834results about "Railway coupling accessories" patented technology

A robotic vehicle configured for autonomous or semi-autonomous operation in a rail environment is provided. The vehicle can process image data to move about the rail environment and perform one or more actions in the rail environment. The actions can include one or more actions related to decoupling and/or attaching rail vehicles, and can be implemented by performing three-dimensional image processing. The vehicle can be configured to move with any movement of a rail vehicle on which one or more actions are being performed. In an alternative embodiment, the various components configured to perform the action are implemented at a stationary location with respect to a rail line.

An apparatus and method for indicating whether a coupler of a locomotive is in a coupled or uncoupled state is provided. The apparatus comprising: an optical sensor positioned on a portion of the coupler, wherein the sensor provides a real-time signal indicative of either a coupled or an uncoupled state of a coupler, wherein the signal is transmitted wirelessly by a transmitter in operable communication with the sensor. The method comprising: providing a signal indicative of the presence or proximity of a second coupler to the first coupler, the signal being provided by an optical sensor configured to provide the signal as the state of the coupler has changed; transmitting the signal wirelessly to a controller; processing the signal with a control algorithm resident upon the controller; and providing visually perceivable indication of the position of the coupler.

The invention relates to a shock absorber (100), in particular for use as an additional irreversible shock-absorbing stage together with a component for transferring force. In order to achieve the reliable dissipating of high impact energies, a shock absorber (100) comprising the following is indicated in accordance with the invention: a base plate (1); a force-transferring element (3) having a tensioning element (4); an energy-absorbing element in the form of a deformation tube (5) which is connected by a first end section to the base plate (1); and a connecting element (6) for the disengageable connecting of the force-transferring element (3) to a second end section of the deformation tube (5), wherein the connecting element (6) is pressed against the tensioning element (4) such that the deformation tube (5) is braced between the tensioning element (4) and the base plate (1) without play.

An apparatus and method for indicating whether a coupler of a locomotive is in a coupled or uncoupled state is provided. The apparatus comprising: a sensor positioned on a portion of the coupler, wherein the sensor provides a real-time signal indicative of either a coupled or an uncoupled state of a coupler, wherein the signal is transmitted wirelessly by a transmitter in operable communication with the sensor. The method comprising: providing a signal indicative of the presence or proximity of a second coupler to the first coupler, the signal being provided by a sensor configured to provide the signal as the state of the coupler has changed; transmitting the signal wirelessly to a controller; processing the signal with a control algorithm resident upon the controller; and providing visually perceivable indication of the position of the coupler.

A railcar coupler includes a coupler head portion extending from a shank portion. The coupler head portion is configured to couple to a first coupler knuckle for coupling the railcar coupler to a second railcar coupler of an adjacent railcar. The coupler head portion comprises a nose portion and a gathering face extending from the nose portion for engaging a second coupler knuckle coupled to the second railcar coupler. The coupler head portion comprises a guard arm portion extending from the nose portion towards the shank portion. The guard arm portion comprises a minimum width less than a width of the shank portion where the guard arm portion meets the shank portion.

A highway vehicle towing system includes a light railroad track embedded in a highway and capable of transmitting electricity from a power supply plant, and a towing tractor movable along the light railroad track to tow a car. The owing tractor has multiple pairs of metal wheels movably supported on the light railroad track, a motor, electrical wires connecting the metal wheels to the motor for transmitting electricity from the light railroad track to the motor, a transmission shaft coupled to and rotatable by the motor, and a differential mechanism coupled between the transmission shaft and the metal wheels for enabling the metal wheels to be rotated along the light railroad track by the motor.

The invention discloses a coupler. A coupler head of the coupler comprises a coupler knuckle, a coupler knuckle pin, a coupler knuckle thrower, a coupler lock, a lower lockpin assembly, and a lower lockpin rotating shaft, wherein when the lower lockpin rotating shaft rotates, the lower lockpin assembly actuates to ensure that the coupler lock moves up and down along an inner cavity of the coupler head of the coupler to drive the rotation of the coupler knuckle thrower to push the coupler knuckle to rotate around the coupler knuckle pin; the middle part of the end surface of a coupler tail of the coupler has a cylindrical surface, and convex shoulders are symmetrically arranged at both sides. The invention also discloses an assorted slave plate, the middle part of a bearing surface of a bearing body of the assorted plate has a cylindrical surface, and convex shoulders are symmetrically arranged at both sides. The coupler tail and a matching part of the assorted plate have structures of the cylindrical surfaces plus the symmetrical convey shoulders, can strengthen an automatic centering function of the coupler, and improve the dynamic stability performance of locomotives or vehicles. On this basis, the invention also discloses a coupler buffer device.

