-legs of the converter are connected to pass zero and shift direction other when the voltage across the sec- ondary winding shifts direction by a start of a new half period of an AC line voltage across the windings of the transformer.
H02M 1/12 - Dispositions de réduction des harmoniques d'une entrée ou d'une sortie en courant alternatif
B60L 9/00 - Propulsion électrique par source d'énergie extérieure au véhicule
H02M 7/5387 - Transformation d'une puissance d'entrée en courant continu en une puissance de sortie en courant alternatif sans possibilité de réversibilité par convertisseurs statiques utilisant des tubes à décharge avec électrode de commande ou des dispositifs à semi-conducteurs avec électrode de commande utilisant des dispositifs du type triode ou transistor exigeant l'application continue d'un signal de commande utilisant uniquement des dispositifs à semi-conducteurs, p.ex. onduleurs à impulsions à un seul commutateur dans une configuration en pont
H02M 1/00 - APPAREILS POUR LA TRANSFORMATION DE COURANT ALTERNATIF EN COURANT ALTERNATIF, DE COURANT ALTERNATIF EN COURANT CONTINU OU VICE VERSA OU DE COURANT CONTINU EN COURANT CONTINU ET EMPLOYÉS AVEC LES RÉSEAUX DE DISTRIBUTION D'ÉNERGIE OU DES SYSTÈMES D'ALI; TRANSFORMATION D'UNE PUISSANCE D'ENTRÉE EN COURANT CONTINU OU COURANT ALTERNATIF EN UNE PUISSANCE DE SORTIE DE CHOC; LEUR COMMANDE OU RÉGULATION - Détails d'appareils pour transformation
36.
RUNNING GEAR PROVIDED WITH A PASSIVE HYDRAULIC WHEEL SET STEERING SYSTEM FOR A RAIL VEHICLE
A running gear (10) for a rail vehicle, comprises a front and a rear wheel sets (14, 16), each provided with left and right wheels (18L, 18R; 20L, 20R). A passive hydraulic wheel set steering system (26) comprises a control valve (32) hydraulically connected to hydro-mechanical converters (28L, 28R, 30L, 30R) for converting motion of each of the wheels towards and away from the median transverse vertical plane (100). The control valve (32) is movable between a first position in which the front left and right hydro-mechanical converter assemblies are disconnected from the rear left and right hydro-mechanical converter assemblies, and a second position in which each of the front left and right hydro-mechanical converter assemblies is connected to at least a respective one of the rear left and right hydro-mechanical converter assemblies.
B61F 5/38 - Aménagements ou dispositifs pour ajuster ou pour permettre l'auto-ajustement des roues des essieux ou des bogies dans les courbes, p.ex. essieux à jeu transversal, essieux oscillants
There is described a linear induction motor (LIM) comprising a primary core extending longitudinally and having a front portion and a rear portion. Coils are mounted on the primary core. The coils comprise a first set of coils mounted on the front portion and spaced apart from each other by a first pitch. The coils further comprise a second set of coils, between the first set of coils and the rear portion, which are spaced apart from each other by an industry-standard distance. Each one of the first pitch is greater than the industry-standard distance for reducing an end effect onto the LIM when the LIM travels forward. The first set of coils may have different spaces between its coils and may also include equally spaced coils.
The invention relates to a drive arrangement for a rail vehicle having: a bearing structure for a bogie (1), a traction motor (7a, 7b) with a stator (15a, 15b) and a rotor (12b), and a transmission for transmitting drive energy from the traction motor (7a, 7b) to at least one wheel set (2a, 2b, 2c, 2d) of the bogie (1), wherein the drive arrangement is configured as a transverse drive, at least one partial volume of the traction motor (7a, 7b) is integrated into the bearing structure, the transmission is a spur-gear transmission (11a, 11b), wherein a drive shaft (13b) of the spur-gear transmission (11a, 11b) is coupled to the rotor (12b) of the traction motor (7a, 7b), and a drive shaft (14b) of the spur-gear transmission (11a, 11b) can be coupled or is coupled to at least one wheel (2d) of the wheel set (2a, 2b, 2c, 2d).
B61C 9/50 - Systèmes de transmission des locomotives ou des automotrices pour propulsion par moteur électrique avec moteurs supportés par le châssis des véhicules et les essieux moteurs, p.ex. suspension sur essieux ou par le nez dans les bogies
39.
