A lateral buffer system for a rail vehicle comprises first and second stop devices, one of which comprises lateral stop means for attachment to a running gear while the other one comprises lateral counter-stop means for attachment to a vehicle body. The first lateral stop device comprises a fixed support, a movable carrier provided with a pair of opposite contact faces and movable relative to the fixed support in two opposite directions parallel to a reference axis of the fixed support, and a set of elastomeric bodies for connecting the movable carrier to the fixed support for allowing limited relative movement parallel to reference axis on either side of a reference position of the movable carrier relative to the fixed support. The second lateral stop device comprises corresponding contact faces each facing one of the contact faces of the first lateral stop device at a distance thereof.
The invention relates to a method and an arrangement for operating a rail vehicle (1), wherein, before travel of the rail vehicle (1) is started, an environment of the rail vehicle (1) is captured by at least one sensor (17) on board a flying unmanned aerial vehicle (3) and corresponding sensor signals are generated, and wherein the rail vehicle (1) is released or not released for travel depending on a result of an evaluation of the sensor signals.
A method for managing power consumption of a railway vehicle is provided. The power consumption of the railway vehicle is managed by a central control unit that receives information representing an amount of electrical traction power required for traction or generated by electrodynamic braking based on a traction demand set by the driver of the railway vehicle. The central control unit additionally receives information representing an amount of electrical auxiliary power demanded by auxiliary devices from control units of the respective auxiliary devices. The total available electrical power, which can be provided by the energy supply line for the railway vehicle, is determined. The central control unit prioritizes operation of the auxiliary devices based on the total available electrical power and the electrical traction power required for traction to selectively reduce consumption of electrical energy by all or selected auxiliary devices.
B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
B61C 9/38 - Transmission systems in or for locomotives or motor railcars with electric motor propulsion
A system (100, 200) for internal crew communications in a vehicle (101, 201) for public passenger transport is provided. The system includes a local area network (22), a wireless interface (23) connectable to the local area network (22), a VoIP server (4) connectable to the local area network, an internal communication device provided at a fixed location in the vehicle (101, 201), and an audio system (5) connectable with the local area network and the internal communication device (6, 7), and, in a connected state, configured to send an invite message (IM5_4) referring to an internal crew communication requested by the internal communication device (6, 7) to the VoIP server (4). In the connected state, the VoIP server (4) is configured to receive the invite message (IM5_4) from the audio system (5), and forward a corresponding invite message (IM4_11, IM4_12) referring to the internal crew communication to a mobile device (11, 12) connected with the VoIP server (4) via the wireless interface (23), receive from the mobile device (11, 12) an invite message (IM11_4, IM12_4) for initiating internal crew communication, and forward a corresponding invite message (IM4_5, IM4_5') for initiating the internal crew communication to the audio system (5).
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
H04W 4/48 - Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for in-vehicle communication
H04L 65/1069 - Session establishment or de-establishment
Disclosed are a system and method for enhancing antiviral capabilities of rail vehicles using an air filter. The air filter has a filter structure including an antiviral material, the antiviral material having particles comprising silver, and, in particular, including a composition containing silver, and the antiviral material also including liposomes. Further disclosed are methods for operating air treatment systems of a rail vehicle so as enhance antiviral capabilities.
B61D 27/00 - Heating, cooling, ventilating, or air-conditioning
F24F 8/108 - Treatment, e.g. purification, of air supplied to human living or working spaces otherwise than by heating, cooling, humidifying or drying by separation, e.g. by filtering using dry filter elements
6.
Actuator-operable driving settings device for a rail vehicle
A driver's cab configuration for a rail vehicle includes a driving settings device operable by a vehicle driver for setting a desired driving behaviour of the rail vehicle, and a memory device in which a target driving behaviour profile for the rail vehicle is stored. The driver's cab configuration includes an operating actuator which is configured to operate the driving settings device based on the target driving behaviour profile, and a drive control device which is configured to control at least a drive device of the rail vehicle based on operations the driving settings device.
A method for operating a rail vehicle is also disclosed.
A method for operating a rail vehicle includes depicting a spatial area in front of the rail vehicle in at least one image by at least one image capturing device and detecting a presence of a tunnel entrance or a tunnel exit prior to an entry or exit of the rail vehicle into or from a tunnel by evaluating at least one image. The method further includes generating at least one control signal for at least one rail vehicle system when a presence of the tunnel entrance is detected prior to the entry of the rail vehicle into a tunnel or when the presence of the tunnel exit is detected prior to the exit of the rail vehicle from the tunnel. The rail vehicle system may be a pantograph control system of the rail vehicle, or a climate control system or a ventilation system of the rail vehicle.
A method (1000) for crew-passenger communication in a vehicle for public passenger transport, in particular a respective railway vehicle (101, 201, 301), includes receiving (1100), on a mobile device (1, 1'), a signal (S), in particular a notification (N) when a passenger communication device (6, 7) of the vehicle is operated and/or has been operated; and establishing (1200) a data connection (DC, VDC, ADC) between the mobile device (1, 1') and the passenger communication device (6, 7), wherein at least a part of the data connection (DC, VDC, ADC) is a VoIP data connection (VDC).
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
9.
