The invention relates to an arrangement for cooling a component which, in a locomotive, is arranged in an underfloor region between bogies of the locomotive. The component (UFK) to be cooled is arranged in an underfloor region (UFB) between two bogies (DGST) of the locomotive (LOK). As a constituent part of the locomotive (LOK), a cooling tower (KT) has a fan (LU). The cooling tower (KT) is connected on the inlet side to a side region or roof region (DB) of the locomotive (LOK) and on the outlet side to the underfloor region (UFB) of the locomotive (LOK) such that air (UL) is drawn in from the surroundings of the locomotive (LOK) via the respective region (DB), is conducted through the cooling tower (KT) with the aid of the fan (LU) for cooling purposes and passes back into the surroundings via the underfloor region (UFB). A device (LAMG) for controlling the air direction is arranged at the outlet of the cooling tower (KT), which device can be switched between a first and a second setting. In the first setting, the air (UL) conducted through the cooling tower (KT) is specifically conducted past the component (UFK) in order to pass into the surroundings. In the second setting, the air (UL) conducted through the cooling tower (KT) is specifically directed onto the component (UFK) in order to cool said component and then to pass into the surroundings.
The invention relates to an arrangement for protecting an energy storage system (ESS) of a rail vehicle, the rail vehicle having an energy storage system (ESS), a fuse module (CFM), a DC link (GSZK) and a converter (UMR). The energy storage system (ESS) is connected to the DC link (GSZK) by the fuse module (CFM) such that direct current from the energy storage system (ESS) passes into the DC link (GSZK) via the fuse module (CFM). The DC link (GSZK) is connected, on the output side, to the converter (UMR) such that direct current from the DC link (GSZK) via the converter (UMR) can be used to drive the rail vehicle. The fuse module (CFM) has a number (z) of individually selectable fuses (CF1 to CFz) connected in parallel with one another. A first fuse (CF1 to CFz) of the fuse module (CFM) is selected and is switched in such a way that the direct current from the energy storage system (ESS) passes into the DC link (GSZK) via the first fuse (CF1 to CFz). In the event of a short circuit (KS) in the DC link (GSZK), the selected first fuse (CF1 to CFz) is switched in such a way that the flow of direct current through the first fuse is permanently interrupted. After the short circuit (KS) has ended, a second fuse (CF1 to CFz) of the fuse module (CFM) is selected and is switched in such a way that the direct current from the energy storage system (ESS) passes into the DC link (GSZK) through the second fuse (CF1 to CFz).
B60L 15/00 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train
H02H 3/08 - Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition, with or without subsequent reconnection responsive to excess current
H02H 3/087 - Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition, with or without subsequent reconnection responsive to excess current for DC applications
H02H 7/12 - Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for convertersEmergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for rectifiers for static converters or rectifiers
H02H 7/122 - Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for convertersEmergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for rectifiers for static converters or rectifiers for inverters, i.e. DC/AC converters
H02H 7/18 - Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for batteriesEmergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for accumulators
H02H 7/26 - Sectionalised protection of cable or line systems, e.g. for disconnecting a section on which a short-circuit, earth fault, or arc discharge has occurred
H02J 7/00 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
H01H 85/12 - Two or more separate fusible members in parallel
H02H 3/06 - Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition, with or without subsequent reconnection Details with automatic reconnection
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
B60L 3/04 - Cutting-off the power supply under fault conditions
3.
METHOD FOR MONITORING A TRACK SECTION LOCATED AT A PLATFORM
The invention relates to a method for monitoring a track section (STA) located at a platform (BS), in which method the track section (STA) is detected by a plurality of imaging sensors for monitoring purposes. The sensors are aligned with the track section (STA) in such a way that images (B1... B7) can be generated with an overlap. As a result of the overlap, each place of the track section (STA) is present in at least two images. The images generated are analysed in a computer-aided manner for obstacles in the track section (STA). A signal indicating the presence of an obstacle is generated if an obstacle has been detected by the analysis. A signal indicating an error is generated if the obstacle has been detected only once by the analysis. The invention also relates to a railway installation with a platform (BS), to a computer program product and to a computer-readable storage medium.
The invention relates to a method for controlling at least one closing movement of a door device (1), and to a door device (1) having at least one movable door leaf (2, 3) for a public transport vehicle, in particular for a rail vehicle, comprising the following method steps: - closing the door device (2, 3) by moving the at least one door leaf (2, 3) at a specified first speed; - monitoring at least one sub-region (8, 9) of a movement space (4) of the at least one door leaf (2, 3) and, when an object of at least one specified type, shape and/or size is detected in the monitored movement space (4, 8, 9): closing the door device (1) by moving the at least one door leaf (2, 3) at a specified second speed, the second speed being lower than the first speed.
The invention relates, inter alia, to a brake control device (100) for actuating a brake (200) of a vehicle. According to the invention, the brake control device (100) has at least one first control channel (21) and a second control channel (22), the first control channel (21) is designed to determine a first braking force value (B1), and the second control channel (22) is designed to determine a second braking force value (B2), and a control module (30) of the brake control device (100) arranged downstream of the first and second control channel (21, 22) is designed to determine the target braking force value (D) defining the target braking force of the brake, taking into account the first and second braking force values (B1, B2) and to transmit the braking force setpoint value (D) to the brake (200).
The invention relates to a fire-resistant door (FST) of a rail vehicle, wherein the door (FST) has two opposite door side surfaces (TSF1, TSF2) and a frame (RAH). The frame (RAH) holds the two opposite door side surfaces (TSF1, TSF2) and connects same in a heat-conducting manner. As a result of the frame (RAH), the two opposite door side surfaces (TSF1, TSF2) are at a distance (ABS) from one another. The frame (RAH) has recesses (AUS) in order to reduce the conduction of heat via the frame (RAH) from the first door side surface (TSF1) to the second door side surface (TSF2).
The invention relates to: an emergency call device (1) for sanitary compartments in public transport rail vehicles, the device comprising at least one emergency call button (2); and a method for operating such an emergency call device (1), the emergency call device (1) having at least one resetting device for resetting the emergency call button (2) from a triggered position into a standby position of the emergency call button (2).
The invention relates to an arrangement with locking devices. According to the invention, the arrangement comprises a cascade of locking devices (100), wherein at least one central locking device (100) of the cascade comprises connection contacts and forwarding connections and, in the unlocking position thereof, disconnects an associated control unit (110) from the energy supply thereof and thus holds said control unit in the passive position and enables the potentials (P1-P4) present at the connection contacts (A1-A4) to be forwarded to the forwarding connections (W1-W4), and, in the locking position thereof, connects the respective control unit (110) to the energy supply thereof and prevents the potentials (P1-P4) present at the connection contacts (A1-A4) from being forwarded to the forwarding connections (W1-W4).
The invention relates to a feed air system (120) for an air-conditioning system (10) of a rail-borne vehicle (1) for passenger transport, wherein at least a first feed air channel system (121) and at least a second feed air channel system (122) are provided, wherein the feed air system (120) is designed in such a way that a first feed air flow (Z1) of the first feed air channel system (121) and a second feed air flow (Z2) of the second feed air channel system (122) can be set differently in terms of volume flow.
The invention relates to an electric machine (30) for driving a rail vehicle (10) for high-speed operation having an inboard-bearing or outboard-bearing bogie (20). The electric machine comprises an active assembly (31) having a stator (40) and having an inner rotor (50) which can be rotated about a rotor axis (R). The stator (40) has a laminated stator core (41), which is hollow-cylinder-shaped with respect to the rotor axis (R) and has axial stator grooves (43) and a stator winding (46) arranged in the stator grooves (43). The rotor (50) has a laminated rotor core (52), which is arranged radially within the laminated stator core (41) and is supported by a hollow shaft (51) mounted for rotation about the rotor axis (R) and has axial magnet pockets (53) and rod-shaped permanent magnets (54) arranged therein. According to the invention, the active assembly (31) has an active length (L), measured along the rotor axis (R), of between 380 mm and 550 mm for an inbound-bearing bogie (20i) and between 400 mm and 850 mm for an outbound-bearing bogie (20a). The laminated stator core (41) has a stator outside diameter (D40) of between 480 mm and 730 mm, a hollow-cylinder-shaped stator yoke (42) having a radial yoke height (h) of between 15 mm and 30 mm, and stator teeth (44) protruding radially inwards from the stator yoke. Such a direct drive is optimised for operation of the rail vehicle (10) at maximum speeds of more than 200 km/h with regard to its ratio of torque capacity and power capacity to weight.
B61C 9/44 - Transmission systems in or for locomotives or motor railcars with electric motor propulsion with hollow transmission shaft concentric with wheel axis
H02K 1/276 - Magnets embedded in the magnetic core, e.g. interior permanent magnets [IPM]
12.