CONTAINMENT DEVICE FOR A LASER HEAD AND ASSOCIATED MANUFACTURING METHOD
A laser containment device, adapted to be mounted to a laser head, has an outer shell and an inner wall defining a peripheral chamber there in- between. An inner seal and an outer seal, respectively mounted to the outer shell and to the inner wall, are adapted to contact a workpiece. The peripheral chamber, encircling an opening in the laser containment device for letting a laser beam reach a workpiece, may be connected to a differential pressure generator operative to generate a differential pressure therein. A pressure sensor is located within the peripheral chamber to read the differential pressure. In use, the laser head, mounted to a computer-controlled manipulator, emits its laser beam. The pressure sensor sends its pressure readings to a controller which compares their values with a predetermined pressure threshold. If the pressure readings cross this threshold, the controller stops the emission of the laser beam.
A primary for a linear induction motor comprises a core, electrical winding coils and a cooling system. The core extends longitudinally and has slots extending laterally in a first face thereof. Electrical winding coils inserted in the slots have end turns that extend laterally beyond each sides of the core. The electrical winding coils are aligned sequentially along a length of the core. The cooling system, which is adapted to receive a cooling fluid, comprises a serpentine tubing assembly and two lateral tubes. The serpentine tubing assembly is at least partially in contact with the core so as to transfer heat from the core to the environment. Each one of the two lateral tubes extend longitudinally along a different side of the core and within a respective longitudinal alignment of the end turns of the electrical winding coils. The two lateral tubes have an oblong or ovoid cross-section that, at least partially, conforms to an inside surface of the end turns so that the two lateral tubes are in thermal conduction contact with their respective alignment of the end turns.
H02K 9/19 - Dispositions de refroidissement ou de ventilation pour machines avec enveloppe fermée et circuit fermé de refroidissement utilisant un agent de refroidissement liquide, p.ex. de l'huile
H02K 1/06 - MACHINES DYNAMO-ÉLECTRIQUES - Détails du circuit magnétique caractérisés par la configuration, la forme ou le genre de structure
A bogie assembly for a rail vehicle comprises a bogie frame, two wheel axles supporting the bogie frame, a primary of a linear induction motor and two motor mounts. The two motor mounts are located proximate a different extremity of the primary and support the linear induction motor underneath the bogie frame. Each one of the two motor mounts has a bogie interface, a motor interface, a first spring, a conical spring, a core pin and a nut. The first spring is connected to the bogie interface on the bogie side while the conical spring is connected to the same bogie interface on the motor side. The core pin extends sequentially from the motor interface through the conical spring, then through the bogie interface and finally through the first spring where it is held in place by the nut on the other side of the first spring.
The invention relates to a swivel joint (10; 100; 101) for swivel-joint connecting of rail vehicles or rail vehicle parts, wherein the swivel joint comprises: - a first part (1) and a second part (2), that have at least one longitudinal opening (11, 12; 120, 121; 122, 123) with a first end region (I la, 12a; 120a, 121a; 122a) and a second end region (1 lb, 12b; 120b, 121b, 122b), a coupling element (3; 30), via which the first part (1) and the second part (2) are rotatably coupled relative to each other, wherein the coupling element (3; 30) engages with an engaging section (4a, 4b; 40b) in the longitudinal opening (11, 12; 120, 121; 122) which in the normal state is arranged in the first end region (11a, 12a; 120a, 121a; 122a) of the longitudinal opening (11, 12; 120, 121; 122, 123), wherein the coupling element (3; 30) can be moved in the direction of the second end region (l lb, 12b; 120b, 121b, 122b) when the swivel joint is compressed. The invention further relates to a rail vehicle comprising at least one such swivel joint and a method for swivel- joint connecting of rail vehicles or rail vehicle parts.
B61G 11/16 - Tampons absorbant les chocs par déformation permanente de l'organe tampon
B61G 11/14 - Tampons absorbant les chocs par action mécanique de frottement; Combinaisons des dispositifs à absorption mécanique des chocs et des ressorts
43.
MONORAIL GUIDE WHEEL WITH INTEGRAL RETENTION DEVICE
A bogie for a monorail adapted to travel on a guide beam comprises a bogie frame, a load wheel and two guide wheel assemblies. The load wheel is connected to the bogie frame and is adapted to run on the guide beam. Each one of the two guide wheel assemblies is connected to the bogie frame on a different side of the bogie frame so that the bogie straddles the guide beam. Each one of the guide wheel assemblies has a hub adapted to spin over a shaft, a guide wheel and a retaining device. The hub is equipped with a hub protrusion extending radially outwardly. The guide wheel is attached to the hub and is operative to contact a side of the guide beam. The retaining device is connected to the hub and has a retaining flange extending radially inwardly below the hub protrusion so as to capture the hub protrusion in case of failure of the guide wheel assembly.