AN ARRANGEMENT FOR CONNECTING AN ELECTRICAL SYSTEM TO ELECTRONIC UNITS
An arrangement for connecting an electrical system to electronic units of a system for control of electrical devices have a plate (1) having on a first side thereof first side connectors for receiving connectors of the electrical system. An opposite second side of the plate being formed by a printed circuit board (6) is arranged and to which the first side connectors connect. This second side (5) of the plate (1) is provided with second side connectors (7) designed for connection of members controlling the electronic units thereto.
A converter system (1) for traction applications comprising: a housing (2) comprising an air inlet (3) and an air outlet (4); a converter circuitry (5), arranged inside the housing (2) and including at least one magnet ic component (6), said at least one magnet ic component (6) having electric windings (7) around a ferromagnetic core (8), and a cooling arrangement configured to provide cooling of the at least one magnet ic component (6). The cooling arrangement comprising a fan (9) configured to cause an airflow (10) through the housing (2) from the air inlet (3) to the air outlet (4), and that said magnetic component (6) being positioned between the air inlet (3) and the air outlet (4), to allow the airflow (10) to pass the magnetic component (6) and to cool thereby the magnet ic component (6). The cooling arrangement comprises, for at least one of said magnet ic components (6), an airflow contraction collar (14) defining an airflow-restrict ing path (15) in which the magnet ic component (6) is positioned, and that said airflow contraction collar (14) is configured to provide an air pressure gradient in the airflow (10), wherein said cooling arrangement comprises at least one airflow-restrict ing member (16) configured to be arranged in said airflow-restricting path (15).
dd) of the PCB (102) and the first conductive winding (110) is spaced from an obstacle (108) in the PCB (102) by at least an insulation distance (118) from the first end (114a) to the obstacle (108).
G01R 15/18 - Adaptations providing voltage or current isolation, e.g. for high-voltage or high-current networks using inductive devices, e.g. transformers
12.
AIR FILTER AND METHOD FOR MANUFACTURING AN AIR FILTER
The invention relates to an air filter for an air treatment system of a vehicle and method for manufacturing such an air filter (1), the air filter (1) comprising at least one foam filter element (2), wherein the foam filter material is or comprises a material with inherent electrostatic triboelectric charging characteristics, and to a method for manufacturing such an air filter.
14141515141412342342344) to a timer rate of the master control board, or of an external timer rate. The timer information further comprises interlacing angle information defining an interlacing point for each of the control boards receiving the timer information, wherein the interlacing angles of a plurality of control boards are determined in relation to each other such that the variation of at least one predetermined operation parameter, related to the loads connected to said pulse width modulated phase outputs of said function modules, is minimized. Preferably, at least two control boards, for which the interlacing angles are determined, are arranged to control function modules at different module building blocks.
H02M 7/5387 - Conversion of DC power input into AC power output without possibility of reversal 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 using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
H02M 1/14 - Arrangements for reducing ripples from DC input or output
11 4141515141412341123423423412341234234155), such that the position of a slave pulse width modulated phase output signal is controlled in relation to the fictive master board timer.
H02M 1/08 - Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters
G06F 1/04 - Generating or distributing clock signals or signals derived directly therefrom
H02M 7/537 - Conversion of DC power input into AC power output without possibility of reversal 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 using semiconductor devices only, e.g. single switched pulse inverters
15.
A VOLTAGE SOURCE CONVERTER AND A METHOD FOR OPERATION THEREOF
A voltage source converter comprises at least two half bridges (15) each having two current valves (21, 22) connected in series and configured to be connected to opposite poles (6, 7) of a DC source/load. Each half bridge has a gate drive unit (32) configured to control a semiconductor device of a current valve each to turn on and off. Each gate drive unit (32) includes an arrangement (36) configured to carry out voltage measurements for providing a value of the DC voltage between said opposite poles (6, 7). Each said arrangement comprises a voltage divider (37) connected across the two current valves of the respective half bridge so as to measure the entire DC voltage between the opposite poles and each voltage divider has an output connected to processing parts (38) delivering a digital signal representing a value of the DC voltage between the poles. At least two gate drive units (32) are configured to send a said digital signal to a calculating unit (54) configured to carry out a quality estimation of these digital signals and to calculate a said DC voltage value from these signals while giving each signal a weight corresponding to the quality value adhered thereto and then forming a weighted average value.
H02M 1/08 - Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters
H02M 1/32 - Means for protecting converters other than by automatic disconnection
H02M 7/219 - Conversion of AC power input into DC power output without possibility of reversal 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 using semiconductor devices only in a bridge configuration
H02M 7/5387 - Conversion of DC power input into AC power output without possibility of reversal 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 using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
H03K 17/081 - Modifications for protecting switching circuit against overcurrent or overvoltage without feedback from the output circuit to the control circuit
H03K 17/0812 - Modifications for protecting switching circuit against overcurrent or overvoltage without feedback from the output circuit to the control circuit by measures taken in the control circuit
H03K 17/082 - Modifications for protecting switching circuit against overcurrent or overvoltage by feedback from the output to the control circuit
16.
