485results about "Railway vehicles" patented technology

A method for generating an auxiliary troubleshooting strategy for communication faults of a locomotive power battery system. The method comprises: acquiring a communication fault troubleshooting record of a locomotive power battery system; extracting fault causes at various levels for each type of communication faults, and establishing a fault tree; when there is a specific alarm communication fault, determining the time type and duration of the communication fault, and intercepting a fault subtree of the alarm communication fault; qualitatively analyzing the fault subtree to obtain a minimum cut set; quantitatively analyzing the fault subtree to obtain critical importance degrees of bottom events, and ranking same in a descending order; correcting the ranking of the importance degrees of the bottom events, so as to form a bottom event importance degree ranking table; and successively performing troubleshooting on the basis of the bottom event importance degree ranking table. Auxiliary troubleshooting strategies for communication faults are provided accurately, which improves the efficiency and accuracy of troubleshooting communication faults by maintenance staff, and helps to take corresponding maintenance measures, thus improving the utilization rate of new energy locomotives, and reducing downtime costs.

The invention discloses a multi-vehicle cooperative intelligent marshalling speed regulation method for railway transportation of power batteries. The method comprises the following steps: establishing state characteristics of each transportation truck, and constructing a position sensitive damage cost function for evaluating the risk cost of each truck at different marshalling positions according to the state characteristics; in the railway vehicle transportation process, an event-driven time pane dynamic optimization method is adopted, a vehicle marshalling and train speed control curve is dynamically updated according to state parameters collected in real time, and in the optimization process, a variable damping distribution strategy of a coupler and a cooperative vehicle speed curve generation algorithm are adopted, so that the train speed control curve is dynamically updated. Meanwhile, time dispersion is carried out on coupling impact events through an impact time peak shifting strategy; and when the comprehensive risk index of any transport truck exceeds a preset threshold value, an emergency re-marshalling strategy based on the energy absorption remaining amount of the battery packaging unit and the coupler health degree is executed. The method can comprehensively consider the thermal characteristics of the power lithium battery, the dynamic response of the vehicle and the risk evolution.

A system and method in a building or vehicle for an actuator operation in response to a sensor according to a control logic, the system comprising a router or a gateway communicating with a device associated with the sensor and a device associated with the actuator over in-building or in-vehicle networks, and an external Internet-connected control server associated with the control logic implementing a PID closed linear control loop and communicating with the router over external network for controlling the in-building or in-vehicle phenomenon. The sensor may be a microphone or a camera, and the system may include voice or image processing as part of the control logic. A redundancy is used by using multiple sensors or actuators, or by using multiple data paths over the building or vehicle internal or external communication. The networks may be wired or wireless, and may be BAN, PAN, LAN, WAN, or home networks.

A system and method in a building or vehicle for an actuator operation in response to a sensor according to a control logic, the system comprising a router or a gateway communicating with a device associated with the sensor and a device associated with the actuator over in-building or in-vehicle networks, and an external Internet-connected control server associated with the control logic implementing a PID closed linear control loop and communicating with the router over external network for controlling the in-building or in-vehicle phenomenon. The sensor may be a microphone or a camera, and the system may include voice or image processing as part of the control logic. A redundancy is used by using multiple sensors or actuators, or by using multiple data paths over the building or vehicle internal or external communication. The networks may be wired or wireless, and may be BAN, PAN, LAN, WAN, or home networks.

A system and method in a building or vehicle for an actuator operation in response to a sensor according to a control logic, the system comprising a router or a gateway communicating with a device associated with the sensor and a device associated with the actuator over in-building or in-vehicle networks, and an external Internet-connected control server associated with the control logic implementing a PID closed linear control loop and communicating with the router over external network for controlling the in-building or in-vehicle phenomenon. The sensor may be a microphone or a camera, and the system may include voice or image processing as part of the control logic. A redundancy is used by using multiple sensors or actuators, or by using multiple data paths over the building or vehicle internal or external communication. The networks may be wired or wireless, and may be BAN, PAN, LAN, WAN, or home networks.