COMPUTER-IMPLEMENTED METHOD FOR CHECKING AT LEAST ONE FAULT CLASS
The invention relates to a computer-implemented method for checking at least one fault class, comprising the steps of: a. providing at least one fault class having at least one fault in relation to at least one object or at least one feature of the at least one object (S1), the at least one object or the at least one feature of the at least one object being sensed by at least one sensing unit of a technical system, and the at least one fault being assigned to a corresponding fault class of the at least one fault class on the basis of at least one fault criterion; b. providing at least one predefined criterion (S2); c. deriving at least one measure for each fault class of the at least one fault class by comparing the at least one fault criterion of the at least one fault class with the at least one predefined criterion with regard to a deviation (S3); and d. providing the at least one derived measure (S4). In addition, the invention relates to a technical system and to a corresponding computer program product.
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 27/53 - Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions
B61L 27/57 - Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
G06Q 50/40 - Business processes related to the transportation industry
kkkk)) by applying a filter (F). Finally, an algorithm for object detection is applied to the fused point data set (PSF). The invention also relates to a detection device (50). Furthermore, the invention relates to a vehicle (60).
The invention relates to a current collector (1) for electrically drivable vehicles for collecting direct current and alternating current, comprising a pantograph wearing strip system (9) which is arranged transversely to the direction of travel and which has both an AC pantograph slipper arrangement (A) for collecting alternating current and a DC pantograph slipper arrangement (D) for collecting direct current. The invention also relates to a current collector system and to an electrically drivable vehicle.
The invention relates to a particle metering device (21). The particle metering device (21) has a metering unit (3) and a conveying device (4). The metering unit (3) comprises a throttle nozzle (3.4) for adjusting the air consumption, a swirl nozzle (3.6), an annular compressed-air channel (3.7), swirl channels (3.3) for swirling up the particles (P), and a swirl chamber (3.1). Part of the particle metering device (21) is also a conveying device (4) having a spiral conveying chamber (4.1), in order to detain particles (P) in the particle metering device (21), and having a conveying nozzle (4.2). The invention also relates to a particle dispensing system (20). The invention furthermore relates to a rail vehicle (190). The invention additionally relates to a method for dispensing particles.
The invention relates to a method for securing functionalities (6, 7, 8) of a passenger car (PW1) in rail traffic. The functionalities (6, 7, 8) of the passenger car (PW1) are controlled by a primary vehicle controller (1) in the passenger car (PW1), wherein the primary vehicle controller (1) sends respective control commands to the functionalities (6, 7, 8). In normal operation, the primary vehicle controller (1) transmits status information to a communication link (9) of the passenger car (PW1). Function information is transmitted by means of the status information, by means of which function information a technical state of the functionalities and of the primary vehicle controller (1) is signalled. The communication link (9) examines the status information. If a fault in the primary vehicle controller (1) is detected, the communication link (9) requests redundant control commands for the functionalities (6, 7, 8) from a stationary control point (LS). The redundant control commands are transmitted from the control point to the communication link (9). The redundant control commands are transmitted to the functionalities (6, 7, 8) by the communication link (9) when the primary vehicle controller (1) is deactivated and are executed by said functionalities. The communication link (9) monitors the communication between the communication link (9) and the stationary control point (LS). If a fault in the communication is detected, a failure function (11) stored in the passenger car (PW1) is executed via the communication connection (9), by means of which failure function the functionalities (6, 7, 8) to be controlled are put into a predefined state.
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 27/33 - Backup systems, e.g. switching when failures occur
B61L 27/57 - Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
18.
ROTARY JOINT HAVING A DAMPING DEVICE, SIDE HOLDER HAVING A ROTARY JOINT, OVERHEAD LINE SYSTEM HAVING A SIDE HOLDER, AND METHOD FOR ADJUSTING THE DAMPING OF A SIDE HOLDER
The invention relates to a rotary joint (1) having a damping device (6), to a side holder (20) having such a rotary joint (1), to an overhead line system having at least one side holder (20), and to a method for adjusting the damping of a side holder (20) having a rotary joint (1) according to the invention, wherein the rotary joint (1) has a housing (2), a joint pin (3), which passes through the housing (2), the joint pin (3) having a first end element (4) at one end and a second end element (5) at the opposite end, and at least one damping device (6), the damping device (6) having at least one first friction element (7) and one second friction element (8), and the at least two friction elements (7, 8) of the damping device (6) being arranged on the joint pin (3) outside the housing (2) and being directly in contact, and the at least one damping device (6) of the rotary joint (1) having at least one adjustment element (10) which is arranged on the joint pin (3) and with which the transmission of force between the at least two friction elements (7; 8) is adjustable.
09 - Scientific and electric apparatus and instruments
42 - Scientific, technological and industrial services, research and design
Goods & Services
Data processing programs; Computer software; Mobile apps; Software suites; Computer software for cloud computing services; all of the aforesaid being solely for use in connection with public rail transportation. Design and development of computer hardware and software; Software as a service [SaaS]; Platform as a service (PaaS); Cloud computing; Development of databases; Development of computer database software; Development and maintenance of computer database software; Hosting platforms on the Internet; Electronic storage services for archiving databases; all of the aforesaid being solely for use in connection with public rail transportation.
20.
RACK SYSTEM FOR ARRANGEMENT IN A HOLDING FRAME OF A RAIL VEHICLE
The invention relates to a rack system (1) for arrangement in a holding frame (5) of a rail vehicle (7), comprising a rack (2) and a number of locking pairs (3) having a first locking plate (3.1) and a second locking plate (3.2) per locking pair (3), wherein - one of the locking plates (3.1, 3.2) of a locking pair (3) has a plurality of regularly arranged conical protuberances (A), which have an identical shape and are located at the same distance from one another, and - the other of the locking plates (3.2, 3.1) of the locking pair (3) has a plurality of regularly arranged conical indentations (E) or holes, which have an identical shape and are located at the same distance from one another and are shaped and arranged such that the two locking plates (3.1, 3.2) can interlockingly engage in one another in a plurality of lateral positions, the first locking plate (3.1) being attached or attachable to a rear side (R) of the rack (2) and the second locking plate (3.2) being attachable to the holding frame (5) for this rack (2), in a manner as intended such that the two locking plates (3.1, 3.2) are oriented parallel to one another and can engage in one another. The invention also comprises an engine room framework, a method and a rail vehicle.
A method for automated determination of train integrity of a train includes determining the rear car of the train, transmitting data of the rear car to a first central control unit of the train during train movement, the data being transmitted continuously over the entire movement, the data being transmitted such that the data can be associated with the rear car, and information based on the data of the rear car is generated. If correct data of the rear car are received by the first central control unit, status information indicating correct train integrity is generated and, if correct data of the rear car are not received by the first central control unit within a predefined time period, status information indicating loss of train integrity is generated. The status information is output. A corresponding system, train, computer program product and computer-readable storage medium are also provided.
The invention relates to a communication method and to a communication system (1) for transmitting data via a communication network (2) that has a first subnetwork (6) with a first media redundancy protocol ring (7) and at least one second subnetwork (8) with a second media redundancy protocol ring (9). In order to improve the transmission of data via a communication network of this type, a data packet (136) that is coded according to the media redundancy protocol is transmitted between the first and second subnetworks (6, 8), and the data packet (136) is assigned identification information (ID32, ID34) that corresponds to a virtual local area network (VLAN) in which the first and second subnetworks (6, 8) are embedded.
The invention relates to a method and an apparatus for generating a digital image of a route of a rail vehicle (1), wherein at least one landside object (8) is detected by means of at least one passenger entry sensor (4, 5) of the rail vehicle (1) and at least one distance of the detected landside object (8) from the rail vehicle (1) is determined by means of an evaluation device, and a digital image of the route of the rail vehicle (1) is generated by means of the evaluation device or a landside evaluation unit on the basis of the at least one determined distance from the rail vehicle (1).
The invention relates to a method and a device for determining the position of a track-guided vehicle (1) at least along a route of the track-guided vehicle (1), having at least one passenger entry sensor (4, 5) at least for monitoring an entry region (2, 3) in front of an outer door of the track-guided vehicle (1), wherein at least one measured value relating to at least one land-side object (8) is detected by means of the at least one passenger entry sensor (4, 5), wherein a digital image of the route of the track-guided vehicle (1) is read in by means of at least one evaluation unit and wherein a digital image of the at least one land-side object (8) in the read-in digital image of the route of the track-guided vehicle (1) is determined on the basis of the at least one detected measured value for the land-side object (8) by means of the at least one evaluation unit, and position information associated with the digital image of the at least one detected land-side object (8) is read out.