A guide wheel assembly, especially for use on a guided vehicle such as a monorail, comprises a hub, a guide wheel, a tire and a safety wheel. The guide wheel assembly is adapted to be mounted to a spindle mounted to a bogie of the vehicle. The guide wheel assembly is adapted to be located on a side of a guide beam guiding the vehicle. The hub has a guide wheel mounting interface and a safety wheel mounting interface spaced apart along its length. The hub is adapted to spin on the spindle. The guide wheel is mounted to the hub at the guide wheel mounting interface. The tire is mounted on the guide wheel. The safety wheel is rotatably mounted on the hub at the safety wheel mounting interface. The safety wheel has a smaller circumference than a circumference of the tire. In case the tire deflates, the safety wheel is operative to roll on the guide beam at a different radial speed than the tire.
The invention relates to a method for determining a value of at least one state parameter of a rail vehicle (101) and/or of a route of a rail vehicle (101), wherein at least one current first detection signal correlated to the current value of the state parameter is detected at a structure in the interior of the rail vehicle (101) by means of a first signal recorder (106.1, 106.2, 106.3) in at least one detection step, wherein a first signal recorder (106.1, 106.2, 106.3) of a mobile terminal (106) is used to detect the current first detection signal. In order to determine the value of the at least one state parameter, a frequency range of the current first detection signal above 1 Hz to 2 Hz, preferably 4 Hz to 15 kHz, more preferably 10 Hz to 1 kHz, is evaluated.
B61K 9/08 - Installations de mesure pour surveiller la voie
G01D 5/48 - Moyens mécaniques pour le transfert de la grandeur de sortie d'un organe sensible; Moyens pour convertir la grandeur de sortie d'un organe sensible en une autre variable, lorsque la forme ou la nature de l'organe sensible n'imposent pas un moyen de conversion déterminé; Transducteurs non spécialement adaptés à une variable particulière utilisant des moyens à base de radiation d'ondes ou de particules
46.
AN ARRANGEMENT WITH A GLASS PANE OF A RAIL VEHICLE FORMING A PART OF AN OUTER VEHICLE SURFACE
The invention relates to an arrangement with a glass pane (40) of a rail vehicle forming a part of an outer vehicle surface and with a component (50) on the inner side of the glass pane (40), wherein the component (50) is spaced apart from an inner side surface region of the glass pane (42) by a gap (60), wherein a seal (20), which has at least one passage opening (30), is arranged in and/or at the gap, so that the gap (60) is closed by the seal (20), but that a passage of fluids (80) through the passage opening (30) and thus through the gap (60) is allowed. The invention further relates to a rail vehicle having such an ar- rangement as well as a method for producing such an arrangement.
A welding system comprises a two manipulators and a controller. A first manipulator has a joint detection device and a first welding device, usually of the laser type while the second manipulator has a second welding device, usually of the arc weld type. The joint detection device is operative to read welding joint characteristics along a welding joint. The controller determines a corrected trajectory based on a predetermined welding trajectory and on the welding joint characteristics read by the joint detection device. This corrected trajectory is transmitted with a first time delay to the first manipulator and with a second time delay to the second manipulator. The second time delay is a function of a distance between the joint detection device and the second welding device. A corresponding method for welding components along a welding joint is also disclosed.
The invention relates to a running gear for a rail vehicle, in particular a high speed rail vehicle, comprising a wheel set, a running gear frame and a shielding device, the running gear frame being supported on the wheel set. The shielding device is connected to the running gear frame via a support structure and is spatially associated to at least a shielded component of the running gear. The shielding device shields a shielded part of the shielded component against impacts of objects (B), in particular pieces of ballast, lifted from a track (T) used during operation of the vehicle. The shielding device comprises a carrier element and at least one impact element, the at least one impact element being mounted to the carrier element for covering the carrier element and forming an impact surface for said objects (B). The impact element comprises at least one load bearing structural element made from a fiber reinforced composite material.
The present invention relates to a running gear of a rail vehicle defining a longitudinal direction, a transverse direction and a height direction, the running gear comprising a first wheel unit (103.1) and a second wheel unit (103.2) defining a wheel unit axle distance, a running gear frame (104) supported on the first wheel unit (103.1) and the second wheel unit (103.2), and a first drive unit (107.1) driving the first wheel unit (103.1). The first drive unit (107.1) comprises a first reaction moment support unit (110) connected to the running gear frame (104) at a first support location to balance a drive moment exerted onto the first wheel unit (103.1 ) by the first drive unit (107.1). The first support location, in the transverse direction, is laterally offset from a center of the running gear frame (104). The first support location, in the longitudinal direction, is located at a first support location distance from a first wheel unit axle of the first wheel unit (103.1), which is at least 35% of the wheel unit axle distance.
