1074results about "Underframes" patented technology

A vehicle dynamics behavior reproduction system capable of describing accurately behavior of a motor vehicle in a lateral direction even for nonlinear driving situation includes a vertical wheel force arithmetic means (105), a lateral wheel force arithmetic means (110), a cornering stiffness adaptation means (115), a state space model / observer unit (120), a selector (130), a delay means (135), and a tire side slip angle arithmetic means (125). Vertical wheel forces (FZij) and tire side slip angles (αij) are determined by using sensor information and estimated values while lateral wheel forces (FYij) are determined in accordance with a relatively simple nonlinear approximation equation. The lateral wheel force (FYij) and the tire side slip angle (αij) provide bases for adaptation of cornering stiffnesses at individual wheels. Vehicle motion is accurately described to a marginal stability by using adapted cornering stiffnesses (Cij) and other information.

The present invention relates to a method and system to display information about an object. The system includes a mobile device to relay information about an object to a location content provider. The location content provider formats the information into a visual representation and transmits the information to one or more digital television provides. One or more of the digital television provides can forward the information to a recipient to display on the recipient's television.

When a vehicle approaches a corner, a microprocessor, responsive to a determination that a detected degree of roughness of the road surface corresponds to the most moderate roughness, sets the damping force for the vehicle suspension units, on the basis of the detected degree of roughness, vehicle speed and a radius of curvature and corner information from a navigation system. In the case of a determination that the detected degree of roughness does not correspond to the most moderate roughness, a damping level is set on the basis of the detected degree of roughness, vehicle speed and radius of curvature.

A railway vehicle bogie, including at least two axles, at least one side member being provided to connect the axles to a central part of the bogie. The side member is formed by an elastic blade shaped as a vertically oriented continuous flattened loop which may be made of composite material or of metal. A process for manufacturing a side member of composite material consists in winding a continuous lap of reinforcing fibers over at least one turn around two studs so as to form a loop, and polymerizing a resin-based matrix around the fibers.

The present invention relates to a method and system to display information about an object. The system includes a mobile device to relay information about an object to a location content provider. The location content provider formats the information into a visual representation and transmits the information to one or more digital television provides. One or more of the digital television provides can forward the information to a recipient to display on the recipient's television.

A rail car mover apparatus for a loader vehicle comprises means to rotatably attach a pair of front rail wheels to a front end of the loader vehicle such that the front rail wheels are spaced to engage the pair of railroad rails and such that the front rail wheels can move up and down in response to forces exerted by a front actuator; means to rotatably attach a pair of rear rail wheels to a rear end of the loader vehicle such that the rear rail wheels are spaced to engage the pair of railroad rails and such that the rear rail wheels can move up and down in response to forces exerted by a rear actuator; and a coupler adapter adapted at a rear end thereof for attachment to a front portion of the loader arms and adapted at a front end thereof for coupling to a rail car hitch.

The invention discloses a railway vehicle body chassis structure. The railway vehicle body chassis structure soles the problems that the giant torque force is caused due to the fact that a front-arrangement type vehicle hook mounting hole is formed in the side face of a vertical plate of a traction beam, and no operation space exists for mounting a steering frame traction base. The railway vehicle body chassis structure comprises two chassis edge beams, a chassis end beam and a sleeper beam arranged between the two chassis edge beams, a traction beam, a vehicle hook mounting sectional material and a traction guide beam are arranged between the sleeper beam and the chassis end beam, the traction beam is fixed between the sleeper beam and the vehicle hook mounting sectional material, and the traction guide beam is fixed between the vehicle hook mounting sectional material and the chassis end beam. Traction wing plates are fixedly arranged on the two sides of the vehicle hook mounting sectional material, the traction wing plates are fixedly connected with the chassis edge beams on the corresponding sides, and a jumper box is arranged between the traction wing plates and the traction guide beam. The problems are completely solved by optimizing the structures of vehicle hook mounting sectional material, the traction beam and other components, and the high-intensity performance that a vehicle body can bear 1000 kN of compression loads is kept.

A rail road freight car truck has a truck bolster and a pair of side frames, the truck bolster being mounted transversely relative to the side frames. The mounting interface between the ends of the axles and the sideframe pedestals allows lateral rocking motion of the sideframes in the manner of a swing motion truck. The lateral swinging motion is combined with a longitudinal self steering capability. The self steering capability may be obtained by use of a longitudinally oriented rocker that may tend to permit resistance to deflection that is proportional to the weight carried across the interface. The truck may have auxiliary centering elements mounted in the pedestal seats, and those auxiliary centering elements may be made of resilient elastomeric material. The truck may also have friction dampers that have a disinclination to stick-slip behaviour. The friction dampers may be provided with brake linings, or similar features, on the face engaging the sideframe columns, on the slope face, or both. The friction dampers may operate to yield upward and downward friction forces that are not overly unequal. The friction dampers may be mounted in a four-cornered arrangement at each end of the truck bolster. The spring groups may include sub-groups of springs of different heights.