The invention relates to an assembly for protecting a person against electrical contact with a rail vehicle (SCH) which has a component (HSK) in the roof region (DB). The component is designed to carry electrical voltage and is provided therein. An element referred to as a deflector is arranged on the rail vehicle and has an opening that is directed downwards in relation to a horizontal. The opening is formed in such a way that an upward movement of an object, which movement is caused by a person in the outer surroundings of the rail vehicle in the direction of the component, is blocked by the opening in order to prevent electrical contact of the object with the component.
The invention relates to a current collector (2) for a road vehicle (1) for feeding traction energy from contact wires (5) of an electrical overhead line system. Said current collector comprises an articulated support linkage system (8), which can be rotatably supported on the road vehicle (1) via a base joint (15) and which supports two contact rockers (12, 13) rotatably mounted via a respective rocker joint (22). Each of the contact rockers (12, 13) has two contact strips (14) that are supported resiliently on the respective rocker joint (22) via leaf springs (23). A lifting device (17) is used to raise the support linkage system (8) from a rest position, in which the contact rockers (12, 13) are lowered close to the vehicle, into an operating position, in which the contact rockers (12, 13) are raised in order to establish electrical contact between the contact strips (14) and the contact wires (5). The leaf springs (23) are designed to be electrically insulating for potential separation between an overhead line potential, on which the contact strips (14) lie when the contact wires (5) are electrically contacted, and a vehicle potential, on which the support linkage (8) lies. According to the invention, a leaf spring (23) has at least one insulation barrier (32), which is upright on a surface (O) of the leaf spring (23) and transverse to a longitudinal direction (L) of the leaf spring (23). The longitudinal direction (L) points from a first fastening point (24) of the leaf spring (23), at which the leaf spring is connected to a contact strip (14), to a second fastening point (25) of the leaf spring (23), at which the leaf spring is connected to a rocker joint (22). As a result, the availability of the current collector (2) for supplying traction energy can be increased even in winter road conditions.
B60L 5/08 - Structure of the sliding shoes or their carrying means
B60L 5/19 - Current-collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire using arrangements for effecting collector movement transverse to the direction of vehicle motion
B60L 5/36 - Current-collectors for power supply lines of electrically-propelled vehicles with means for collecting current simultaneously from more than one conductor, e.g. from more than one phase
The invention relates to an MMC device designed as a modular multilevel converter having a single-phase side (S), which comprises two lines (4), and having a multi-phase side (M), which comprises a plurality of lines (4), each line (4) on the single-phase side (S) being connected to each line (4) on the multi-phase side (M) via control elements (2) which form a system of phase arms (AP), and each control element (2) having a plurality of switching modules (3), the MMC device (1) comprising: - a compensation arm (AC) having a control element (2) that has a plurality of switching modules (3), the control element (2) being connected between the two lines (4) on the single-phase side (S), - a measuring system (5) designed to measure a reactive power Qb on the single-phase side (S), - a control unit (6) designed to control the switching states of the switching modules (3) of all of the control elements (2) in such a way that the measured reactive power Qb is divided between the compensation arm (AC) on the one hand and the phase arms (AP) on the other hand on the basis of a predefined ratio x. The invention also relates to a method.
H02M 5/297 - Conversion of AC power input into AC power output, e.g. for change of voltage, for change of frequency, for change of number of phases without intermediate conversion into DC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal for conversion of frequency
H02M 7/483 - Converters with outputs that each can have more than two voltage levels
28.
TEST DEVICE AND TEST METHOD FOR TESTING A HORN OF A TRACK-BOUND VEHICLE
The invention relates to a test device (20) and a test method for testing a horn (10) of a track-bound vehicle (40). The test device (20) comprises an acoustic detection element (26) which is designed to detect an acoustic signal (12). The test device (20) also comprises an acoustic damping element (22) which can be moved into a damping position (34) in which the acoustic damping element (22) acoustically damps an acoustic signal (12) generated by means of the horn (10). In order to improve the testing of the horn (10), the acoustic detection element (26) is mechanically connected to the damping element (22). Furthermore, the acoustic detection element (26) is arranged on the damping element (22) in such a way that the acoustic detection element detects the acoustic signal (12) generated by means of the horn (10) in the damping position (34).
A method monitors a railroad-crossing. A track system area of which, which can be traveled by rail vehicles, and can be traversed by objects along a passing direction. Accordingly, provision is made for a first protection area located in front of the track system area along the passing direction to be monitored for passing events, for a second protection area located behind the track system area along the passing direction to be monitored for passing events, and for at least one warning signal to be generated if the identified passing events are implausible according to at least one predetermined plausibility check.
The invention relates to a high-speed multiple-unit train (1) having a maximum speed of more than 250 km/h, comprising a plurality of trailer unit car bodies (10.1-10.16), wherein at least one car body (10.1-10.16) is a low-floor car body (12) and at least one car body (10.1-10.16) is a high-floor car body (14).
The invention relates to a high-speed multiple-unit train (1) having a maximum speed of more than 250 km/h, comprising a plurality of car bodies (10, 20, 30), wherein at least one car body (10, 20, 30) is a mid-floor car body (10).
The invention relates to a high-speed multiple-unit train (1) having a maximum speed of more than 250 km/h, comprising a plurality of trailer unit car bodies (10, 20, 30, 40) and two end car bodies (50), wherein at least one first trailer unit car body (10) has two terminal traction bogies (42) and at least one second trailer unit car body (20) has two Jacobs bogies (41).
The invention relates, inter alia, to a method for operating a rail vehicle (10) situated on a railway track system (20). The invention provides, with respect to such a method, for real images (RB) of the railway track system (20) to be recorded using a camera (110) and real track image data (RGBD) to be determined using said real images, for track map data (GKD) which describe the railway track system (20) to be converted into fictitious track image data (FGBD) which correspond to the real track image data (RGBD) if, during conversion of the track map data (GKD) into the fictitious track image data (FGBD), the location of the rail vehicle (10) assumed for the purposes of conversion corresponds to the real location and the orientation of the rail vehicle (10) assumed for the purposes of conversion corresponds to the real orientation, for the fictitious track image data (FGBD) and the real track image data (RGBD) to be compared and the orientation of the rail vehicle (10) assumed for the purposes of conversion to be modified in the context of a modification method and modified fictitious track image data (FGBD) to be calculated until a termination criterion is satisfied, and for the orientation of the rail vehicle (10) assumed when the termination criterion is satisfied to be detected as the actual orientation of the rail vehicle (10) and a corresponding orientation specification (OAt) to be generated.
A bogie (10) is described. The bogie (10) comprises a bogie frame (10a), a track sweeper (1) which is located on the bogie frame (10a) and has a fastening bracket (2) facing the bogie frame (10a), at least one elastic element (7) between the fastening bracket (2) and the bogie frame (10a), and one or more stops (8a, 8b) on the bogie frame (10a), which are positioned in such a way that, in the event of a predetermined maximum external action of force that can be tolerated by the elastic element (7), the fastening bracket (2) strikes against one of the stops (8a, 8b). In addition, a rail vehicle (80) having the bogie (10) according to the invention is described. Furthermore, a method for producing a bogie (10) is described.
The invention relates to a projecting add-on part (1). The projecting add-on part (1) has a projecting element (2), which has a fixed end and a free end, and a securing unit (3) for securing the fixed end of the projecting element (2) to a base (4), and the projecting element (2) has a vibration element (5), which can be made to vibrate relative to the base (4) by the action of an external force, said vibration element having known vibrational properties. The projecting add-on part (1) additionally comprises a functional component (6), which is designed to perform a specified function of the projecting add-on part (1), said functional component having a damping mass. The projecting element (2) also comprises a mechanical securing interface (8), having a specified elasticity and damping property, between the functional component (6) and the vibration element (5). The vibrational properties of the vibration element (5), the damping mass of the functional component (6) and the elasticity and damping property of the mechanical securing interface (8) are coordinated with one another in such a way that the resonance frequency of the projecting element (2) or of the vibration element (5) is damped. The invention further relates to a rail vehicle (90) having the projecting add-on part (1) according to the invention and to a method for producing a projecting add-on part (1).
A computer program and method for producing a further computer program product starting from a source text of artificial intelligence algorithms with the following steps: a) providing a library of semantic annotations; b) analyzing the source text with a source text analysis component for the presence of the semantic annotations in the source text; c) generating a communication interface with a communication interface generator; d) analyzing the source text for the presence of a semantic annotation in the source text and transferring the logic sequence from the library that is uniquely linked to the semantic annotation to the communication interface generator; e) reading the logic sequence that has been transferred and is linked to the semantic annotation present in the source text, and f) generating a communication interface on the basis of the logic sequence; and g) embedding the generated communication interface in the computer program product.
A method for monitoring a data communication of a rail vehicle (50) is described. The method involves the data communication of the rail vehicle (50) being monitored in an automated manner, and communication data (KD) being acquired. The acquired communication data (KD) are checked on the basis of a target configuration (SK). If the acquired communication data (KD) are not compliant on the basis of the target configuration (SK), a data security problem (P) is determined as possibly occurring. A monitoring device (40) is also described. Additionally, a rail vehicle (50) is described.