The invention relates to a method (200) for operating a linear transport system (100), wherein the method comprises; Controlling a first energy transfer coil (123) of a motor module (117) of the stationary unit (103) with an operating voltage (U) to generate an alternating magnetic field by a control unit (119) of the linear transport system (100) in a control step (201), wherein a synchronization signal (S) is integrated into the operating voltage (U); Reading out a voltage (U_ind) induced by the alternating magnetic field in the second energy transfer coil (125) of the at least one moving unit (101) and detecting the synchronization signal (S) by a subcontrol unit (121) of the moving unit (101) in a readout step (203); and Performing a synchronization between the control unit (119) of the linear transport system (100) and the sub-control unit (121) of the moving unit (101) based on the synchronization signal (S) by the sub-control unit (121) of the moving unit (101) in a synchronization step (205). The invention further relates to a linear transport system (100).

A wheel includes a boss, a rim, and a web. When viewed in a longitudinal section of the wheel, the boss includes a contour extending from the web to an end face in the axial direction of the boss. The contour includes curves. A first curve is continuous with the web. The first curve has a first radius of curvature. The second curve is arranged on the end face side in the axial direction of the boss relative to the first curve. The second curve has a second radius of curvature. The second radius of curvature is greater than the first radius of curvature. The path length of the second curve is greater than the path length of the first curve.

A system and method for high rate liquid hydrogen tank filling is provided. The flexible, pump-based filling system can achieve high fill rate of liquid hydrogen in excess of 100 kg per minute and accommodate maximum delivery pressures. The present system and method further includes recovery and re-liquefaction of displaced and flash generated tank vapors.

A locomotive has DC or AC traction motors, powered by a hydrogen fuel cell, and optionally other sources such as regenerative braking. The traction motors of the locomotive may be connected to a set of independent DC choppers or AC inverters, linked via a common DC bus, configured to regulate power from the one or more power sources. A manager module, among other functions, may receive inputs and signals to coordinate delivery of electricity from the sources to the motor. A method for retrofitting a legacy locomotive may include removing a generator and a control apparatus configured for diesel fuel, and installing a kit of apparatus configured to be powered by a hydrogen fuel cell. A railway system for use by locomotives powered by hydrogen has one or more hydrogen-generation stations deployed near a track of the railway system.

A method for transmitting electrical power to a remote location. A power cell is charged and then transported to a distal location where it is installed into a battery system. The battery system has multiple sets of power cells and utilizes a first set before switching to a second set. When the first set is depleted, it is removed and transported to a charging station for recharging.

A method is provided for transferring energy from a stationary unit to a movable unit of a linear transport system. The system includes a guide rail for guiding the movable unit, a plurality of stationary units, a controller, and a linear motor for driving the movable unit along the guide rail. The linear motor includes a stator and a rotor. The stator comprises the stationary units, each having one or more drive coils. The rotor is arranged on the movable unit, and has one or a more magnets. In addition, the stationary units each have one or more energy-transmitting coils, and the movable unit has at least one energy-receiving coil. The controller determines position data for the energy-receiving coil, selects at least one energy-transmitting coil based on the position data, and outputs a control signal to the stationary unit, with identification information for identifying the energy-transmitting coil.

The invention relates to the technical field of maglev train suspension control, in particular to a flexible suspension module control method and system for a maglev train, which can remarkably improve the tracking precision, response speed and anti-interference capability of a suspension gap, effectively suppress flexible vibration and ensure high performance and high reliability of a suspension system. The invention provides a flexible suspension module control method for a maglev train. The flexible suspension module control method comprises the following steps: S1, constructing a suspension module coupling dynamic model comprising a flexible electromagnet and a flexible F rail; s2, designing a super-spiral sliding mode-radial basis function neural network adaptive controller; s3, performing anti-saturation correction on the output of the controller; and S4, converting the corrected control quantity into expected current, and controlling a power switch to drive an electromagnet to execute suspension control through a driving circuit.