AN ELECTRIC CURRENT MEASURING ARRANGEMENT, A VOLTAGE SOURCE CONVERTER AND A METHOD FOR OPERATION OF THE CONVERTER
An arrangement for measuring an electric current in an electric power converter, which circuit comprises a half bridge (11) with two current valves (12, 13) connected in series and each comprising a rectifying diode (17, 18) and at least a first of the valves has a semiconductor device (15, 16) of turn-off type connected in anti-parallel therewith. A midpoint (14) of the half bridge between the two current valves is connected to a first of opposite sides of the half bridge and opposite ends of the series connection of the valves are connected to a second of said opposite sides of the half bridge. A gate drive unit (21) controls the semiconductor devices (15, 16). The arrangement has at least a member (22, 23) configured to measure the voltage drop across the rectifying diode (17, 18) of one of the current valves or the semiconductor device (15, 16) of one of the current valves. A member (25) measures the temperature in the vicinity of the current valve for which a voltage drop is measured and a calculating unit (24) uses information about voltage drop and temperature to calculate and deliver a value of the current flowing through the current valve. 25
A method (1000) for providing public announcements in a vehicle for public passenger transport, in particular a respective railway vehicle (101, 201, 301), includes establishing (1100) a data connection between a mobile device (1, 1'), which stores a voice message, and an audio system (5-7) of the vehicle (101, 201, 301) using a signaling protocol for initiating, maintaining, and terminating real-time sessions for voice applications via a VoIP Server, transferring (1200) the voice message as VoIP message (VM) from the connected mobile device (1, 1') to the audio system (5-7) using the signaling protocol, and converting (1300) the VoIP message (VM) into the public announcement using the audio system (5-7).
H04M 1/72409 - User interfaces specially adapted for cordless or mobile telephones with means for local support of applications that increase the functionality by interfacing with external accessories
An external emergency unlocking device of a door. The emergency unlocking device includes an emergency actuating device which can be protected against icing by a heating element. A corresponding passenger transport means, in particular a rail vehicle, is also disclosed.
A digital output (DO) module (2) to be applied for control purposes in a vehicle, such as a railway vehicle, and comprising two galvanically isolated inputs, configured to receive a DO power control signal (4) and a DO control signal (8), respectively, and one galvanically isolated feedback signal output, configured to provide a DO feedback signal (6). The DO module (2) further comprises a driver stage unit (10) to provide electrical state control to a DO switch (12) being configured to be in a conductive state or a non- conductive state. the driver stage unit (10) is configured to receive said DO power control signal (4) and said DO control signal (8), and to generate an active driver signal (14) to be supplied to the DO switch (12) that is adapted to control the conductive state of a DO output (16) upon receipt of said active driver signal (14), wherein said galvanically isolated feedback signal output is connected to said DO output (16). The DO module (2) also comprises a control unit (18). The driver stage unit (10) is configured to generate an active driver signal (14) only if both the DO power control signal (4) and the DO control signal (8) are in their active states "1" at the same time, and wherein said DO feedback signal (6) indicates the state of the DO switch (12).
H03K 17/18 - Modifications for indicating state of switch
H03K 17/785 - Electronic switching or gating, i.e. not by contact-making and -breaking characterised by the use of specified components by the use, as active elements, of opto-electronic devices, i.e. light-emitting and photoelectric devices electrically- or optically-coupled controlling field-effect transistor switches
G01R 31/327 - Testing of circuit interrupters, switches or circuit-breakers
The invention relates to a side mirror (10) for a rail vehicle, wherein the side mirror (10) comprises: - a mirror member (26); - an elastic member (30); - a rigid member (32); - a frame (16); wherein the mirror member (26), elastic member (30) and rigid member (32) are arranged to form a stacked assembly (18) and wherein the frame (16) receives at least a section of a circumference of said stacked assembly (18).
A floor structure of a rail vehicle car body includes a supporting structure having a left and a right longitudinal beams and a plurality of transverse structural members using a low-heat welding process. A floor panel is directly and releasably attached atop the supporting structure using and a plurality of non-permanent, pressure interlocking fasteners.
The invention relates to a method of operating a rail vehicle (1), the rail vehicle (1) comprising: - a plurality of current collectors (3), each current collector (3) electrically connecting the rail vehicle (1) with an energy supply network (6), - a plurality of converters, including a first converter (11a) and a second converter (11b), each converter (11) being assigned to an assigned current collector (3) of the plurality of current collectors (3) and converting a direct current on an input side of the converter (11) to an alternating current on an output side of the converter (11) by repeatedly switching on and off converter switches (25) based on phase information about a phase position of an alternating voltage and/or phase current on the output side of the converter (11), - an alternating current line (15), electrically connecting the output sides of the converters (11), wherein, when the rail vehicle (1) passes a section point of the energy supply network (6), so that an interruption of energy supply from the energy supply network (6) to the input side of the first converter (11a) through the assigned current collector (3) of the first converter (11a) occurs, a) the interruption is detected, b) converting a direct current on the input side of the first converter (11a) to an alternating current on the output side of the first converter (11a) is stopped, c) processing of the phase information about the phase position of the alternating voltage and/or alternating current on the output side of the first converter (11a) is continued during a time interval of the interruption, d) a return of the energy supply from the energy supply network (6) to the input side of the first converter (11a) is detected and e) processing results of the continued processing of the phase information during the time interval of the interruption are used for a restart of converting a direct current on the input side of the first converter (11a) to an alternating current on the output side of the first converter (11a).