12v111222s1212sv122) is sufficiently precise and reliable. The invention further relates to a validation device (20). Finally, the invention relates to a vehicle (40).
The invention relates to a method for reducing a longitudinal vibration (LS) in a train (ZG), wherein the train has at least one driven unit (AE) and at least one rail vehicle (WA) connected thereto. A movement force (AK-AE) is applied to the train (ZG) in order to drive the train (ZG) in a targeted manner or to brake the train (ZG) in a targeted manner. A longitudinal vibration (LS) occurring in the train is detected. A temporal progression (t(LS)) of the longitudinal vibration (LS) is determined and fed into an algorithm (ALG). A counterforce (DAK-AE) is determined by the algorithm (ALG) in such a way that the counterforce (DAK-AE), by being combined with the movement force (AK-AE), dampens the longitudinal vibration (LS). The counterforce (DAK-AE) is applied in the train in order to reduce the longitudinal vibration in the train.
A method controls an electrodynamic brake apparatus of a rail vehicle. The electrodynamic brake apparatus contains, as parts of a drive system: an electric drive motor; a converter that is electrically connected to the motor and has a plurality of power semiconductor switches; and a controller that controls the power semiconductor switches. The power semiconductor switches of the converter are controlled according to a first control algorithm of the controller during emergency braking to generate a target braking torque, the first control algorithm including functions both of driving and of braking of the drive system. During the braking process, an actual braking toque generated by the electrodynamic brake apparatus is determined and compared with the target braking torque. On the basis of the comparison, the power semiconductor switches of the converter are controlled by a second control algorithm of the controller, the second control algorithm including exclusively functions of braking.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B61H 7/04 - Scotch-blocks, skids, or like track-engaging shoes attached to railway vehicles
42.
METHOD FOR REDUCING A LONGITUDINAL VIBRATION IN A TRAIN, AND TRAIN COMPRISING MEANS FOR CARRYING OUT THE METHOD
In one aspect, the invention relates to a method for reducing a longitudinal vibration (LS) in a train (ZG), wherein the train has at least one driven unit (AE) and at least one rail vehicle (WA) connected thereto. A movement force (AK-AE) is applied to the train (ZG) in order to drive the train (ZG) in a targeted manner or to brake the train (ZG) in a targeted manner. A longitudinal vibration (LS) occurring in the train is detected. A temporal progression (t(LS)) of the longitudinal vibration (LS) is determined and fed to an algorithm (ALG). A counterforce (DAK-AE) is determined by the algorithm (ALG) in such a way that the counterforce (DAK-AE), by being combined with the movement force (AK-AE), dampens the longitudinal vibration (LS). The counterforce (DAK-AE) is applied as a braking force by a rail vehicle (WA) of the train (ZG) in order to reduce the longitudinal vibration (LS) in the train. In a further aspect, the invention relates to a train comprising means which are designed to carry out the method.
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 13/66 - Electrical control in fluid-pressure brake systems
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
43.
METHOD FOR CARRYING OUT A BRAKE TEST IN A RAIL-GUIDED VEHICLE ASSEMBLY, VEHICLE SUITABLE THEREFOR, COMPUTER PROGRAM AND COMPUTER-READABLE STORAGE MEDIUM
A brake testing method in rail-guided vehicle assemblies checks properly applied and released brakes. When applied, an actuator generates vibration in a vibratory system including brakes and wheels. A sensor records the vibration as a first measurement result for the applied state and subsequently an actuator generates vibrations in the released state. The vibration is recorded by the sensor as measurement result for the released state and a computer aids in comparison of first measurement results with first reference results for the released state and/or second measurement results with second reference results for the applied state and/or first measurement results with second measurement results and compares difference results with third reference results. Upon deviations outside a tolerance between measurement and/or difference results and associated reference results, a computer aides generating an error signal. A rail-guided vehicle, computer program and computer-readable storage medium are also provided.
The invention relates to a method for checking the brakes for a vehicle combination of track-guided vehicles, wherein in each vehicle, a measured value that describes the braking state of a brake of the vehicle is generated in a measuring step related to the vehicle using a sensor of a measuring device. The measured value is compared with at least one defined reference value, and the vehicle-related measuring steps are carried out in the vehicles after a release request for the brakes, at least one release-related reference value being defined as the reference value. The measured values and/or the associated comparison results of the vehicles are transmitted to a computing entity. A signal to apply the brake is generated as long as the comparison results of all vehicles do not indicate that the brake is released, and/or a signal to release the brake is generated as soon as the comparison results of all vehicles indicate that the brake is released.
The invention relates to a method for carrying out a braking test in a vehicle combination of track-guided vehicles, wherein a measured value describing the braking state is generated in each vehicle by means of a sensor and said measured value is compared to at least one specified reference value in a computer-assisted manner. According to the invention, the time required to apply the brakes in each vehicle of the vehicle combination is measured, in that the time difference between a point in time of an application request to apply the brakes and a point in time when an application-related reference value is reached is determined and an error signal is generated if the time required to apply the brakes exceeds a specified application-related maximum value, and/or the time required to release the brakes in each vehicle of the vehicle combination is measured in that the time difference between a point in time of a release request to release the brakes and a point in time of reaching a release-related reference value is determined and an error signal is generated if the time required to release the brakes exceeds a specified release-related maximum value. The invention also relates to a vehicle suitable for carrying out the described method and to a computer program. Advantageously, a degradation of the brake system of the vehicle combination can be determined during operation by means of the method according to the invention, and a maintenance requirement can be flexibly displayed in the event that operational risks arise.
The invention relates, inter alia, to a computer program product (CPP) containing program commands which, when executed by a computing device (11), cause the computing device to generate a licence query (LA) which is suitable for transmission to a licence checking device (20) assigned to the computer program product (CPP). According to the invention, with respect to the computer program product, the program commands cause the computing device (11) to perform hash code formation from an identification detail, which identifies the computing device (11), together with coding information (CI) stored in the computer program product (CPP), and to form a hash code (HC1) which is dependent on the identification detail (ID) and the coding information (CI) and which forms the licence query (LA) or a component of the licence query (LA).
The invention relates to a method for predicting wheel profile parameters in a rail vehicle, wherein associated wheel profile parameters are determined for a wheel of a rail vehicle and are used as reference values. During the operation of the rail vehicle, changes in the wheel profile parameters are continuously determined with the aid of at least one sensor. A temporal prediction of expected future wheel profile parameters is made on the basis of the reference values and on the basis of the determined changes in the wheel profile parameters.
An apparatus detects a fire in a space. The apparatus contains a smoke detector with a test chamber, at least one air inlet and at least one air outlet. The apparatus further has at least one device, that is connected to the at least one air outlet, for generating a suction for air from the air outlet so that air is suctioned from the space through the air inlet into the test chamber and discharged through the air outlet. The apparatus is configured for use in a vehicle including passenger transportation vehicles.
The invention relates to an overhead conductor rail (2) for an overhead line system, comprising a fastening device (4) for guiding a contact wire (3), and at least one contact wire (3) connected to the overhead conductor rail by the fastening device. The invention also relates to an overhead line system comprising at least one such overhead conductor rail, and to a method for producing such an overhead conductor rail, wherein the overhead conductor rail at least partially has a first coating (7) and/or the at least one contact wire at least partially has a second coating (9), wherein the first and the second coatings are each electrically conductive.
The invention relates to an arrangement (10), in particular for a car body (2) of a track-guided vehicle (1), comprising a high-voltage assembly (100) and at least one cladding assembly (200), wherein the high-voltage assembly (100) has at least one live component (110), wherein the cladding assembly (200) has at least one earthed barrier (210) which is arranged spaced apart from the high-voltage assembly (100) by an air gap L.
A coolant-collecting device in a battery coolant distribution system for a vehicle has at least two flexible coolant-collecting tubes and a T-shaped connecting piece with three tubular connecting elements. The T-shaped connecting piece is arranged between the flexible coolant-collecting tubes, and a first of the three tubular connecting elements can be accommodated in a coolant channel of a battery cooling profile. There is also described a method for producing a coolant-collecting device in a battery coolant distribution system and a vehicle with a battery and a battery coolant distribution system.
F16L 41/02 - Branch units, e.g. made in one piece, welded, riveted
F16L 33/025 - Hose-clips tightened by deforming radially extending loops or folds
H01M 10/6556 - Solid parts with flow channel passages or pipes for heat exchange
H01M 10/6568 - Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
52.