A vehicle, particularly a semitrailer, is adapted for driving on both a road and a railroad track. The semitrailer includes a traction vehicle, which is joined articulately to a trailer. The traction vehicle has a front rail-wheel unit and a rear rail-wheel unit, whereas the trailer includes only one rear rail-wheel unit. At least one of the two latter rail-wheel units includes drive means, and one or both of said units may consist of a bogie that includes two axles, or one or both of said units may be a single-axle unit. All rail-wheel units are vertically movable to enable the vehicle to be placed on the railroad and adjacent rubber wheel to be lifted.

A vehicle control system includes a sensor cluster within a housing generating a plurality of signals including a roll rate signal, a pitch rate signal, a yaw rate signal, a longitudinal acceleration signal, a lateral acceleration signal, and a vertical acceleration signal. An integrated controller includes a reference signal generator generating a reference lateral velocity signal as a function of a kinematics road constraint condition, a dynamic road constraint condition, and singularity removal logic, all of which are responsive to sensor cluster signals. A dynamic system controller receives the reference lateral velocity signal and generates a dynamic control signal in response thereto. A vehicle safety system controller receives the dynamic control signal and further generates a vehicle safety device activation signal in response thereto.

Apparatus and methods are disclosed that are useful for robotic gantry systems that are lightweight while at the same time offering rigidity or stiffness for implementation in Contour Crafting construction and material delivery techniques. The present disclosure is directed to robotic gantry system and material transport apparatus that use of very light structural members that have sufficient compressive strength, but which may otherwise be weak in the presence of bending forces, in conjunction with cables that provide stiffness against bending. Use of such cables provides needed tension while at the same time allowing the robotic gantry system to be very light compared to solid structures, e.g., those with I-beams, etc. Material delivery systems including passive articulated arms are also disclosed.

An improved three-piece truck system for railroad cars provides long travel side bearings for improved stability, a “wide” friction shoe design or equivalent to improve sideframe and bolster squareness, a resilient pedestal pad for improved curving performance and enhanced wear resistance, and a suspension system tuned and optimized for rail cars to have a minimum reserve capacity of less than 1.5 to improve motion control and ride quality, increase resistance to suspension bottoming, and increase hunting threshold speed. Such a motion control truck system is able to meet recent, more stringent American Association of Railroads standards, such as M-976, for railcars having a 286,000 lb. gross rail load rating.

The invention relates to an urban rail operation vehicle and in particular relates to a straddle type monorail operation vehicle with a structure comprising two pairs of wheels. The straddle type monorail operation vehicle comprises a carriage, a steering frame, an engine, a transfer case and a walking pump, wherein the steering frame is connected with an underframe of the carriage through a central pin dragging device; the steering frame comprises a framework, a secondary suspension device and a dragging device; the overall framework is of an II-shaped full-steel installed and welded plate type box structure and comprises a side beam, end beams connected to two ends of the upper part of the side beam and two vertical beams which are connected between the end beams; a motor bracket is fixed between the upper part of the side beam and the corresponding vertical beam; two independently-driven walking wheel assemblies are mounted on two motor brackets; four guide wheel assemblies are mounted on two sides of the middle part of the side beam; two stabilizing wheel assemblies are mounted on two sides of the lower part; the secondary suspension device adopts a secondary steel coil spring assembly. The straddle type monorail operation vehicle can reasonably meet the circuit requirements of monorail PC beams and is high in safety coefficient, excellent in dragging performance, simple and compact in structure, easy to maintain, stable in running and excellent in brake performance.

The invention discloses a railway vehicle head structure. The railway vehicle head structure comprises a vehicle body main structure, a vehicle head anti-collision structure and an anti-creeper. A vehicle head is divided into a safety zone of which the longitudinal load strength is decreased progressively in a gradient mode, a secondary deformation zone and a main deformation zone according to the longitudinal direction of a railway vehicle. The safety zone is the vehicle body main structure and comprises a passenger room zone and a driver seat zone. The secondary deformation zone is a zone from a cab front door to an anti-creeper installation plate and comprises the vehicle head anti-collision structure and an anti-creeper installation structure. The main deformation zone comprises a cab floor located in front of the anti-creeper installation plate and the anti-creeper. A first-stage stopping structure is arranged between the secondary deformation zone and the main deformation zone. A second-stage stopping structure is arranged between the safety zone and the secondary deformation zone. According to the railway vehicle head structure, a vehicle body deforms and absorbs energy in a controllable and orderly mode, and the good safety performance is obtained.

An autorack rail road car is provided with a truck that includes a pair of sideframes supported on wheel sets with bearing adapters positioned therebetween. The bearing adapters and the sideframes have associated parts or surfaces with curvatures configured to permit lateral swinging of the sideframes. A bolster is supported by the sideframes, and sets of laterally arranged dampers are provided therebetween to control the relationship between the sideframes and the bolster.