A method for managing power consumption of a railway vehicle is provided. The power consumption of the railway vehicle is managed by a central control unit of the railway vehicle. The central control unit receives information representing an amount of electrical traction power required for traction or generated by electrodynamic braking based on a traction demand set by the driver of the railway vehicle. The central control unit additionally receives information representing an amount of electrical auxiliary power demanded by auxiliary devices from control units of the respective auxiliary devices. The total available electrical power, which can be provided by the energy supply line for the railway vehicle, is determined. The central control unit prioritizes operation of the auxiliary devices based on the total available electrical power and the electrical traction power required for traction to selectively reduce consumption of electrical energy by all or selected auxiliary devices if a sum of the electrical traction power required for traction and the electrical auxiliary power demanded by auxiliary devices exceeds the total available electrical power.
B60L 50/53 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
A gangway bellow includes an outer bellow presenting corrugations forming a plurality of valleys presenting each a valley top portion facing upwardly and connected at each end to a valley top corner forming a junction between the valley top portion and a respective bellow side. The gangway bellow further includes at least one drainage channel so that liquid accumulating into at least one of the valley top portions flows through the at least one drainage channel along the respective bellow side.
The invention relates to a traction transmission (100-500) for rail vehicles, comprising a gearwheel (121-521) for transmitting a torque, a reservoir (151, 251, 351), and a conveying element (10-60, 152-552), which is connected to the gearwheel (121-521) in a mechanically rigid manner, for conveying a lubricating oil present in the reservoir (151, 251, 351).
The invention relates to a gangway bellow 4 comprising an outer bellow 6 presenting corrugations 33 forming a plurality of valleys 8 presenting each a valley top portion 13 facing upwardly and connected at each end to a valley top corner 14 forming a junction between the valley top portion 13 and a respective bellow side 15. The gangway bellow comprises further at least one drainage channel 12 so that liquid accumulating into at least one of the valley top portions 13 flows through said at least one drainage channel 12 along said respective bellow side 15.
A wheel arrangement for a rail vehicle, such as a light rail vehicle, can include a wheel unit and an axle unit. The axle unit can be connected to a running gear structure of the rail vehicle. The axle unit can rotatably support the wheel unit. The axle unit can have a wheel bearing unit that forms a bearing for the wheel unit and defines a wheel axis of rotation of the wheel unit during operation of the rail vehicle. The axle unit can also have a wheel support unit and a primary suspension unit. The primary suspension unit can be located kinematically in series between the wheel support unit and the wheel bearing unit such that the wheel support unit supports the wheel bearing unit via the primary suspension unit in a manner resilient in at least two mutually transverse translational degrees of freedom.
The invention relates to a method and an arrangement for operating a rail vehicle (1), wherein, prior to the start of a journey of the rail vehicle (1), the surroundings of the rail vehicle (1) is acquired by at least one sensor (17) on board a flying unmanned aerial vehicle (3) and corresponding sensor signals are generated, and wherein the journey of the rail vehicle (1) is enabled or not enabled as a function of a result of an evaluation of the sensor signals.
The invention relates to a method and an arrangement for operating a rail vehicle (1), wherein, prior to the start of a journey of the rail vehicle (1), the surroundings of the rail vehicle (1) is acquired by at least one sensor (17) on board a flying unmanned aerial vehicle (3) and corresponding sensor signals are generated, and wherein the journey of the rail vehicle (1) is enabled or not enabled as a function of a result of an evaluation of the sensor signals.
The invention relates to a transmission for a drive device for a vehicle, having: a housing with a first shaft rotatably mounted therein and with a second shaft rotatably mounted in the housing. The first shaft can be rotationally connected to an electric machine for example, wherein an electric current generated by the electric machine would flow into the first shaft of the transmission. A first gear which is rotatably connected to the first shaft interacts with a second gear provided on the second shaft in the sense of a gear transmission. The first gear and the second gear have respective gear rims which engage with each other. In order to prevent undesired power flows, insulating means are provided between the first shaft and the first gear rim and/or between the second shaft and the second gear rim. According to the invention, the first gear and/or the second gear is to be designed in two parts, wherein a radially inner section is rotationally fixed or can be rotationally fixed to a radially outer section. In the process, the insulating means are provided between the inner section and the outer section.
F16D 1/076 - Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end by clamping together two faces perpendicular to the axis of rotation, e.g. with bolted flanges
A rail vehicle, such as a light rail vehicle, can include a wheel unit and a support unit. The wheel unit can define an axis of rotation of the wheel unit. The support unit can be configured to be connected to a rail vehicle structure that defines a vehicle longitudinal direction, a vehicle transverse direction, and a vehicle height direction. The support unit can be configured to connect the wheel unit to the rail vehicle structure such that the wheel unit is rotatable about the axis of rotation. The support unit can also include a primary suspension unit configured to provide resilient support of the rail vehicle structure on the wheel unit at least in the vehicle height direction.