A hydrogen supply system including: a plurality of hydrogen tanks that is attachable and detachable; a hydrogen consumption device that consumes hydrogen of the hydrogen tanks; and a control device is provided. The hydrogen consumption device includes an attaching-detaching mechanism including a plurality of motors that controls attaching and detaching of the hydrogen tanks with respect to the hydrogen consumption device, the motors corresponding to the attaching and detaching of the respective hydrogen tanks. The control device disposes, based on a temperature of each of the motors, a hydrogen tank of the hydrogen tanks to a hydrogen supply start position at which the hydrogen tank and the hydrogen consumption device are connected in a state in which the hydrogen tank is allowed to supply hydrogen to the hydrogen consumption device, or disposes the hydrogen tank to a hydrogen supply standby position.

An electric vehicle drive system (200) is provided with: a control device (120) for controlling motors (80, 81) for driving axles (40a, 40b) of a trolley (40) for driving an electric vehicle (150A); and a control device (121) for controlling motors (82, 83) for driving axles (41a, 41b) of a trolley (41). The control device (120, 121) includes an inverter (60) and a control unit (30) that controls the inverter (60). The control device (120) is housed in the housing (260), and the control device (121) is housed in the housing (261). Coolers (270, 271) for cooling by the traveling wind are respectively attached to the housing (260, 261). The control devices (120, 121) are distributed in the vicinity of the trolley (40) and the vicinity of the trolley (41).

The invention relates to an on-board electrical system of a rail vehicle, wherein the on-board electrical system comprises at least one vehicle-wide DC busbar, at least one on-board electrical system battery which is designed to supply the DC busbar, a plurality of distributed electrical loads, a plurality of load circuits which connect the loads to the DC busbar, and a plurality of controlled electronic switching and protection devices which are designed to switch and protect the load circuits, and wherein the on-board electrical system is characterised in that an adaptation device is arranged upstream and / or downstream of at least one of the electronic switching and protection devices, wherein the adaptation device comprises at least one passive electrical component which limits a rate of rise of current.

The invention relates to a cooling device for a traction motor of a vehicle, to a related mechanical assembly, to a vehicle and to a method of replacement. A cooling device (28) for a traction motor (24) of a vehicle (10), the motor (24) being surrounded by a housing (26) having a wall (36) provided with at least one opening (38) for the entry of an air flow. The cooling device (28) comprises a casing (40) having a first face (48) and an opposite second face (50), the casing (40) delimiting an air duct (58) connecting an air inlet (52) located on the first face (48) to an air outlet (56) located on the second face (50), and an electric fan (42) mounted inside the casing (40) and configured to force the circulation of the air flow. The cooling device (28) is configured to be removably fixed to the housing (26).

This invention relates to the field of rail transit and discloses a traction system, method, electronic device, and storage medium for rail transit vehicles. The traction system includes a traction inverter, a traction motor, a battery power supply path, an auxiliary converter, and a control unit. When the rail transit vehicle is in battery traction mode, the control unit controls the battery power supply branch to draw power from the battery, and the auxiliary converter boosts the obtained DC power before providing it to the traction inverter for conversion into three-phase AC power to drive the traction motor. Furthermore, when the rail transit vehicle is in external power supply traction mode, the control unit controls the traction inverter to draw power from the external AC power grid and converts the obtained electrical energy into three-phase AC power to drive the traction motor. This solution provides traction power for multiple scenarios, including battery traction mode and external power supply traction mode, allowing the vehicle to flexibly switch traction modes according to actual scenario requirements.

In order to provide a method for sustainably operating an electromagnetic transport system to move at least one mover, a first maximum value of a first trajectory for at least one movement quantity of the mover is determined. Additionally, a second maximum value of a second trajectory for said at least one movement quantity of the mover is determined. The first trajectory is selected as a target trajectory if the first maximum value is equal to or smaller than the second maximum value. The second trajectory is selected as a target trajectory, if the second maximum value is smaller than the first maximum value. The mover is moved in accordance with said target trajectory.

The invention relates to a method for operating a mobile tank system (1) for a fuel gas, in particular for hydrogen or natural gas, comprising at least one pressurized gas container (2) in which the fuel gas is stored under pressure, and a control unit (3) with the aid of which sensor data from at least one sensor (4) installed in the tank system (1) are read and evaluated. According to the invention, in phases in which the tank system (1) is out of operation, the control unit (3) is temporarily activated via an implemented wake-up function and used to carry out a leakage test.