A clamp for securing apparatus such as end-of-train equipment to a railroad coupler head includes a first finger member that is mounted to pivot about a pivot pin in scissors-like manner between a fixed second and third finger member affixed to a housing, a threaded rod and cooperating piston for pivoting the first finger member away from the fixed second and third finger members, a rail member for abutting against an outside surface of the coupler head, and a crank and handle for tightening the grip of the first, second and third fingers on the inner surfaces of the core hole when the crank is rotated. The pivoting of the first finger member is accomplished by driving a pin through a slotted clevis defined in a first end of the first finger member, such that the pin moves within the slot defined by the clevis when the pin is driven in one lateral direction generally toward the fixed second and third finger members, thereby urging the clevis downward about the pivot pin and urging the opposing second end of the first finger member to move upwardly away from the fixed second and third finger members. In a preferred embodiment, end-of-train signaling and monitoring equipment is connected to the clamp for the railroad coupler head.

Knuckle coupler castings and methods for casting the knuckle coupler castings, where the knuckle coupler castings having enhanced bearing surfaces which may include a vertically flat surface.

A coupler knuckle casting having an enhanced bearing surface area and which is utilized in a railway freight car coupler. The coupler knuckle casting includes a tail section, and a hub section. The hub section has a pivot pinhole formed therein. Such pivot pinhole has generally straight cylindrical sidewalls. A front face section is connected to the hub section. Such front face section includes a nose section and a pulling face portion formed inwardly from such nose section. At such least a portion of such front face portion and such nose section includes an enhanced bearing surface area which includes a substantially flat portion disposed substantially in a vertical direction and which is substantially arcuate in a horizontal direction. The substantially flat portion extends for a predetermined distance in the vertical direction and for a predetermined length along the horizontal direction. There is the a transition section joining the tail section to the hub section. Such transition section includes a top metal section and a bottom metal section extending toward each other.

A locomotive control system may include first and second robotic machines and a task manager. The first and second robotic machines have respective first and second sets of capabilities for interacting with a surrounding environment. The task manager selects the first and second robotic machines from a group to perform a task based on the first and second sets of capabilities of the robotic machines. The task involves manipulating and/or inspecting a target object of a vehicle. The task manager assigns a first sequence of sub-tasks to be performed by the first robotic machine and a second sequence of sub-tasks to be performed by the second robotic machine. The first and second robotic machines are configured to coordinate performance of the first sequence of sub-tasks by the first robotic machine with performance of the second sequence of sub-tasks by the second robotic machine to accomplish the task.

A coupler for a railway car including a coupler anchor, a coupler mechanism pivotable relative to the coupler anchor from an on-center position to an off-center position in a substantially horizontal plane, and a coupler positioning device for pivoting the coupler mechanism relative to the coupler anchor. The coupler positioning device includes a controller adapted for receiving signal information from a bogie relating to an angular position of the bogie relative to a body of the railway car, and at least one pneumatic cylinder for pivoting the coupler mechanism. The controller controls the operation of the at least one pneumatic cylinder in response to the signal information received from the bogie.

The invention relates to a control method for supporting dynamic coupling and decoupling of a train. The control method comprises the steps that A, at the initialization stage, stored coupling state information is obtained; B, offline configuration of a corresponding group is loaded according to the stored coupling state; C, three sets of input signals related to coupling are collected; D, according to the collected signals, whether the coupling state of the train is legal or not is judged, if the coupling state of the train is legal, the step E is executed, and if the coupling state of the train is illegal, the step F is executed; E, whether the current coupling state is consistent with the offline configuration used in the step B or not is judged, and if the current coupling state is consistent with the offline configuration used in the step B, the step H is executed, and if the current coupling state is not consistent with the offline configuration used in the step B, the step G isexecuted; F, emergency braking is applied, and error reporting alarming is conducted; and G, emergency braking is applied, after the situation that the train is stably parked is judged, coupling stateinformation with codes is repeatedly written in, and then the step A is executed for re-initialization. Compared with the prior art, the control method has the advantages of high safety, high reliability, high automation degree and the like.

The invention relates to a mechanism operative for opening and closure of a front hatch which is retractable into the body of a railway vehicle, whereby in a closed position a coupler which is supported from the vehicle's chassis is covered behind the front hatch and which coupler upon opening of the front hatch is uncovered in order to admit coupling to a connecting railway vehicle, said front hatch comprising at least two separable sections (15, 16; 115, 116) that are pivotally supported on a cantilever beam (2; 102) which extends freely from the vehicle's chassis. In a separated mode, the hatch sections are retractable inside the body in a linear motion which is guided along the cantilever beam (2; 102).