There is provided a roof for a vehicle where each one of its right and left side wall has at least a first and a second door opening. The roof structure comprises a lattice structure and an outer shell. The lattice structure has two pairs of longitudinal segments adapted to be located at a top portion of the first and second door openings and two diagonal segments. One diagonal segment extends from a first longitudinal segment adapted to be located at the first door opening in the right wall to a second longitudinal segment adapted to be located at the second door opening in the opposite wall. The other diagonal segment extends from a first longitudinal segment adapted to be located at the first door opening in the left wall to a second longitudinal segment adapted to be located at the second door opening in the opposite wall. The outer shell is placed atop the lattice structure and extends from a region proximate the front end to a region proximate the rear end of the vehicle.
There is described a system and method for controlling the intensity of a lighting system for vehicles comprising light emitting diodes mounted on printed circuit boards (PCBs). The method comprises sending a first modulation signal to the lighting modules from a master controller upon detection of a presence of power from a power source by the master controller; and sending a second modulation signal to the lighting modules from the master controller upon detection of an absence of power from a power source by the master controller. The first modulation signal corresponds to a first LED intensity and the second modulation signal corresponds to a second LED intensity lower than the first light intensity.
There is described a lighting system for vehicles comprising light emitting diodes mounted on printed circuit boards (PCBs). Auxiliary components such as speakers are mounted on some of the PCBs lighting modules which are connected in an end-to-end relationship and which form light rows of the lighting system. Electrical traces for the auxiliary components form part of the PCBs. This results in a substantial reduction in or elimination of wiring. Connectors at each end of a PCB are compatible with the connectors on a neighboring PCB and are optionally connectable with a respective corresponding connector assembly of another lighting module in a direction substantially normal to the planar mounting surface of the PCB or in a direction substantially parallel to the planar mounting surface.
B60R 16/02 - Circuits électriques ou circuits de fluides spécialement adaptés aux véhicules et non prévus ailleurs; Agencement des éléments des circuits électriques ou des circuits de fluides spécialement adapté aux véhicules et non prévu ailleurs électriques
B60Q 1/00 - Agencement des dispositifs de signalisation optique ou d'éclairage, leur montage, leur support ou les circuits à cet effet
The invention relates to a safety device for protecting persons, said device being arranged below the car body of a vehicle, in particular a rail vehicle, preferably a low- platform rail vehicle. The device comprises two functional elements which can interact with each other and which are arranged in a horizontal position and transversely to the travel path in the rest position. The invention further relates to a rail vehicle which is equipped with such a safety device and to a method for protecting persons after a vehicle impact.
The present document describes a heat resistant floor assembly for a rail vehicle. The heat resistant floor assembly comprising: a floor structure and a fire protection panel made of a composite material connected underneath the floor structure.
A railcar includes a chassis, a front end frame, a control cab for a train operator and an energy absorbing crash structure. The chassis has a cab end and a rear end. The front end frame is connected to the cab end of the chassis. The front end frame has a pair of corner posts and a collision post structure. Each one of the pair of corner posts is located at a different corner of the chassis at the cab end. The collision post structure is located between the pair of corner posts. The control cab has a control cab floor and is located proximate the cab end. A crash energy management module, located ahead of the front end frame, includes a plurality of energy absorbers and a crash shield. The plurality of energy absorbers is attached to the front end frame. There is a left energy absorber located on a left portion of the chassis and a right energy absorber located on a right portion of the chassis. The crash shield is attached substantially vertically and laterally to the plurality of energy absorbers.
A railcar includes a chassis, a front end frame, a control cab for a train operator and an energy absorbing crash structure. The chassis has a cab end and a rear end. The front end frame is connected to the cab end of the chassis. The front end frame has a pair of corner posts and a collision post structure. Each one of the pair of corner posts is located at a different corner of the chassis at the cab end. The collision post structure is located between the pair of corner posts. The control cab has a control cab floor and is located proximate the cab end. A crash energy management module, located ahead of the front end frame, includes a plurality of energy absorbers and a crash shield. The plurality of energy absorbers is attached to the front end frame. There is a left energy absorber located on a left portion of the chassis and a right energy absorber located on a right portion of the chassis. The crash shield is attached substantially vertically and laterally to the plurality of energy absorbers.
A rail vehicle (1) having a device for pedestrian protection in the event of a collision with the front of the vehicle, said device (4) being provided on the underside of the rail vehicle front, the device (4) consisting of at least one structure (7) which can be inflated by means of a gaseous medium (6) in order to remain dimensionally stable during the time it takes to bring the vehicle to a standstill.
