13results about "Tramway vehicles" patented technology

The present disclosure relates to a computer-implemented method for determining a real time steering angle (58) for a railway bogie (1) and to a control device (40) which is configured to perform the method, the method comprising: deter-mining by a sensor assembly at least one lateral real time sensor signal (38), which is characteristic for a lateral position of a tread of at least one wheel of the railway bogie (1) with respect to a railway track, determining, by means of a positioning algorithm (47), a real time position and / or orientation of the railway bogie (1) with respect to the railway track (31), using the received at least one lateral real time sensor signal (38) and determining the real time steering angle (58) for steering of the railway bogie (1), using the determined real time position and / or orientation of the railway bogie (1).

The invention relates to a track-guided vehicle 1 for passenger transport, comprising at least one vehicle head 10, preferably two vehicle heads 10, wherein the at least one vehicle head 10 has a front surface 100 with a front curvature FW and at least one, preferably circumferential, flow separation edge SK, DK, UK.

According to one embodiment, a car body section (50, 50', 60, 60', 70, 70') for a multi-unit rail vehicle (500, 600, 700) includes a first car body section (7, 7') and a second car body section (6, 6'), the second car body section being connected to the first car body section (7, 7') so as to be rotatable about a vertical axis (10, 10', z) of the car body section (50, 50', 60, 60', 70, 70'). A first passenger transition area (P1, P1') is formed between the first car body section (7, 7') and the second car body section (6, 6'). The second car body section (6, 6') has, at one end facing away from the first car body section (7, 7'): two mechanical coupling elements (11, 11') for coupling to another car body section (50', 50, 60', 60, 70', 70); an electrical coupling element (2, 2') for electrically connecting to the another car body section (50', 50, 60', 60, 70', 70); and a bellows (4, 4') for a second passenger transition area (P2) to the another car body section (50', 50, 60', 60, 70', 70), or a connection for the bellows (4, 4'). The mechanical coupling elements (11, 11') are connected to the second car body section (6, 6') via respective joints (1, 1'), the joints enabling a rotational movement about a horizontal axis (y) perpendicular to the vertical axis (z) and a longitudinal axis (x) of the second car body section (6, 6'), the longitudinal axis being perpendicular to the vertical axis (z).

The invention relates to a chassis (100), in particular a low-floor chassis, for a rail vehicle, especially a tram. The chassis (100) comprises at least four wheels (4), each with a wheel bearing, at least two wheel axles for suspending the wheels (4), a chassis frame (1), and a primary suspension for suspending the wheels (4) relative to the chassis frame (1). The primary suspension has at least four torsion bars (20). Two torsion bars (20), in particular two torsion bars on one side of the chassis, are connected via a connecting element (21) such that the torques of the torsion bars (20) are opposite in direction, and in particular, the torques essentially cancel each other out.

Bogie and associated railway vehicle A motor bogie for a railway vehicle comprises a chassis and railway wheels (14). At least one of the railway wheels (14) is a driving railway wheel (14) carried by a wheel hub (24) guided in rotation relative to the chassis by means of a rotation guide assembly (17) comprising two rolling bearings (50, 52) and coupled to a traction motor (16) by means of a gear transmission comprising an output gear (18) having a driving toothed wheel (34) meshing with a driven toothed wheel (36) which is mounted on the wheel hub (24) and which comprises a toothed ring (38) and a ring carrier (40) axially offset from each other. The ring carrier (40) is closer to the driving railway wheel (14) than the toothed ring (38). Figure for abstract: Figure 3

A chassis (100), in particular a low-floor chassis, for a rail vehicle, in particular for a tram-way. The chassis (100) comprises at least four wheels (4) each having a wheel bearing, at least two wheel axles for suspending the wheels (4), a chassis frame (1) and a primary suspension for suspending the wheels (4) relative to the chassis frame (1). The primary suspension has at least four torsion bars (20). Two torsion bars (20) each, in particular two torsion bars on one side of the chassis, are connected via a connecting element (21) in such a way that the torque of the torsion bars (20) oppose each other, in particular the torques essentially cancel each other out.