The invention relates to a method for operating a rail vehicle (1), wherein a spatial region ahead of the rail vehicle (1) in the direction of travel (5) is imaged by at least one image capture device (3, 3a, 3b, 3c) in at least one image (A), and, by evaluating the at least one image (A), the presence of a tunnel entry (TE) or a tunnel exit is detected temporally before the entry of the rail vehicle (1) into the tunnel (T) or temporally before the exit of the rail vehicle (1) from the tunnel (T), at least one control signal (SS) being generated for at least one rail vehicle system if the presence of a tunnel entry (TE) is detected temporally prior to the entry of the rail vehicle (1) into a tunnel (T) or the presence of a tunnel exit is detected temporally before the exit of the rail vehicle (1) from the tunnel (T). The rail vehicle system is a current collector control system of the rail vehicle (1), and a contact pressure by means of which a current collector (6) is pressed against an overhead line (8) is changed after a speed-dependent time after a detection time if the presence of the tunnel entry (TE) is detected, or the rail vehicle system is an air-conditioning system (9) or a ventilation system of the rail vehicle (1) which comprises at least one air duct, an opening state of the air duct being adjusted to a predetermined state after a speed-dependent time after the detection point if the presence of the tunnel entry (TE) is detected. The invention also relates to a rail vehicle.
An arrangement for cooling power semiconductor devices (2) of a converter (1) arranged in a closed casing (3) with the semiconductor devices in a bottom of the casing on top of a heat sink (5) having members (6) for heat exchange extending externally of the casing out from the bottom comprises a channel (8) for conducting a flow of air to pass said members (6) for cooling thereof, in which a first portion (7) of the channel has the casing bottom as a ceiling and receiving said members (6). A fan (9) is located with a suction side connected to the first channel portion (7) to create a flow of air from an inlet (16) from the exterior (19) into the channel while passing the heat sink members. A filter (18) covers the inlet to the channel for removal of dust and debris from air entering the channel from the exterior.
H05K 7/20 - Modifications to facilitate cooling, ventilating, or heating
H01L 23/467 - Arrangements for cooling, heating, ventilating or temperature compensation involving the transfer of heat by flowing fluids by flowing gases, e.g. air
A wiper arrangement for a vehicle is configured for cleaning a sensor field of vision of a windshield and thereby has a wiping element and a carrier. The carrier can be fastened on the windshield. The wiping element is movably mounted on the carrier. The carrier, the wiping element and/or mounting elements acting between the carrier and the wiping element is/are configured so that the wiping element can assume at least one fixed holding position-relative to the carrier, and wherein the wiping element can be brought out of the fixed holding position at least by overcoming a defined holding force. Furthermore, the mounting of the wiping element on the carrier is selected such that the wiping element is always driven to assume at least one specific, preferably a first holding position or second specific holding position with respect to the carrier.
The invention relates to a driver's cabin arrangement (12) for a rail vehicle (1), comprising: - a driving settings device (18) able to be actuated by a vehicle driver in order to specify a desired driving behaviour of the rail vehicle (1); - a storage device (30) storing a reference driving behavioural profile for the rail vehicle (1); - an actuator (24) that is designed to actuate the driving settings device (18) in accordance with the reference driving behavioural profile; and - a drive control device (22) that is designed to control at least one drive device (14) of the rail vehicle (1) in accordance with actuations of the driving settings device (18). The invention also relates to a method for operating a rail vehicle (1).
The present disclosure is directed at enhancing antiviral capabilities of rail vehicles (15). Also, an air filter (10) to be used for this purpose is disclosed. Air filter (10) has a filter structure (11) comprising an antiviral material (13), the antiviral material (13) having particles comprising silver, and in particular comprising a composition containing silver, and the antiviral material (13) also comprising liposomes. Further disclosed are methods for operating air treatment systems (12) of a rail vehicle (15) so as enhance antiviral capabilities.
B61D 27/00 - Heating, cooling, ventilating, or air-conditioning
F24F 8/15 - Treatment, e.g. purification, of air supplied to human living or working spaces otherwise than by heating, cooling, humidifying or drying by separation, e.g. by filtering by chemical means
F24F 8/95 - Treatment, e.g. purification, of air supplied to human living or working spaces otherwise than by heating, cooling, humidifying or drying specially adapted for specific purposes
37.
ENHANCING ANTIVIRAL CAPABILITIES OF RAIL VEHICLES AND AIR FILTER
The present disclosure is directed at enhancing antiviral capabilities of rail vehicles (15). Also, an air filter (10) to be used for this purpose is disclosed. Air filter (10) has a filter structure (11) comprising an antiviral material (13), the antiviral material (13) having particles comprising silver, and in particular comprising a composition containing silver, and the antiviral material (13) also comprising liposomes. Further disclosed are methods for operating air treatment systems (12) of a rail vehicle (15) so as enhance antiviral capabilities.
The invention relates to a driver's cabin arrangement (12) for a rail vehicle (1), comprising: - a driving settings device (18) able to be actuated by a vehicle driver in order to specify a desired driving behaviour of the rail vehicle (1); - a storage device (30) storing a reference driving behavioural profile for the rail vehicle (1); - an actuator (24) that is designed to actuate the driving settings device (18) in accordance with the reference driving behavioural profile; and - a drive control device (22) that is designed to control at least one drive device (14) of the rail vehicle (1) in accordance with actuations of the driving settings device (18). The invention also relates to a method for operating a rail vehicle (1).
A rail vehicle has a carbody shell having an end wall and a usable space. The end wall includes a doorway for providing access to the usable space, and at least two footplate catchers for preventing a set of footplates arranged adjacent to the footplate catcher from entering the usable space, such as in an event of a crash.