This power supply device is provided with: a power supply line that is disposed along a movement path of a plurality of moving bodies and that supplies power to the plurality of moving bodies; a power supply device connected to the power supply line and supplying power to the power supply line; and a control system that controls the power supply device. A control system is provided with: a moving body number information acquisition unit that acquires moving body number information indicating the number of moving bodies in a power supply region, which is a region in which a power supply line is disposed in a movement path; and a control execution unit that executes supply power variable control for reducing power supplied from the power supply device to the power supply line in accordance with a decrease in the number of moving bodies in the power supply area on the basis of the number of moving bodies information. Power supplied from the power supply device to the power supply line is increased in response to an increase in the number of moving bodies in the power supply area.

A double-row tapered roller bearing (20), which has an outer ring (21), an inner ring (23), and a plurality of tapered rollers (22) rollably disposed between the outer ring (21) and the inner ring (23), and rotatably supports an axle (50) of a railway vehicle, is provided with: an outer seal member (30) which has an outer cylindrical part (31) attached to an inner diameter part (21b) of the outer ring (21), and a standing plate part (32) extending radially inward from the outer end in the width direction of the outer cylindrical part (31); a small-diameter step part (26) formed in an outer diameter part (25) of the inner ring (23) adjacent to an inner diameter end (32a) of the standing plate part (32); and an elastic body (35) which is fixed to the inner diameter end (32a) of the standing plate part (32) and opposes an outer periphery of the small-diameter step part (26). The inner diameter end (32a) of the standing plate part (32) adjacent to the outer periphery of the small-diameter step part (26) opposes a side wall surface (26b) between the outer diameter part (25) of the inner ring (23) and the small-diameter step part (26) in the axle direction.

A method and a device for diagnosing a defect in a pantograph of a railway vehicle and calculating its remaining service life are disclosed. The method may include setting a status value for diagnosing the pantograph, building a database with indexes for diagnosing the pantograph, comparing a detected index with a reference index, and storing a defect code of the pantograph if the detected index is greater than the reference index in the database.The status value can refer to the pressure of an actuator when the pantograph is raised before the rail vehicle is in motion, to the actuator pressure while the rail vehicle is in motion, to the number of arcing occurrences or the duration of arcing events while the rail vehicle is in motion, to an insulation resistance while the rail vehicle is in motion, or to the wear amount of a main wear slider. Furthermore, the device configured to carry out the method is disclosed.

A railway vehicle system (100) comprises: trucks (2a, 2b); AC electric motors (4a, 4b) mounted on the truck (2a); AC electric motors (7a, 7b) mounted on the truck (2b); and a power conversion device (9) for controlling operation of the AC electric motors (4a, 4b, 7a, 7b). The AC electric motors (4a, 4b) mounted on the truck (2a) are always operated as AC electric motors for running power, and the AC electric motors (7a, 7b) mounted on the truck (2b) are always operated as AC electric motors for regenerative braking.

An electromechanical brake actuator (400) for vehicles, particularly railway vehicles, is described, comprising a safety unit (401) configured to: receive an electrical position signal (221) whose value indicates the position of a braking force application device (217) along a translation axis (Xt); determine the instantaneous position of the braking force application device (217) based on the value of the electrical position signal (221); and prevent a braking force control signal (204) or a power supply signal (405) from the service brake control unit (202) from reaching the electromechanical module (201) by a first interruption device (403) when: a) the safety unit (401) determines that the braking force application device (217) is in a position between a maintenance position and a stationary position; or b) the safety unit determines that the braking force application device (217) is moving from a stationary position to a maintenance position. A braking system is also described.

A method for controlling an air-conditioning unit which air-conditions the interior of a vehicle includes using a control facility to control the air-conditioning unit in order to air-condition the interior of the vehicle. In order to improve the operation of the air-conditioning unit, a computing facility forms a model using an artificial neural network, the model being configured to ascertain a control variable to be output by the control facility using influencing variables which have an influence on the climate of the interior. A computer program which represents the model is used on the control facility in order to control the air-conditioning unit. An apparatus, a computer program, a computer-readable medium and a vehicle are also provided.