COMPUTER-IMPLEMENTED METHOD FOR AUTOMATICALLY DETERMINING AN OPERATIONAL DESIGN DOMAIN (ODD) COVERAGE METRIC OF AN AI MODEL APPLIED IN A SAFETY CRITICAL SYSTEM
A computer-implemented method for automatically determining an Operational Design Domain (ODD) coverage metric for an AI model applied in a safety critical system wherein the Operational Design Domain specifies different ODD aspects concerning environmental objects and attributes the AI model must be able to identify, comprising: for each ODD aspect of a selection of ODD aspects, - obtaining (10) at least one concept (C1,..., Cn) comprising essential features of the ODD aspect via a user interface, - creating (11) a collection of images depicting the essential features of the concept, - determining (12) a score for each concept with respect to a target class (kt) learned by the AI model (Mc) by applying a concept-based explanation method to the AI model (Mc) for each class of the AI model (Mc), which is relevant for the concept (C1,..., Cn), and for each concept, and - outputting (13) the ODD coverage metric represented by the determined scores for each ODD aspect, via the user interface and an apparatus configured to perform the method.
A passenger transport vehicle includes an air opening connecting an environment having external pressure, to a vehicle interior for people having interior pressure. A flap opens or closes the opening and a pressure protection facility controls the flap. The pressure protection facility has a measuring apparatus detecting pressure difference between external pressure at an external pressure connection and interior pressure at an interior pressure connection, of the measuring device. A pressure evaluation facility, which monitors pressure difference values from the measuring apparatus, closes of the flap when the pressure difference reaches a predefined closing threshold value, and opens the flap if the pressure difference reaches a predefined opening threshold value. When the flap is opened, the pressure differential is formed at the measuring apparatus from the external pressure and a reference interior pressure provided by a reference apparatus simulating interior pressure behavior of the vehicle with the flap closed.
A method operates a railroad car group, which is delimited by a front car and a rear car. In at least one of the two mentioned cars, a status indication is determined that indicates the position and/or the speed of this car. The status indication is transmitted to a track-side communication facility. The track-side communication facility relays the status indication to the other of the two mentioned cars, and in each case in the other of the two mentioned cars, the received status indication and another status indication that indicates the position and/or the speed of this other car are subjected to a plausibility check. A safety measure is triggered in the other car if the plausibility check indicates a separation of the railroad car group.
DRIVER'S CAB DISPLAY, DRIVER'S TABLE COMPRISING SUCH A DRIVER'S CAB DISPLAY, RAIL VEHICLE COMPRISING SUCH A DRIVER'S TABLE, AND METHOD FOR DISPLAYING ON A DRIVER'S CAB DISPLAY
The invention describes a driver's cab display (5) for a rail vehicle (1). The driver's cab display (5) has a universally usable application (A) which is designed to establish a coupling to a mobile terminal (3) having at least one specific application (B) in such a way that the specific application (B) can be displayed and operated on the driver's cab display (5). An interface (1) for data communication with an external data transmission unit (4) and/or an external data processing unit is also part of the driver's cab display. In addition, the driver's cab display (5) comprises an interface (2) for transmitting input data and output data of the at least one specific application (B) between the mobile terminal (3) and the driver's cab display (5). Furthermore, the invention describes a driver's table (10). A rail vehicle (11) is also described. The invention also describes a method for displaying on a driver's cab display (5).
The invention relates to a front flap module (10) for a track-guided vehicle (1), in particular for a rail vehicle, comprising at least one front flap (100, 100') and at least one device (200, 200') for moving the at least one front flap (100, 100'), wherein the device (200, 200') for moving the front flap (100, 100') has at least one guide rail (210, 210') and the front flap (100, 100') has at least one guide carriage (220, 220') connected to the front flap (100, 100'), wherein the guide carriage (110) is designed to guide the at least one front flap (100, 100') along the guide rail (210, 210').
The invention relates to a method for automatically detecting wear (V) of a wheel of a rail vehicle due to travel. According to the method, the rail vehicle travels over a measuring track (MS), the length (ZS) of which is known or ascertained to a highly precise degree. Furthermore, the number (AU) of wheel rotations (U) required to travel over the measuring track (MS) is ascertained. The current diameter (Dm) of the wheel of the rail vehicle is ascertained on the basis of the length (ZS) and the ascertained number (AU) of wheel rotations (MS). Additionally, the wear (V) of the wheel is ascertained by comparing the ascertained current diameter (Dm) with a reference value (Dn, Dm°). The invention also relates to a method for training an artificial intelligence-based algorithm to ascertain the current value of a geometric parameter (Sd, Sh, qR, S, HL) of the wheel profile of a rail vehicle and to a wear detection device (40).
G01B 21/12 - Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring diameters of objects while moving
An arrangement for driving a vehicle coupled to a trailer has a vehicle with a traction engine for driving the vehicle and a trailer which is connected to the vehicle and has a tank in which a gas-bound energy source is stored. The vehicle has a galvanic cell as an energy generation unit, using which, by means of a chemical reaction of the gas-bound energy source that is continuously fed to it with an oxidant, drive energy is formed and fed to the traction engine for driving purposes. The vehicle and the trailer are connected to one another via a transmission line such that the gas-bound energy source passes from the tank of the trailer to the energy generation unit of the vehicle. The transmission line is coupled to a protection device such that, during operation of the vehicle connected to the trailer, damage to the transmission line is prevented.
B61G 5/08 - Couplings not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables for fluid conduits
B61C 3/02 - Electric locomotives or railcars with electric accumulators
B61C 9/38 - Transmission systems in or for locomotives or motor railcars with electric motor propulsion
B61K 9/00 - Railway vehicle profile gaugesDetecting or indicating overheating of componentsApparatus on locomotives or cars to indicate bad track sectionsGeneral design of track recording vehicles
59.
BRAKE APPARATUS WITH DISTANCE SENSOR FOR USE WITH A TWIN AXLE OF A TRACK-GUIDED VEHICLE, DISTANCE SENSOR, METHOD FOR OPERATING THE BRAKE APPARATUS AND COMPUTER READABLE MEDIUM
A brake apparatus for installation in an intermediate space between the wheels of a twin axle of a track-guided vehicle. The brake apparatus has two subunits able to be moved relative to one another, namely a first subunit with brake linings for the wheels of the first axle of the twin axle and a second subunit with brake linings for the wheels of the second axle of the twin axle. In their installed state, the subunits are supported in a displaceable manner in such a way that, through the displacement of the subunits, contact is made between the brake linings and the wheels. At least one distance sensor is arranged in one of the subunits of the brake apparatus. The distance sensor is configured to measure a distance between the first subunit and the second subunit.
A monitoring device for a converter of a rail vehicle. The converter has a number of power capacitors and a number of power semiconductor switches which are arranged in a common, at least substantially closed housing. The monitoring device has an evaluation device and at least one gas sensor connected to the evaluation device for signal-transmitting purposes. The evaluation device is configured to interrupt a supply of energy to the number of power capacitors of the converter depending on a concentration, detected by way of the at least one gas sensor, of at least one combustible gaseous compound in the housing of the converter.
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
H02H 1/00 - Details of emergency protective circuit arrangements
H02H 7/16 - Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for capacitors
61.
FASTENING DEVICE AND OVERHEAD CONTACT LINE SYSTEM HAVING FASTENING DEVICE
The invention relates to a fastening arrangement (1) and to an overhead contact line system having at least one fastening device (1) of this kind for at least one overhead contact line (2, 3) for supplying power to at least one vehicle on a track, wherein: the fastening arrangement (1) is provided for fastening to a structure (5) having at least one enclosed region (6), through which structure the at least one overhead contact line (2, 3) and the track extend; the fastening arrangement (1) is arranged at least in part within the enclosed region (6) and substantially horizontally over the track; the fastening arrangement (1) comprises at least one profile (10), which extends substantially in parallel with the direction of travel, and at least one holding device (15); the at least one holding device (15) is connected to the at least one overhead contact line (2, 3); and the at least one profile (10) is at least partly electrically isolating and can be slidingly contacted by a current collector (25) of the at least one vehicle.
The invention relates to, among others, a method for operating a rail vehicle (1) which is equipped with at least one brake device (20) and an anti-slip device (50) paired with the at least one brake device (20), wherein the anti-slip device (50) can generate a control command (Sred) to reduce the braking force of the brake device (20). According to the invention, the wheel-rail adhesion situation is tested, and the anti-slip function of the anti-strip device (50) is deactivated or remains active on the basis of the result of the test of the wheel-rail adhesion situation.
The invention relates to a method for measuring a wheel diameter in a rail vehicle, a wheel diameter of a wheel in a rail vehicle being measured manually. A digital twin is used in order to estimate a wear of the wheel diameter. For this purpose, the digital twin uses stored values of the measured wheel diameter and continuously updated operational data of the rail vehicle.
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
64.