The invention relates to a device for securing elongated objects, more particularly surfboards, skis or snowboards, in rail vehicles, wherein a vertical retainer section (1, 10) is provided, which is connected to the carriage body (21) of the rail vehicle (20), on which holder section a retaining element (2, 11) is arranged, which is interdependent with the retainer section (1, 10) for securing the elongated objects. The invention further relates to a rail vehicle, more particularly for local and regional rail, having such a device.
Control apparatus for use in controlling a power converter adapted to carry out power conversion between a high-voltage end and a low-voltage end. The control apparatus comprises an input configured for receiving at least one input signal conveying a sensed voltage across the high-voltage end, a sensed voltage across the low-voltage end and a sensed current through the low-voltage end; circuitry configured for determining a target switching frequency, a target dead time and a target duty cycle for the converter based at least in part on the sensed voltages, the sensed current and at least one circuit characteristic of the converter; and an output configured for releasing at least one output signal to cause the converter to carry out soft switching in accordance with the target switching frequency, the target dead time and the target duty cycle.
H02M 3/22 - Transformation d'une puissance d'entrée en courant continu en une puissance de sortie en courant continu avec transformation intermédiaire en courant alternatif
H02M 3/24 - Transformation d'une puissance d'entrée en courant continu en une puissance de sortie en courant continu avec transformation intermédiaire en courant alternatif par convertisseurs statiques
60.
GRIT DISCHARGING FACILITY FOR VEHICLES, IN PARTICULAR RAILWAY VEHICLES, AND METHOD FOR DISCHARGING GRIT
Summary Grit discharging facility for vehicles, in particular railway vehicles, and method for discharging grit The invention relates to a grit discharging facility for vehicles, in particular railway vehicles, and to a method for discharging grit from such facilities, with a reservoir (1), which can be filled with grit, and with a disaggregation element (2) assigned to the discharge outlet of the reservoir (1), and with at least one discharge conduit (5) for the grit ending directly near a tyre/rail gap, in which a dosing unit (3), and a conveying element (4) connected to the dosing unit (3), are arranged downstream of the disaggregation element (2), and in which the conveying element (4) is connected to a shut-off and supply air valve (7) and a discharge conduit (5).
The present invention relates to a spring device, in particular for a secondary suspension device of a rail vehicle, comprising a spring body (120.1) substantially made of a polymeric material and defining an axial direction and a radial direction. The spring body (120.1), in the axial direction, has a central section (120.2) located between a first end section (120.3) terminating in a first outer end surface (120.4) and a second end section (120.3) terminating in a second outer end surface (120.4), the central section (120.2) having at least one radially waisted section (120.5). The first end section (120.3) has a recess extending, in the axial direction, from the first outer end surface (120.4) towards the central section (120.2) such that an axial spring body cavity (120.7) is formed, the axial spring body cavity (120.7) being confined by a compliant inner surface (120.8). An insert (121 ) is inserted into the axial spring body cavity (120.7), the insert (121 ) contacting the inner surface (120.8) of the spring body (120.1) to modify a rigidity of the spring device compared to a reference state, where the insert (121) is not inserted into the axial spring body cavity (120.7).
The present invention relates to a running gear unit for a rail vehicle, comprising a running gear frame body (107) defining a longitudinal direction, a transverse direction and a height direction. The frame body (107) comprises two longitudinal beams (108) and a transverse beam unit (109) providing a structural connection between the longitudinal beams (108) in the transverse direction, such that a substantially H-shaped configuration is formed. Each longitudinal beam (108) has a suspension interface section associated to a free end section (108 1) of the longitudinal beam (108) and forming a primary suspension interface (110) for a primary suspension device (105 1) connected to an associated wheel unit (103). Each longitudinal beam (108) has a pivot interface section (111) associated to the primary suspension interface section and forming a pivot interface for a pivot arm (112) connected to the associated wheel unit (103). The primary suspension interface (110) is configured to take a total resultant support force acting in the area of the free end section (108 1) when the frame body (107) is supported on the associated wheel unit (103). The primary suspension interface (110) is configured such that the total resultant support force is inclined with respect to the longitudinal direction and inclined with respect to the height direction.