As premise that a direction coming near the main shaft(s) 6 is an x-axis plus direction and a direction going away from the main shaft(s) is an x-axis minus direction, an air spring 91 is screwed with the underframe 5 in a cantilever manner by fitting a first mounting plate 91b to an end in the x-axis minus direction of the bellofram 91a and the air spring 91 is provided with a second mounting plate 91c fitted to an end in the x-axis minus direction of the bellofram 91a, a plurality of rods 91d extending in the x-axis plus direction, which is located at outside of an outer circumference of the bellofram 91a, and is connected with the second mounting plate 91c, an arm 91e of which an end in the x-axis plus direction is connected with a driving force transmitter 10 and of which an end in the x-axis minus direction is connected with the rods 91d, and a guiding member 91f screwed with the first mounting plate 91b and movably supporting each of the rods 91d in the x-axis direction.

In order to achieve improvement in reliability of a speed calculation device included in a railway vehicle while reducing cost increase due to redundancy of a device, a vehicle speed calculation device includes at least two shaft speed sensors, a non-contact speed sensor, a sensor receiving unit that receives at least two first detection values detected by the shaft speed sensor and a second detection value detected by the non-contact speed sensor, an estimated speed calculation unit that calculates an estimated speed at present time of the railway vehicle from a latest vehicle speed and acceleration of the railway vehicle, and a speed determination unit that determines a vehicle speed based on at least two of the first detection values, the second detection value, and the estimated speed. The speed determination unit determines the vehicle speed by selecting a required speed from at least two first speeds calculated from at least two of the first detection values, a second speed calculated from the second detection value, and the estimated speed based on an adhesive or non-adhesive state of a wheel including the shaft speed sensor.

In an inventive method for operating an energy supply system, wherein the energy supply system serves to supply a fleet of electric rail vehicles, wherein a plurality of the rail vehicles each have at least one electrical energy storage device which serves to supply a drive system of the rail vehicle, wherein a respective control device of the plurality of rail vehicles is connected to a central data processing device via a programming interface, respective information of the first kind relating to a recorded operating characteristic of the energy storage device of the respective rail vehicle is provided to the data processing device by means of the programming interface.Based on the provided information of the first type and depending on the operating state of the energy supply system, the data processing device determines a target operating state of the energy storage system of the respective rail vehicle and provides this information to the control device of the respective rail vehicle as information of the second type via the programming interface. Depending on the provided information of the second type, the control device of the respective rail vehicle then controls the charging of the energy storage system from the energy supply system or the discharging of the energy storage system into the energy supply system.

An object is to prevent deterioration of a ride at the time of stopping while suppressing an extension of travel time by attenuating a brake command at the time of stopping. A train control device of an embodiment has a train speed position detection device that detects a speed of a train and a position of the train, a storage section that stores route information and vehicle information, and a control command calculation section that calculates a control command to a drive brake control device based on the detected speed of the train and the position of the train and the route information and the vehicle information, and the control command calculation section changes a position deviation allowable range in a position direction according to a difference between a deceleration of a target deceleration pattern at a speed identical to a train speed prediction value after a prescribed time and the train deceleration prediction value after the prescribed time.

The invention relates to a device for transmitting longitudinal forces in a rail vehicle. A hydraulic axle lead bearing (ALL) has an outer housing element (GEHA) and an inner housing element (GEHI) which is connected to a bogie (DGST) or a wheel set (RS1, RS2) of a rail vehicle in order to transmit longitudinal forces which arise in the course of driving of the rail vehicle between the wheel set (RS1, RS2) and the bogie (DGST). The hydraulic axle lead bearing (ALL) has two mutually opposite chambers (KAM1, KAM2) which are filled with a fluid (FLU) and which have a respective chamber volume. A change in the relative position between the housing elements as a result of the longitudinal force leads to an alternating change in the volume of the two chambers (KAM1, KAM2). The two chambers (KAM1, KAM2) are coupled to one another by means of a line (LTG1, LTG2) which contains the fluid (FLU) and which extends outside or externally of the axle lead bearing (ALL). The alternating change in the volume of the two chambers (KAM1, KAM2) is brought about by a movement of the fluid (FLU). The external line (LTG1, LTG2) has a damping element (FDE) by means of which the movement of the fluid (FLU) between the two chambers (KAM1, KAM2) is damped.