OVERHEAD LINE SYSTEM HAVING A FIXING DEVICE AND METHOD FOR REDUCING A LATERAL CONTACT-WIRE DEVIATION OF AN OVERHEAD LINE SYSTEM BY MEANS OF A FIXING DEVICE
The invention relates to an overhead line system (1) having at least one fixing device and to a method for reducing a lateral contact-wire deviation of an overhead line system by means of at least one fixing device. The overhead line system (1), which consists of at least one contact wire (2), at least one carrying cable (3) and a plurality of hangers (4), and a plurality of support devices connected to the ground, and at least one cross support structure (10), comprises a fixing device (20) which fixes the contact wire (4) substantially perpendicularly to the longitudinal direction at least in the region of the at least one cross support structure (10), the fixing device (20) being connected to the at least one carrying cable (3) at least by means of a suspension point (15), to the lower cross cable (12) of the cross support structure (10) by means of at least two mutually spaced cross connection points (14), and to the contact wire (4) by means of at least two mutually spaced longitudinal connection points (16).
A carrier structure for a roof of a rail vehicle comprises a first carrier having a first cavity, located in the interior, for conveying a gas, thereby allowing a power compartment accommodating a battery to be vented in a space-efficient way.
A device releasably fastens to a workpiece. The device contains a screw and the workpiece is fastened by use of a through-bore for passing the screw. The device contains elastically deformable perforated plates, which each have a through-bore for passing the screw through and thus can be aligned with the workpiece and can be placed against the workpiece such that the screw can be passed through the through-bore of the workpiece and through the through-bore of the first perforated plate and through the through-bore of the second perforated plate. The workpiece, around the first perforated plate, has a predefined free space in the radial direction relative to the axis of the through-bore through the first perforated plate in the predefined, intended assembly position and in a relaxed state of the first perforated plate, such that the first perforated plate can deform elastically in the radial direction to a predefined extent.
The invention relates to a method and an assembly for monitoring the wear of a contact strip of a rail vehicle (SFZ). The rail vehicle (SFZ) travels on a track (FSK), and while the rail vehicle is traveling, a camera (KAM) of the rail vehicle (SFZ), said camera being oriented in the direction of the track path (FS), detects a mirror (SP) which is positioned along the track (FSK) and is oriented in the direction of the track path (FS). The camera (KAM) optically detects a contact strip (SL) of the rail vehicle at a location on the track (FSK) via the mirror (SP) and produces an image of the contact strip via the mirror (SP). The image of the camera (KAM) is analyzed in order to determine the current thickness of the contact strip (SL) as a measurement of the wear thereof.
The invention relates to a method for ascertaining a wheel diameter of a rail vehicle (SFZ). The rail vehicle (SFZ) travels along a measurement track (MS) of known length. A start (BMS) and an end (EMS) of the measurement track (MS) are identified by the rail vehicle (SFZ). From the identified start (BMS) of the measurement track (MS), a number of revolutions of a wheel of the rail vehicle (SFZ) is measured by the rail vehicle (SFZ). The measurement of the number of revolutions of the wheel is ended as soon as the end (EMS) of the measurement track (MS) has been identified by the rail vehicle (SFZ). The diameter of the wheel is automatedly calculated by the rail vehicle (SFZ) from the measured number of revolutions of the wheel along the measurement track and the known length of the measurement track.
The invention relates, inter alia, to a rail vehicle (10) having a propulsion means (11), at least one ballast plate (20, 30), the function of which consists in increasing the mass of the rail vehicle (10), and at least one functional module (50). According to the invention, the functional module (50) comprises a base plate (53) which is stackable in order to be stacked on the at least one ballast plate (20, 30) and which rests on the at least one ballast plate (20, 30), thus forming a plate stack.
B61C 15/00 - Maintaining or augmenting the starting or braking power by auxiliary devices and measuresPreventing wheel slippageControlling distribution of tractive effort between driving wheels
70.
Battery System Frame, Housing and Method for Receiving at Least One First and at Least One Adjacent Second Battery Module in a Vehicle for Forming a Battery System
Some embodiments of the teachings herein include a battery system. One example includes: a first battery module; and a second battery module adjacent to the first battery module. The modules are each formed of multiple battery cells arranged in separate housings made of a fire-resistant, thermally insulating material. A pressure relief arrangement acts on the housings. The housings each include a fire-resistant interface. The housings are each connected to an exhaust gas port so gases emitted are discharged using a fire-resistant exhaust air device. The housing, the interface, and/or the pressure relief arrangement at least temporarily hermetically seal the battery modules. An open support structure defines a multiplicity of air gaps formed between the first housing and adjoining surfaces thermally connected to the second housing, and the air gaps form a structure dissipating heat given off by the respective battery module with a chimney effect.
The invention relates to a rail vehicle (TR) for control in a train consist, the rail vehicle comprising a cab with control elements for the conductor of the train consist. The rail vehicle comprises control means for remote-controlling a rail vehicle of the train consist having traction means. In addition, rail vehicle-side components (RX) of a plurality of train protection systems are provided. The rail vehicle (TR) is not designed for transporting a payload.
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61F 5/02 - Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogieConnections between underframes and bogies
B61L 27/30 - Trackside multiple control systems, e.g. switch-over between different systems
72.
METHOD FOR CONTROLLING A DRIVE SYSTEM OF A RAIL VEHICLE
A method controls a drive system of a rail vehicle. The drive system contains at least one DC voltage intermediate circuit with at least one intermediate circuit capacitor to which an intermediate circuit voltage is applied during the operation of the drive system, a converter which is connected to the DC voltage intermediate circuit and which contains a plurality of power semiconductor switches, a drive motor which is connected to the converter and which is configured as a three-phase synchronous machine excited by permanent magnets, and a controller for controlling the power semiconductor switches of the converter. The power semiconductor switches are controlled by the controller during a motor operation and a generator operation of the drive motor such that the intermediate circuit voltage is converted into a multiphase AC voltage.
H02P 27/06 - Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
H02M 5/458 - Conversion of AC power input into AC power output, e.g. for change of voltage, for change of frequency, for change of number of phases with intermediate conversion into DC by static converters using discharge tubes or semiconductor devices to convert the intermediate DC into AC using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
A method for controlling a data transmission between a communication subscriber of a first type and a plurality of communication subscribers of a second type. In the method, at least one load characteristic related to the data transmission is detected. Furthermore, a comparison value is determined on the basis of the at least one load characteristic. The comparison value is compared with a predefinable limit value. So long as the comparison value is greater than the limit value, the data transmission between the communication subscriber of the first type and at least one of the plurality of communication subscribers of the second type is restricted or interrupted.
The invention relates to a seat assembly (10), in particular for a vehicle for passenger transport (1), comprising at least one seat (200) and at least one carrier arm assembly (100), wherein the carrier arm assembly (100) has a wall mount (110) and a carrier arm (120), wherein the wall mount (110) has a connection element (112) for connecting the wall mount (110) to a wall (2), characterised in that the wall mount furthermore has a connector (114) which is designed for coupling to the carrier arm (120).
A method for operating a rail vehicle is provided, during which a running stability of the rail vehicle is detected using measurements, and a conicity prediction regarding a change in wheel profiles of the rail vehicle is determined by a computer taking into account a distance traveled. The running stability and the conicity prediction are used to make a distinction between a track section-caused change and a vehicle-caused change in the equivalent conicity. A data processing device or system, a computer program, a computer-readable data carrier, and a data carrier signal is also correspondingly provided.
The teachings herein include battery systems for a vehicle. An example system includes: a first battery module and a second battery module each formed from a respective plurality of battery cells. The first battery module is arranged in a separate tube of a fire-resistant material having an opening formed in its side to provide pressure relief. The tube comprises a fire-resistant interface for operation of the first battery module. A pressure relief device and a fire-resistant exhaust air device are arranged at the opening mounted so gases emitted by the pressure relief means can be discharged in a controlled manner and conveyed through the exhaust air device.
H01M 10/6551 - Surfaces specially adapted for heat dissipation or radiation, e.g. fins or coatings
H01M 50/204 - Racks, modules or packs for multiple batteries or multiple cells
H01M 50/249 - MountingsSecondary casings or framesRacks, modules or packsSuspension devicesShock absorbersTransport or carrying devicesHolders specially adapted for aircraft or vehicles, e.g. cars or trains
H01M 50/258 - Modular batteriesCasings provided with means for assembling
The invention relates inter alia to a deactivation device (51-54) for a brake unit (21-24) of a vehicle, having a shut-off unit (110) which in a passive setting allows braking operation of the brake unit (21-24) and in a deactivation setting prevents braking operation of the brake unit (21-24). According to the invention, the deactivation device (51-54) comprises: a first terminal contact (A1) for connection to a first electrical potential (P1); a second terminal contact (A2) for connection to a second electrical potential (P2); a first onward transmission terminal (W1) to which, for onward transmission of the first electrical potential (P1) prevailing at the first terminal contact (A1), a first terminal contact (A1) of a deactivation device (51-54) positioned downstream with respect to the first potential (P1) is connectable; a second onward transmission terminal (W2) to which, for onward transmission of the second electrical potential (P2) prevailing at the second terminal contact (A2), a second terminal contact (A2) of a deactivation device (51-54) positioned downstream with respect to the second potential (P2) is connectable; and a locking device (100), which in its unlocking setting separates the shut-off unit (110) from an energy supply and thus keeps said shut-off element in the passive setting and allows the two potentials (P1, P2) prevailing at the terminal contacts (A1, A2) to be transmitted onward to the onward transmission terminals (W1, W2), and in its locking setting connects the shut-off unit (110) to the energy supply and prevents the two potentials (P1, P2) prevailing at the terminal contacts (A1, A2) from being transmitted onward to the onward transmission terminals (W1, W2).