The present invention relates to a drive arrangement for a wheel unit of a running gear, in particular for a rail vehicle, comprising a wheel unit (103) defining an axial direction and a radial direction, a first torque transmission device (111) and a second torque transmission device (112). The first torque transmission device (111) is connected in a torsionally rigid manner to the wheel unit (103) and the second torque transmission device (112) is connected in a torsionally rigid manner to the first torque transmission device (111) using a connecting device (114) such that an arrangement substantially coaxial to the axial direction is formed. The wheel unit (103) has a wheel unit end section (103.1) protruding, along the wheel axis, into a receptacle (112.1) of the second torque transmission device (112). A protective unit (115; 215; 315) is arranged between the wheel unit end section (103.1) and the second torque transmission device (112), the protective unit (115; 215; 315) being configured to protect the wheel unit end section (103.1) against damage by the second torque transmission device (112) in case of failure of the connecting device (114).
The present invention relates to a running gear frame for a rail vehicle, comprising a frame body (107) defining a longitudinal direction, a transverse direction and a height direction. The frame body (107) comprises two longitudinal beams (108) and a transverse beam unit (109) providing a structural connection between the longitudinal beams (108) in the transverse direction, such that a substantially H-shaped configuration is formed. Each longitudinal beam (108) has a free end section (108.1 ) forming a primary suspension interface (110) for a primary suspension device (105.1) connected to an associated wheel unit (103). Each longitudinal beam (108) has a pivot interface section (111) associated to the free end section (108.1) and forming a pivot interface for a pivot arm (112) connected to the associated wheel unit (103). Each longitudinal beam (108) has an angled section (108.3) associated to the free end section (108.1), the angled section (108.3) being arranged such that the free end section (108.1) forms a pillar section at least mainly extending in the height direction, the pivot interface section (111 ) being associated to the angled section (108.3). The pivot interface section (111 ) is integrated into to the angled section (108.3) and the frame body (107) is formed as a monolithically cast component made of a grey cast iron material.
The present invention relates to a rail vehicle unit, comprising a running gear (102) and a wagon body unit (101.1) forming two contact partners and defining a longitudinal direction, a transverse direction and a height direction. The wagon body unit (101.1) is supported on the running gear (102) via a suspension device (106), a first rotational buffer device (115) and a second rotational buffer device (115) being associated to the running gear (102) and the wagon body unit (101.1). The first rotational buffer device (115) and the second rotational buffer device (115) are adapted to damp a rotational motion between the running gear (102) and the wagon body unit (101.1) about a rotational axis parallel to the height direction. The first rotational buffer device (115) and the second rotational buffer device (115) are configured to form a traction link between the running gear (102) and the wagon body unit (101.1), the traction link being configured to transmit at least a major fraction of a total traction force to be transmitted along the longitudinal direction between the running gear (102) and the wagon body unit (101.1).
B61F 5/00 - SUSPENSIONS DES VÉHICULES FERROVIAIRES, p.ex. CHÂSSIS, BOGIES OU AMÉNAGEMENTS DES ESSIEUX DES ROUES; VÉHICULES FERROVIAIRES UTILISABLES SUR VOIES D'ÉCARTEMENT DIFFÉRENT; PRÉVENTION DES DÉRAILLEMENTS DE VÉHICULES FERROVIAIRES; COUVRE-ROUES, DÉBLAYEURS D'OBSTACLES OU DISPOSITIFS SIMILAIRES POUR VÉHICULES FERROVIAIRES - Détails de structure des bogies; Liaisons entre bogies et châssis du véhicule; Aménagements ou dispositifs pour ajuster ou permettre l'auto-ajustement des essieux des roues ou des bogies dans les courbes
66.
FRONT ARRANGEMENT FOR A VEHICLE, IN PARTICULAR FOR A RAIL VEHICLE, HAVING A WINDSHIELD WASHER DEVICE
A front arrangement for a vehicle, comprising a crash element with a forward facing crash surface, and a windshield washer device comprising a drive device and a front window wiper device drivable by said drive device. The crash element is configured to absorb and transfer impact forces during a crash of a body onto the front of the vehicle, wherein the crash element is coupled with at least one impact absorbing element. The windshield washer device is fastened to the crash element, wherein the crash element and the windshield washer device are movable relative to a support of the front arrangement and, in a state installed in the vehicle, are movable relative to the load-bearing construction of the vehicle so as to move backward during the occurrence of the impact forces and to enable absorption of the impact energy by the at least one impact absorbing element.