A rail road freight car truck has a truck bolster and a pair of side frames, the truck bolster being mounted transversely relative to the side frames. The mounting interface between the ends of the axles and the sideframe pedestals allows lateral rocking motion of the sideframes in the manner of a swing motion truck. The lateral swinging motion is combined with a longitudinal self steering capability. The self steering capability may be obtained by use of a longitudinally oriented rocker that may tend to permit resistance to self steering that is proportional to the weight carried across the interface. The trucks may have auxiliary centering elements mounted in the pedestal seats, and those auxiliary centering elements may be made of resilient elastomeric material. The truck may also have friction dampers that have a disinclination to stick-slip behaviour. The friction dampers may be provided with brake linings, or similar features, on the face engaging the sideframe columns, on the slope face, or both.

A transport system for providing increased capacity to move individuals and freight while still accommodating the individual needs of passengers and freight movers to travel to unique destinations. The transit system including a car including a set of switching wheels that are designed to engage with a set of switching rails, the switching wheels being moveable to selectively engage with the switching rails to either maintain the car on the track or switch the car off to another track. The car has the capability to travel on the relatively high-speed track and on a conventional surface street.

A kit and method for converting a locomotive from a first configuration to a second configuration having a different operational capability. The kit includes a traction assembly including a mechanical subassembly configured to mechanically couple a first axle of a truck to a traction system of the locomotive; and an electromotive subassembly configured to electromotively couple the first axle to the traction system of the locomotive via the mechanical subassembly. When the kit is installed in the locomotive, the locomotive is converted from the first configuration having the first axle uncoupled from the traction system and a second axle of the truck coupled to the traction system to the second configuration having the first axle coupled to the traction system and a second axle coupled to the traction system.

A crash module for a rail vehicle includes at least one crash element, which is arranged in front of the vehicle structure. At least one transverse profiled element is provided, which is connected to the at least one crash element and which has a substantially lower compressive strength in the longitudinal direction of the rail vehicle than in the transverse direction.

An automatic car wash system is provided for processing multiple vehicles simultaneously. The system according to one embodiment includes an elongate path, a plurality of stations for processing the vehicle, at least two detectors for indicating the presence of the vehicles. The system provides instructions to the drivers of the vehicles so that the vehicles travel through the system under their own power, and thus conveyor systems can be avoided, yet throughput remains high. In one embodiment, the system includes a radio transmitter that is operable to direct specific information to each of the vehicles via radio signals.

The invention discloses a railway vehicle outside-sleeper structure. A center filler is fixed to a lower cover plate of a sleeper beam through a bolt, the back end of a traction beam and the sleeper beam are welded and fixed, a connector of a bogie is arranged between two webs of the sleeper beam, and the lower cover plate on the parts, on the two sides of the center filler, of the sleeper beam is provided with installing holes. The front section of the traction beam is provided with a vehicle hook installing base, a large beam is transversely arranged between the traction beam and side beams, the large beam is located near the vehicle hook installing base, a corrugated floor is laid between the large beam and the sleeper beam, a flat floor is laid between the large beam and an end beam, a panel is laid on the upper surface of the traction beam, and the front end of the traction beam is of a horn mouth structure. According to the outside-sleeper structure, a high load is achieved through a series of improvements and design, the maintaining frequency is low, manufacturing is easy, and the railway vehicle outside-sleeper structure can well adapt to the operation characteristics of meter-gauge rail intercity passenger trains due to the small curve radius.

A secondary suspension system for a rail vehicle includes a superstructure, a bogie arranged below the superstructure, a hydropneumatic spring unit located between the superstructure and the bogie, and at least one emergency spring cylinder.

A system is provided for segregating an energy storage system from at least one of at least one air pipe and at least one electric cable of a hybrid energy vehicle. The energy storage system includes at least one energy storage device and at least one hybrid cable. The system includes a pair of first regions proximately positioned below a respective pair of walkways extending along opposing sides of the vehicle, and a second region positioned between the pair of first regions. The energy storage system and at least one of the at least one air pipe and at least one electric cable are respectively positioned within one of the pair of first regions and the second region to segregate the energy storage system from at least one of the at least one air pipe and at least one electric cable of the hybrid energy vehicle.

A gondola car has a body for lading carried on an underframe. The underframe includes a center sill and cross-bearers. The car has deep side beams having top chords, side sills, and side sheets. The lower portion of the car includes tubs that seat between the cross-bearers. The car may have an internal volume of more than 8000 cu. ft. The car may have rotary dump claw sockets. The car has opposed internal and external stiffeners aligned at the longitudinal stations of the cross-bearers. The internal stiffeners may be triangular cantilevers extending upwardly inside the side sheets. The side sheet lies intermediate the stiffeners and their flanges. The top chords may be wider in cross-section than the side sills. The side sills may define torque tubes that co-operate with the sidewall stiffeners and the top chords to resist lateral deflection. The car may include a false deck, or dog-house at one end to accommodate the brake reservoir and brake valve, such that the car is longitudinally asymmetric.