A seat attachment system for a mass transit vehicle including a rail, a fastener and a seat interface. The rail, which is adapted to be secured to a chassis of the mass transit vehicle, has a longitudinal T-slot adapted to receive the fastener. The rail has two non-parallel sets of corrugations on its external face. The seat interface, which is adapted to be mounted to a seat frame, is also provided with two non-parallel sets of corrugations whose angle matches that of the sets of corrugations on the rail. The sets of corrugations are adapted to cooperate and interlock in pairs so as to respectively locate the seat interface, and thereby a seat to which it is attached, vertically and horizontally upon the fastener being tightened.
A seat attachment system (22) for a mass transit vehicle (12) comprising a rail (24), a fastener (26) and a seat interface (28). The rail (24), which is adapted to be secured to a chassis (16) of the mass transit vehicle (12), has a longitudinal T-slot (30) adapted to receive the fastener (26). The rail (24) has two non-parallel sets of corrugations (34a, 34b) on its external face. The seat interface (28), which is adapted to be mounted to a seat frame (36), is also provided with two non-parallel sets of corrugations (34c, 34d) whose angle matches that of the sets of corrugations (34a, 34b) on the rail (24). The sets of corrugations are adapted to cooperate and interlock in pairs so as to respectively locate the seat interface (28), and thereby a seat (14) to which it is attached, vertically and horizontally upon the fastener (26) being tightened.
A voltage source converter has a half bridge (18) with two current valves (19, 20) connected in series and an arrangement configured to carry out voltage measurements for determining a value of the DC voltage between opposite poles (21, 22) of a DC side of the converter. Each current valve comprises a semiconductor device (23, 24) controlled by an associated gate drive member (29, 30), each forming gate drive parts of one gate drive unit (28) in common to both current valves. The gate drive unit (28) comprises an isolated two-way communication link (33) between the gate drive members. The arrangement is included in the gate drive unit and configured to measure the entire DC voltage between said opposite poles (21, 22). A converter control device (31) calculates and sends control signals to the gate drive unit based on the result of the voltage measurement.
H02M 5/293 - 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 using semiconductor devices only
B60L 50/16 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
H02M 5/14 - 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 transformers for conversion between circuits of different phase number
43.
Method for regulating an electric rotary current machine, and rotary current machine system for such a method
A rotary current machine system and method for controlling an electric rotary current machine, in particular an induction machine, having a rotor, a stator and at least two phase windings is disclosed. At least one electrical signal, in particular a voltage signal, is applied to at least one phase winding, preferably all phase windings, of the rotary current machine, and the current waveform in the at least one phase winding is measured. An intermodulation signal component, induced in the rotary current machine by slotting effects and magnetic saturation effects, which is determined from the current waveform measured in the at least one phase winding, is used for controlling the rotary current machine.
The invention relates to a method for grounding electrical conductors in a region of a rail vehicle (100), which has a current collector (1) for contacting a high-voltage source (101) and an electrical conductor, electrically connected to the current collector (1), in a region (2, 12) of the rail vehicle, the method having the steps of: - disconnecting the electrical conductor in the region (2, 12); and - automatically grounding the electrical conductor in the region (2, 12) by means of a grounding switch following the disconnection of the electrical conductor, the grounding being performed following the disconnection without manual actuation of the grounding switch.
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
H01H 31/00 - Air-break switches for high tension without arc-extinguishing or arc-preventing means
45.
RAIL VEHICLE CARRIAGE COMPRISING A CARRIAGE ROOF WITH A FLAT ROOF REGION AND A RAISED REGION
The invention relates to a rail vehicle carriage (100) comprising a carriage body having side walls and a carriage roof (111) connecting the side walls and with a flat roof region (151). An interior ceiling (121) is spaced apart from the carriage roof (111) and borders an installation space (153) between the carriage roof (111) and the interior ceiling (121). The carriage roof (111) comprises a raised section (112) in the carriage roof (111), which defines a raised region (152) of the carriage roof (111) and locally widens the installation space (153) between the carriage roof (111) and the interior ceiling (121), wherein an inner component (145) is accommodated in the raised region (152) in the installation space (153).
A method for operating a tractive vehicle and a vehicle combination are disclosed. A tractive vehicle includes a first friction brake device for generating a first stopping braking-force, a traction device for generating a tractive force and a control device for controlling at least the traction device. The method includes a step whereby the traction device activated if a first undesired kinematic state is detected. Activation of the traction device would take place in such a way that a tractive force, counteracting the first undesired kinematic state, is generated and provided for deceleration to a standstill and/or for holding the tractive vehicle at a standstill.
B61H 9/04 - Brakes characterised by, or modified for, their application to special railway systems or purposes for preventing or controlling movement in one direction or, selectively, in either direction
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 9/00 - Brakes characterised by, or modified for, their application to special railway systems or purposes
B61H 11/00 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types
B61H 11/14 - Combinations of different types of brakes, e.g. brake blocks acting on wheel-rim combined with disc brakes
47.