B60R 19/26 - Aménagements concernant le montage des pare-chocs sur les véhicules comprenant des moyens de montage susceptibles de céder
B60R 19/18 - Moyens pour absorber le choc situés à l'intérieur du pare-chocs
B60R 21/00 - Dispositions ou équipements sur les véhicules pour protéger les occupants ou les piétons ou pour leur éviter des blessures en cas d'accidents ou d'autres incidents dus à la circulation
The invention relates to a wheel carrier articulation for a rail vehicle having a bogie frame, having a wheel set including at least one wheel and a wheel carrier holding the wheel, wherein the wheel carrier on the one hand is provided with a swing arm, which is pivotably connected to the bogie frame via a pin connection, and on the other hand is resiliently connected to the bogie frame via a spring element, wherein the pin connection comprises a pin, which is passed through a mounting in the swing arm and at least one mounting in the bogie frame. To simplify the disassembly of the swing arm, the invention proposes that the pin connection has play and the active direction of the spring element runs obliquely to the horizontal and vertical in such a manner that in the compression--loaded state of the spring element the wheel carrier together with the swing arm is pushed away from the bogie frame. Furthermore, the invention relates to a corresponding rail vehicle.
A ventilation system for a passenger transit vehicle that comprises a passenger compartment. The ventilation system comprises a variable speed fan for providing outside air to the passenger compartment, wherein within a given ambient temperature range, the speed of the variable speed fan is controlled such that the air speed produced by the variable speed fan increases with increasing ambient temperature. The ventilation system further comprises a duct system fluidly connecting the variable speed fan to an air diffuser that directs the air from the variable speed fan towards the passengers within the passenger compartment. The cross sectional area of the duct system decreases along its length for providing substantially constant air pressure along its length. The ventilation system is able to provide outside air into the passenger compartment at an air flow speed of greater than 0.15 m/s.
A rail vehicle bridge (1) for bridging a transition between a first vehicle part and a second vehicle part, which are connected by an articulation (32), wherein the rail vehicle bridge has - a turntable (2) with a first edge (3) and a second edge (4), - a guide (70), which is disposed on the first vehicle part and in which the first edge (3) of the turntable (2) is rotatably guided relative to the first vehicle part, - at least one bridge plate (5, 6, 7), which is connected to the second edge (4) of the turntable, wherein - the turntable (2) rests on a first sliding surface (31) of a bearing (22) disposed under the turntable and on the first vehicle part and is rotatably mounted on the first sliding surface of the bearing, and wherein after dismounting the bridge plate(s) (5, 6, 7), the turntable is displaceable on the first sliding surface (31) of the bearing (22) and thus removable from the guide (70).
The invention relates to a connection element for connecting floor elements of a vehicle, more specifically of a rail vehicle, in the form of a profile with elastic properties, having - a base, that can be inserted into a groove of a first floor element, - a groove-shaped recess for receiving a bracket of a second floor element pointing downward, - a first lip for covering the top of an edge area of the first floor element, - a second lip for covering the top of an edge area of the second floor element the connection element having a first material which is an elastic material and a second material, the second material having a higher rigidity than the first material, and the connection element comprising the second material in the area of the groove-shaped recess and the first material in other areas.
In a method of operating a system for announcing the presence of one or more individuals on or near a pathway to an operator of a vehicle traveling on the pathway, each of a number of data readers positioned along the pathway receives data input by the one or more individuals. In response to each data reader receiving the data input, a unique subset of a number of lamps, also positioned along the pathway, is caused to illuminate. The system includes a computer network that controls the operation of the lamps in response to the input of data.
B61L 23/06 - Dispositifs de commande, d'avertissement ou autres dispositifs de sécurité le long de la voie ou entre les véhicules ou les trains pour avertir des hommes travaillant sur la voie
The present invention relates to a spring assembly for level controlled support of a wagon body on a running gear of a vehicle, in particular of a railway vehicle, comprising a spring device (105) and an actuator device (107), wherein the spring device (105) takes up a first installation space, the actuator device (107) takes up a second installation space, the spring device (105) and the actuator device (107) are connected to each other in a direction of action in a kinematically serial arrangement, and the actuator device (107) is designed for at least partially compensating for a change in length of the spring device (105) in the direction of action by a displacement at an actuator component (107 2) in the direction of action, and wherein the first installation space and the second installation space overlap each other in the direction of action in an overlapping region. The invention also relates to a vehicle having such a spring assembly.
A safety system for providing early warning notifications to an authorized track worker performing official duties along a rail road network is disclosed herein. The safety system determines the position of the authorized worker and determines an estimated time to collision between the authorized track worker and an approaching rail vehicle. The result of the safety system is that the track worker has enough time and sufficiently accurate warning that will enable the track worker to move to a point of safety so as to remain unharmed by the approaching rail vehicle.