Various embodiments of the teachings herein include an electric rotating machine or liquid pump. An example includes: a first liquid-free area; a second liquid-containing area; a can separating the first area from the second area, the can defining a stator-side and a rotor-side; and a sealing element at an axial end of the can. The sealing element is arranged symmetrically with respect to force effect on the can so that forces acting at the axial end of the can due to the seal are equalized.
H02K 5/10 - Casings or enclosures characterised by the shape, form or construction thereof with arrangements for protection from ingress, e.g. of water or fingers
79.
ARRANGEMENT HAVING AT LEAST TWO BRAKE UNITS AND METHOD FOR OPERATING SAME
The invention relates, inter alia, to an arrangement having: at least two brake units (21-24); an associated switch-off unit (110) for each of the at least two brake units (21-24), each switch-off unit (110), in a passive position, allowing a braking operation of each associated brake unit (21-24) and, in a deactivation position, preventing a braking operation of each associated brake unit (21-24); and an associated brake control unit (31-34) for each of the at least two brake units (21-24) for controlling the braking operation of each associated brake unit (21-24). According to the invention, a central device (40) of the arrangement is designed to check, in response to a switch-off request (AF) from one of the brake control units (31-34), whether switching off the brake unit (21-24) affected by the switch-off request (AF) is permissible and, if switching off is permissible, to send back an approval signal (FS) for switching off the brake unit (21-24) affected by the switch-off request (AF) to the brake control unit (31-34) which made the switch-off request (AF).
A method, a track-bound vehicle, and a system for controlling the transmission of data between the track-bound vehicle and a land-based facility. The transmission is improved by assigning the data to be transmitted in each case to a plurality of classes of traffic. A class bandwidth, which is provided for the transmission of data, is determined at defined time intervals for each class of traffic based on a total bandwidth that is available for the transmission of data.
H04L 41/0896 - Bandwidth or capacity management, i.e. automatically increasing or decreasing capacities
H04L 43/0876 - Network utilisation, e.g. volume of load or congestion level
H04L 67/12 - Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
H04W 4/42 - Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for mass transport vehicles, e.g. buses, trains or aircraft
81.
Automatically detecting and correcting memory errors in a secure multi-channel computer
A method for automatically detecting and correcting memory errors in a secure multichannel railway computer provides each channel with at least one memory and the same data stored in parallel in the memories. A first check value is calculated for data in a subregion of the first memory and a second check value is calculated for the same data in a subregion of the second memory. First and second check values are compared and if different, first and/or second check values are compared with an old check value. Data in the subregion of the first memory are replaced by data in the subregion of the second memory if the second check value corresponds to the old check value. Data in the subregion of the second memory are replaced by data in the subregion of the first memory if the first check value corresponds to the old check value.
A method and an apparatus determine a wagon sequence of a track-guided vehicle combination of vehicles in which, in a registration process, wagon identifiers of each of the vehicles are recorded one after the other in the sequence of the wagon sequence with a registration device in a contactless manner. An activation device triggers a respective registration step of the registration process in each of the vehicles, in which a registration signal of the relevant vehicle containing the wagon identifier is transmitted to the registration device by a transmitter device and stored therein. In addition to the wagon identifier for each vehicle, a point in time relating to the recording of the wagon identifier is stored in the registration device. A first result of the wagon sequence is determined by sorting the wagon identifiers in the chronological order of the times of recording after all vehicles have been recorded.
The invention relates to a computer-implemented method for adjusting a basic configuration of a technical system, wherein the basic configuration comprises at least one scenario with at least one generic parameter and at least one assigned action with at least one generic parameter, wherein the technical system meets at least one generic requirement, said method comprising the steps of: a) providing a plurality of predefined actions (S1); b) providing a plurality of predefined scenarios (S2); c) selecting at least one action from the plurality of predefined actions and at least one scenario from the plurality of predefined scenarios depending on at least one predefined requirement (S3); d) adjusting the basic configuration by means of an optimisation approach taking into consideration at least one optimisation criterion on the basis of the at least one selected action and the at least one selected scenario (S4); and e) providing the adjusted basic configuration (S5). In addition, the invention relates to a technical system and to a corresponding computer program product.
G06Q 10/04 - Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
84.
OBSTACLE DETECTION IN THE TRACK REGION BY MEANS OF COMBINING RAILWAY LINE DATA AND IMAGE DATA
The invention relates to a method for identifying obstacles for a rail vehicle (61). In the method for identifying obstacles for a rail vehicle (61), image data (BD) are captured from a region (U) surrounding the rail vehicle (61). Rails (S) in the surrounding region (U) are located and detected. Furthermore, segmentation data (SD) are determined on the basis of the detected and located rails (S). The image data (BD) and the segmentation data (SD) are input into a basic computer vision model (VFM) which generates result segments (ES). The result segments (ES) of the basic computer vision model (VFM) can be regarded as possible obstacles (H). The invention also relates to an obstacle identification device (50). The invention further relates to a rail vehicle (61).
A linear wiper (1a) for a vehicle (10) is described. The linear wiper (1a) has an electric linear motor (3) with a linearly designed stator (3a) and a rotor (4) which is designed to engage around the stator (3a) and to be movable in the longitudinal direction of the stator (3a). The linear wiper (1a) also has a wiper arm (5) which is fastened to the rotor (4) and is oriented in the transverse direction to the stator (3a). A vehicle (10) is also described. Furthermore, a method for producing a linear wiper (1a) for a vehicle (10) is described.
The invention relates to a method for using an interference current monitoring system (UEB) in a rail vehicle (SFZ) which travels on a track divided into track sections (AB1). The rail vehicle (SFZ) uses a pantograph (SAT1) to exchange energy in the form of current with an overhead line (OL) via this pantograph. Depending on the track section (AB1) travelled on, the rail vehicle (SFZ) activates an interference current monitoring system by means of which an interference current of a current fed back into the overhead line (OL) is monitored, wherein energy devices of the rail vehicle are deactivated if threshold values are exceeded. An electronic track map (STRK) provides spatially defined (ORT1, ORT2) track sections (AB1) for the track travelled on, wherein an interference current monitoring system (UEB) to be used there is assigned to each individual track section (AB1). The rail vehicle (SFZ) determines its current position and identifies a track section (AB1) by comparing it with the spatially defined (ORT1, ORT2) track sections (AB1). The rail vehicle (SFZ) automatically selects and applies the interference current monitoring system (UEB1) to be used for the identified track section (AB1) on the basis of the track map (STRK).
The invention relates to a method for selecting a current collector (SAT1) in a rail vehicle (SFZ) which is travelling on a route divided into route sections (AB1). Depending on the route section (AB1) travelled, the rail vehicle (SFZ) selects and uses a first current collector type (SAT1) or a second current collector type (SAT2) in order to consume energy from an overhead line (OL). By way of an electronic route map (STRK), spatially defined (ORT1, ORT2) route sections (AB1) for the travelled route are provided, wherein each individual route section (AB1) is assigned a current collector type (SAT1) to be used there for energy consumption. The rail vehicle (SFZ) ascertains its current position and determines a route section (AB1) via a comparison with the spatially defined (ORT1, ORT2) route sections (AB1) of the route map (STRK). Based on the route map (STRK), the rail vehicle (SFZ) automatically selects, for the determined route section (AB1), the current collector type (SAT1) to be used there, and automatically brings it into contact with the overhead line (OL) in the route section (AB1).
B60L 5/18 - Current-collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
B60L 9/00 - Electric propulsion with power supply external to the vehicle
B61L 27/40 - Handling position reports or trackside vehicle data
B61L 27/57 - Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
An arrangement for train protection includes a rail vehicle with a driver's cabin and a train protection system. The train protection system is coupled to components of an actuator system and to components of a sensor system via a first gateway. The actuator system and the sensor system have antennas as respective components, which are designed for communication of the actuator system and the sensor system with trackside components of the train protection system. The first gateway has a switching functionality so that a line-length-independent connection is realized between the actuator system and the sensor system on the one hand and the train protection system on the other hand.