A FISH EYE CAMERA BASED MONITORING SYSTEM OF A RAIL VEHICLE, CORRESPONDING METHOD FOR MONITORING AND A RAIL VEHICLE WITH SUCH A SYSTEM
A monitoring system of a rail vehicle (2), wherein the monitoring system (1) comprises at least two image detecting devices (3a,..., 3d) for imaging different spatial areas beside the rail vehicle (2), wherein fields of view (4a, 4b, 4c) of the at least two image detecting devices (3a,..., 3d) overlap at least partially or adjoin one another, wherein the monitoring system (1) of the rail vehicle (2) further comprises at least one evaluation unit (5) and at least one display device (6), wherein the images generated by the at least two image detecting devices (3a,..., 3d) are fused to a panoramic image by means of the evaluation unit (5), wherein the panoramic image is displayed by means of the display device (6), wherein the image detecting device (3a,..., 3d) is a fish-eye camera with an angle of view in the range of 150° (inclusive) to 180° (exclusive), wherein a dewarping of the images is performed before fusing.
An electric machine (10) comprises a stator (12), a rotor (14) and a bearing assembly (16). The stator (12) comprises a bearing shield assembly (24) comprising a bearing shield (26) and a fixed labyrinth seal ring (28) having a tortuous labyrinth surface (36). The rotor (14) comprises a rotor shaft (32) and a rotatable labyrinth seal ring (34) having a tortuous labyrinth surface (38) facing the tortuous labyrinth surface (36) of the fixed labyrinth seal ring (28) at a first axial distance (D1). The bearing shield assembly (24) is provided with a fixed contact face (40) and the rotor (14) further comprises an opposite contact face (42) axially facing a fixed contact face (40) of the bearing shield assembly (24) at a second axial distance (D2), which is shorter than the first axial distance (D1).
F16C 35/077 - Fixing them on the shaft or housing with interposition of an element between housing and outer race ring
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
H02K 5/15 - Mounting arrangements for bearing-shields or end plates
H02K 5/173 - Means for supporting bearings, e.g. insulating supports or means for fitting bearings in the bearing-shields using bearings with rolling contact, e.g. ball bearings
49.
FLOOR STRUCTURE OF A RAIL VEHICLE AND METHOD OF MANUFACTURING SUCH FLOOR STRUCTURE
1 6 ABSTRACT A floor structure of a rail vehicle car body comprises a supporting structure having a left and a right longitudinal beams and a plurality of transverse structural members using a low-heat welding process. A floor panel is directly and releasably attached atop the supporting structure using and a plurality of non-permanent, pressure interlocking fasteners. Date Recue/Date Received 2021-03-04
The present invention relates to a running gear frame for a rail vehicle, in particular, a rail vehicle having a nominal speed above 160 km/h, comprising a running gear frame unit (107) defining a longitudinal axis, a transverse axis and a height axis and comprising two longitudinal beams (108) and at least one transverse beam (110).
A unitary bogie frame for a bogie of a rail vehicle, includes: two side beams and at least one support beam extending in the transverse direction of the bogie frame and rigidly connected to each of the two side beams. The support beam includes a support portion for supporting a drive unit of the bogie and a slender portion. The support portion is directly connected to one of the two side beams and is connected to the other of the two side beams through the slender portion. The planar second moment of area and the polar second moment of area of any cross section of the support portion of the support beam are at least twice as great as the planar second moment of area and the polar second moment of area, respectively, of any cross-section of the slender portion of the support beam.
16 ABSTRACT A unitary bogie frame (14) for a bogie (10) of a rail vehicle, includes: two side beams (24) and at least one support beam (28) extending in the transverse direction of the bogie frame (14), rigidly connected to each of the two side beams (24). The support beam (28) includes a support portion (30) for supporting a drive unit (16) of the bogie (10) and a slender portion (32). The support portion (28) is directly connected to one of the two side beams (14) and is connected to the other of the two side beams (14) through the slender portion (32). The planar second moment of area (M) and the .. polar second moment of area (J) of any cross section of the support portion (30) of the support beam (28) are at least twice as great, preferably at least 2.5 times as great, as the planar second moment of area (M) and the polar second moment of area (J), respectively, of any cross-section of the slender portion (32) of the support beam (28). (Figure 5) Date Recue/Date Received 2020-12-29
A rail vehicle is provided with an open passenger space equipped with a perch seat assembly. The perch seat assembly includes a perch seat, a table, and a transition portion joining the table to the perch seat. The table has a horizontal working surface which extends from a wall so that at least a portion of the table extends in front of the perch seat. The transition surface provides a continuous surface between the perch seat surface and the table surface so as to provide a smooth transition.
An autonomous vehicle for passengers includes four steerable wheels where each steerable wheel is steered by a steering system having a set of two actuators. One actuator of each set of actuators is powered by a first power source while the other actuator of the set of powered by a second power source. Four controllers each control one actuator of each set of actuators and one actuator from another set of actuators.
B62D 5/00 - Power-assisted or power-driven steering
B62D 5/04 - Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
B62D 5/20 - Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle specially adapted for particular type of steering gear or particular application
B62D 7/22 - Arrangements for reducing or eliminating reaction, e.g. vibration, from parts, e.g. wheels, of the steering system
55.