B61L 23/06 - Dispositifs de commande, d'avertissement ou autres dispositifs de sécurité le long de la voie ou entre les véhicules ou les trains pour avertir des hommes travaillant sur la voie
G08B 7/06 - Systèmes de signalisation selon plus d'un des groupes ; Systèmes d'appel de personnes selon plus d'un des groupes utilisant une transmission électrique
74.
A MONORAIL BOGIE HAVING A TRACTION/PITCHING CONTROL ASSEMBLY
A traction/pitching control assembly for attachment to a body portion of a monorail bogie. The monorail bogie is operative for supporting a monorail car over a monorail track that has a running surface and two side surfaces. The traction/pitching control assembly comprises a first traction link, a second traction link and a linking member that has a first end portion and a second end portion. The first traction link is attached to the first end portion of the linking member, and the second traction link is attached to the second end portion of the linking member. The traction/pitching assembly further comprises a third traction link and a cross link. The cross link joins the third traction link to the first traction link and the linking member. The first traction link and the second traction link are attached to one of the body portion of the monorail bogie and the monorail car, and the linking member is connected to the other one of the body portion of the monorail bogie and the monorail car.
B61B 12/00 - CHEMINS DE FER ÉQUIPEMENTS À CET EFFET NON PRÉVUS AILLEURS - Parties constitutives, détails ou accessoires de systèmes ferroviaires à câbles ou de systèmes "couplables à volonté" non prévus dans les groupes
The invention relates to a control device for a vehicle, in particular a rail vehicle, comprising a traction control system (104.1 - 104.4) for controlling traction equipment of the vehicle, a braking control system (108.1, 108.2) for controlling bra-king equipment of the vehicle and primary first vehicle control system (109.1 ) for controlling the traction control system (104.1 --104.4) and the braking control system (108.1, 108.2) by way of a first control path (110), in particular a data bus system, wherein the first vehicle control system (109.1 ) is configured for controlling the traction control system (104.1 - 104.4) and the braking control system (108.1, 108.2) during normal operation of the control device in such a way that in a recognized emergency situati-on a control action that effects the activation of the braking equipment occurs preferentially before a control action that effects the activation of the traction equipment. A second vehicle control system (109.2) is provided for controlling the traction control sys-tem (104.1 through 104.4) and the braking control system (108.1, 108.2) by way of a second control path (115), wherein the se-cond control path (115) is different from the first control path (110), the control device is configured for deactivating the first ve-hicle control system (109.1 ) and activating the second vehicle control system (109.2) during a special operating state, and the se-cond vehicle control system (109.2) is configured for controlling
The invention relates to a method for determining the remaining service life of a component of a vehicle operated on at least one prescribed route section (103) of a route network, particularly a railway vehicle, wherein the remaining service life is determined for a vehicle component (102.3) of the vehicle mechanically stressed by the interaction between the vehicle and the route section (103), wherein the remaining service life of the vehicle component (102.3) is determined from a prior loss of service life prescribed at the beginning of the usage interval for the vehicle component (102.3) and from a current loss of service life of the vehicle component (102.3) associated with the usage interval, and wherein the current loss of service is determined using an actual measured usage of the at least one route section (103) by the vehicle and a relative loss of service life related to the actual usage of the at least one route section (103), wherein the relative loss of service life has been determined in advance for the at least one route section (103) and at least the type of the vehicle.
A method of creating a bend in a construction component for use in a transportation vehicle. The method comprises providing a plurality of cuts in the construction component so as to create a region of increased flexibility in the construction component. The method further comprises bending the construction component in the region of increased flexibility so as to cause the construction component to acquire a bent shape, and then rigidifying the construction component in the region of increased flexibility so as to cause said construction component to maintain the acquired bent shape.
B62D 33/00 - Carrosseries pour véhicules à marchandises
B21D 11/00 - Cintrage non limité aux produits du genre prévu dans un seul des groupes , , ; Cintrage non prévu dans les groupes ; Torsion
B61D 17/00 - PARTIES CONSTITUTIVES DU CORPS DES VÉHICULES FERROVIAIRES OU GENRES OU TYPES DE VÉHICLES - Parties constitutives structurales du corps des véhicules
A track brake control system for providing braking of a railway vehicle is disclosed. The control system operates upon receipt of an emergency braking command. The control system includes a member for receiving deceleration information from one or more sensing devices. The control system further includes member for comparing the deceleration information with a reference value or reference profile. Further, the control system includes at feast one regulating device for continuously adjusting a braking demand signal to a track brake so as to cause deceleration of the railway vehicle based on the this comparison.
Running gear frame for a running gear of a rail vehicle with a frame body (101), which is configured to be supported at least on one wheel unit of the running gear, wherein the frame body (101) is at least partially made of grey cast iron material.
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