The invention provides a vehicle-mounted air conditioning system, a vehicle, a control method of the vehicle and a computer readable storage medium. The vehicle-mounted air conditioning system comprises a temperature adjusting module, the temperature adjusting module comprises a frequency converter, a DC-DC unit, a compressor, a ventilator and a condensate fan, the frequency converter supplies power to the compressor, and the DC-DC unit supplies power to the ventilator and / or the condensate fan; the waste exhaust module comprises a waste exhaust fan, the waste exhaust fan is powered by the DC-DC unit of the temperature adjusting module, and a first gas inlet and a first gas outlet of the waste exhaust fan are located in a first position in the compartment and a second position outside the compartment respectively so as to exhaust waste gas in the compartment.

One embodiment of the invention relates to a vehicle segment (50, 50', 60, 60', 70, 70') for a multiple-unit rail vehicle (500, 600, 700) comprising a first car body segment (7, 7') and a second car body segment (6, 6'), which is connected to the first car body segment (7, 7') for rotation about a vertical axis (10, 10', z) of the vehicle segment (50, 50', 60, 60', 70, 70'). A first crossing region for people (P1, P1') is formed between the first car body segment (7, 7') and the second car body segment (6, 6'). The second car body segment (6, 6') has, at an end facing away from the first car body segment (7, 7'), two mechanical coupling elements (11, 11') for coupling an additional vehicle segment (50', 50, 60', 60, 70', 70), an electrical coupling element (2, 2') for electrically connecting to the additional vehicle segment (50', 50, 60', 60, 70', 70), and a bellows (4, 4') for a second crossing region for people (P2) to the additional vehicle segment (50', 50, 60', 60, 70', 70) or a connection point for the bellows (4, 4'). The mechanical coupling elements (11, 11') are connected to the second car body segment (6, 6') by means of respective joints (1, 1'), which enable rotational motion about a transverse axis (y), which is perpendicular to the vertical axis (z) and to a longitudinal axis (x) of the second car body segment (6, 6'), which longitudinal axis is perpendicular to the vertical axis (z).

The present disclosure relates to a computer-implemented method for determining a real-time steering angle (58) of a railway bogie (1), and a control device (40) configured to perform the method, the method including determining, by a sensor assembly, at least one lateral real-time sensor signal (38) indicative of a lateral position characteristic of at least one wheel tread of the railway bogie (1) relative to the railway track, determining, by a positioning algorithm (47), a real-time position and / or orientation of the railway bogie (1) relative to the railway track (31) using the received at least one lateral real-time sensor signal (38), and determining a real-time steering angle (58) for steering the railway bogie (1) using the determined real-time position and / or orientation of the railway bogie (1).

The invention relates to a rail vehicle having at least a first carriage (1) and a second carriage (2) which are coupled to one another by means of a carriage coupling device (5), the carriage coupling device (5) having a variable resistance to twisting of the at least first carriage (1) relative to the second carriage (2). According to the invention, a first resistance torque gradient (25) of the carriage coupling device (5) at a first angular position (16) of the at least first carriage (1) relative to the second carriage (2) in a direction of rotation is greater in magnitude than a second resistance torque gradient (26) of the carriage coupling device (5) at a second angular position (17) of the at least first carriage (1) relative to the second carriage (2) in the same direction of rotation, the first angular position (16) being associated with a lesser twisting of the at least first carriage (1) relative to the second carriage (2) than the second angular position (17). In this way, an improved driving behaviour of the rail vehicle is achieved, in particular when entering track curves.

A bogie (100), in particular a low-floor bogie, for a rail vehicle, especially a tram, comprises at least four wheels (4), each having a wheel rotation axis (R). Two opposing wheels (4) that share the same wheel rotation axis (R) can be connected or are connected via a coupling (11) which has a coupling rotation axis (K). The wheel rotation axes (R) and the coupling rotation axis (K) are different, in particular parallel. This is an active coupling (11).