B61L 27/04 - Automatic systems, e.g. controlled by trainChange-over to manual control
B61L 3/22 - Continuous control along the route using magnetic or electrostatic inductionContinuous control along the route using electromagnetic radiation
B61L 27/20 - Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
An arrangement for transmitting process data between a rail vehicle and a track-side control entity. The rail vehicle has sensors, a controller, and a diagnostics server. Sensor measured values determined on the rail vehicle are transmitted to the controller as process data. The controller has a configurable data processing system to prepare process data of a selected sensor for transmission to the diagnostics server. The controller is connected to the diagnostics server via a configurable connection for the purpose of process data transmission. This connection has bus-linked transmission options, one of which can be selected depending on the configuration. The diagnostics server has a configurable data management section and a configurable data processing system. Read-in process data is processed on the basis of functions by these configurations. The process data processed in this way then reaches the trackside. The rail vehicle configurations can be adjusted from the trackside.
An air-conditioning device for use in a vehicle for passenger transport has an outer housing for accommodating components of the air-conditioning device. A supply fan in the form of a radial fan conveys conditioned supply air in the direction of a passenger compartment of the vehicle. Air that is taken in by the supply fan is deflected outwards, in relation to an axis of rotation of the impeller of the supply fan, in such a way that the air impinges on inner surface regions, associated with the supply fan, of an enclosing apparatus radially surrounding the supply fan. The inner surface regions of the enclosing apparatus are provided with adsorption structures which are designed to separate droplets/aerosols out of the deflected air.
A method executes a technical process by executing application programs redundantly in a redundancy group containing a plurality N of computing entities and thereby calculate a plurality N of redundant results. A comparison of the messages containing the results is performed. When a majority of the messages contain identical results the majority of messages is used for further execution of the technical process. Processing units are formed from a plurality of computing entities being combined in each of the processing units, wherein none of these processing units contains a plurality of computing entities from the same redundancy group. The generated redundant messages are compared to determine if the messages are to be sent as external messages to computing entities, which do not belong to the processing units. No comparison is carried out for messages that are exchanged as internal messages between computing entities within a processing unit.
The invention relates to a charging station (4) for charging an electric energy storage device (2) of a vehicle (1), in particular a road or rail vehicle which has a current collector (5) with at least one raisable and lowerable contact strip (10) in order to supply energy from a single- or double-pole overhead line system. The charging station (4) comprises at least one charging contact (11) per contact pole (9), said charging contact being arranged above a charging position for the vehicle (1) such that at least one point of contact (14) can be produced between the contact strip (10) and the charging contact (11) for each contact pole (9). Charging processes can be carried out with higher charging currents, and therefore with shorter charging times, in that the charging contact (11) of the charging station (4) according to the invention has a heat sink (15) for cooling the point of contact (14).
B60L 5/42 - Current-collectors for power supply lines of electrically-propelled vehicles for collecting current from individual contact pieces connected to the power supply line
B60L 53/16 - Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
B60L 5/00 - Current-collectors for power supply lines of electrically-propelled vehicles
B60L 5/36 - Current-collectors for power supply lines of electrically-propelled vehicles with means for collecting current simultaneously from more than one conductor, e.g. from more than one phase
B60L 5/38 - Current-collectors for power supply lines of electrically-propelled vehicles for collecting current from conductor rails
B60M 1/36 - Single contact pieces along the line for power supply
The invention relates to a method for a rail vehicle (T) for improving the decision-making process in the context of obstacle detection. An object detection process is carried out by a rail vehicle-internal system (SYS TRAIN) using first information relating to the surroundings of the rail vehicle (T), and a first hazard evaluation with respect to the safety relevance of a detected object (K) is carried out on the basis of the object detection process. A request is transmitted to a rail vehicle-external system for a second hazard evaluation using second information relating to the surroundings of the rail vehicle (T), whereupon a decision is made regarding the course of action to be carried out in response to the object (K) while taking into consideration the first and/or the second hazard evaluation. The invention additionally relates to a corresponding device or system for processing data, to a rail vehicle (T), to a computer program, to a computer-readable data carrier, and to a transmission signal.
The invention relates to a galley for a rail vehicle and to a rail vehicle having a galley comprising a counter unit (1) and a roller shutter device, wherein roller shutter device comprises a roller shutter (2) with slats (3) which are vertically oriented in the intended installation position, and further comprises an upper guide rail (4) and a lower guide rail (5) for guiding the roller shutter (2), wherein the roller shutter is arranged above the counter unit (1) and wherein the roller shutter (2) falls below a worktop (6) of the counter unit (1) and the lower guide rail (5) is arranged below the worktop (6) of the counter unit (1).
The invention relates to a method for operating a track-bound traffic system (1; 101), wherein - a track-side safety controller (60) transmits a request (Anf), to a track-side controller (40), to allow a track-bound vehicle (50) to carry out a driverless driving operation in a restricted driverless driving mode using the safety controller (60), - in response to the request (Anf), the track-side controller (40) outputs a permission (Erl) corresponding to the request (Anf), - in the event of a permission (Erl) together with a conversion of the track-side safety controller (60) from an inactive control mode to an active control mode, the track-side safety controller (60) prompts the vehicle (50), using remote control signals (FstS), so as to start to drive in the restricted driverless driving mode and continue the drive in order to carry out a locating and ghost train detection process in the restricted driverless driving mode as long as the track-side safety controller (60) is in the active control mode and as long as the locating and ghost train detection process lasts for the vehicle (50), and - after the locating and ghost train detection process is successfully concluded, the vehicle (50) is converted to an unrestricted driverless driving mode, thus invalidating the effect of the remote control signals (FstS) on the movement of the vehicle (50).
The electrical system according to the invention for a rail vehicle comprises at least a first bus bar, a second bus bar and a battery bus bar, to each of which bus bars auxiliary systems and/or loads are connected, at least two electrical system converters, at least two electrical system batteries connected to one electrical system converter each, and a control device for controlling at least the electrical system converters. The invention is characterized in that the electrical system converters all have the same electrical design and each comprise at least an input-side first power converter having potential isolation, a potential-free DC link, an output-side second power converter, and a bidirectional battery charging device having potential isolation. The invention is also characterized in that the control device is designed to connect at least a first of the electrical system converters to the first bus bar and to control the second power converter of said electrical system converter such that said second power converter converts a direct voltage of the DC link into a first three-phase alternating voltage for the first bus bar, and to connect at least a second of the electrical system converters to the second bus bar and to control the second power converter of said electrical system converter such that said second power converter converts the direct voltage into a second three-phase alternating voltage for the second bus bar.
B60L 1/00 - Supplying electric power to auxiliary equipment of electrically-propelled vehicles
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
B60L 9/00 - Electric propulsion with power supply external to the vehicle
The invention relates to an overhead conductor rail (2) for guiding a contact line (3) and to an overhead line system (1) having at least one overhead conductor rail (2), wherein the overhead conductor rail (2) and the contact line (3) consist of different materials and the overhead conductor rail (2) and/or the contact line (3) has a lubricant (4), wherein the lubricant (4) is applied as a substantially complete, uninterrupted film at least between the contact points (13, 14) of the overhead conductor rail (2) and the contact line (3), and the lubricant (4) has at least one additive, as a result of which the coefficient of friction between the overhead conductor rail (2) and the contact line (3) is increased to such an extent that the pull-out force of the contact line (3) rises to at least 1.2 kN/m, and ensures the conductivity between the overhead conductor rail (2) and the contact line (3).
The invention relates to an air-conditioning system 100, in particular for a track-guided vehicle 1, comprising at least one air conditioner 10 and at least one measuring device 120 associated with the air conditioner 10 and designed to measure at least one electric parameter P of the air conditioner 10.
The invention relates to a current collector (3) for a road vehicle (1) having an electric traction drive (2) for feeding traction energy from an overhead line system. Said current collector comprises a support linkage system (6) which can be put upright and which, on the vehicle side, can be rotatably supported on the road vehicle (1) via a base joint (7) and, on the contact wire side, supports two contact rockers (11) rotatably connected via a respective rocker joint (10). Each of the contact rockers (11) supports at least one contact strip (15) which extends in the vehicle transverse direction (Y) and which has a contact piece holder (16) and, mounted therein, an electrically conductive contact piece (17) with a contact surface (18) for a contact wire (4) lying on the contact strip (15). The contact strips (15) of each of the contact rockers (11) are electrically conductively connected to a traction drive (2) via current cables (26) laid along the support linkage system (6). The wear of the contact pieces (17) can be avoided because a current cable (26) is laid along the support linkage system (6) for each contact rocker (11), said current cable branching in the region of the respective contact rocker (11) for each of the at least one contact strips (15) into in each case several connection cables (23) which are each electrically conductively connected to the contact piece holder (16) of this contact strip (15) at in each case one connection point (22).