Drive system for a vehicle, method for operating the drive system, and vehicle comprising drive system
A drive system for a vehicle includes a plurality of electric traction motors, each mechanically coupled to at least one drive wheel to generate traction. At least one traction power converter is connected on an AC voltage side to at least one electric traction motor to supply the electric traction motor with electric power. A traction control unit for controlling at least one traction power converter is provided and is designed to control the at least one traction power converter while the vehicle is moving based on electrical output alternating quantities of the at least one traction power converter. A rotational movement of the at least one drive wheel of the vehicle during standstill of the vehicle is not detected by a separate detection unit based on the output alternating quantities.
The invention relates to a method for charging a traction battery of a battery-operated rail vehicle. The method comprises the step of determining a first expected energy consumption of the battery-operated rail vehicle for passing through a first route section without a charging point until reaching the next charging point. The method also comprises the step of determining a target state of charge of the traction battery, taking an aging status of the traction battery and the first expected energy consumption into consideration. The method also comprises the steps of adjusting a target temperature for the charging of the traction battery, and charging the traction battery until reaching the target state of charge. The invention also relates to a battery charging system for a battery-operated rail vehicle.
B60L 58/13 - Maintaining the SoC within a determined range
B60L 53/60 - Monitoring or controlling charging stations
B60L 53/30 - Constructional details of charging stations
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
57.
Mold made from an additive manufacturing technology
An open mold for producing components made of a moldable material such as layered composite materials is made from an additive manufacturing technology. The mold includes at least two compatible mold segments which precisely interlock with and abut against each other. The mold thereby made may be larger than the limited printing area of an additive manufacturing machine.
B33Y 80/00 - Products made by additive manufacturing
B29C 70/46 - Shaping or impregnating by compression for producing articles of definite length, i.e. discrete articles using matched moulds, e.g. for deforming sheet moulding compounds [SMC] or prepregs
58.
RAIL VEHICLE HAVING A PASSENGER AREA EQUIPPED WITH A PERCH SEAT AND TABLE ASSEMBLY
1 0ABSTRACTA rail vehicle 12 is provided with an open passenger space equipped with a perch seat assembly. The perch seat assembly comprises a perch seat 20, a table 22 and a transition portion 35 joining the table 22 to the perch seat 20.The table 22 has a horizontal working surface 29 which extends from a wall 16,18 so that at least a portion, preferably a major portion, of the table extends in front of the perch seat 20. The transition surface 35 provides a continuous surface between the perch seat surface 26 and the table surface 29 so as to provide a smooth transition. [Figure 2]Date Recue/Date Received 2020-11-23
A method (1000) for providing public announcements in a vehicle for public passenger transport, in particular a respective railway vehicle (101, 201, 301), includes connecting (1100) a mobile device (1, 1') to a server (4) of the vehicle (101, 201, 301), using (1200, 1200') the connected mobile device (1, 1') to transfer a spoken message as VoIP message (VM) to the server (4), transmitting (1300) the VoIP message (VM) from the server (4) to an audio system (5) of the vehicle (101, 201, 301), and using (1400) the audio system (5) to convert the VoIP message (VM) into an analog audio signal (AM).
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
Stand-alone remote sensor arrangement for monitoring parameter activity in a cable including a sensor unit, a power source unit, a connecting cable, and a control unit. The sensor unit includes a shielded housing enclosing a toroid-shaped core fixed around the cable to be monitored. The arrangement operates in a low current consumption mode and a measurement mode, in which measurement mode a Hall sensor element senses a predetermined parameter activity of the cable. The sensor unit includes a sensor activation unit arranged and structured to sense parameters related to magnetic field variations in the core caused by parameter activity of the cable, and to generate a sensor activation signal including parameter values dependent on sensed parameters. The control unit receives the signal and evaluates the parameter values in relation to predetermined mode changing criteria, and changes mode of operation of the arrangement dependent on the result of the evaluation.
G01R 31/58 - Testing of lines, cables or conductors
G01R 15/20 - Adaptations providing voltage or current isolation, e.g. for high-voltage or high-current networks using galvano-magnetic devices, e.g. Hall-effect devices
G01R 19/00 - Arrangements for measuring currents or voltages or for indicating presence or sign thereof
61.
Operation of rail vehicles to limit power peaks in an electrical supply
A rail vehicle is configured for extracting electrical energy from a power supply external to the vehicle and has at least one electrical energy storage unit. In a first operating mode, the rail vehicle travels by means of energy extracted from the power supply and without energy from the energy storage unit. In a second operating mode, the rail vehicle travels, at least in part, by means of energy from the energy storage unit and/or at reduced traction power in comparison to the first operating mode. The rail vehicle includes a controller set up for activating the first or the second operating mode, as a function of an upper consumption limit, which defines the permissible upper limit of the power that can be extracted from the power supply. The upper consumption limit is established in a variable manner so as to prevent power peaks in the power supply.
B60L 50/53 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
B60L 53/56 - Mechanical storage means, e.g. fly wheels
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
B60M 7/00 - Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway
B61C 3/02 - Electric locomotives or railcars with electric accumulators
The invention relates to an external emergency release mechanism of a door, the emergency release mechanism comprising an emergency actuation device that can be protected from freezing by the heating element. The invention further relates to a corresponding means of transport for people, in particular a rail vehicle.
A power converter, an electric drive system and a method for operating a power converter are disclosed. The power converter has connections for connecting to a direct voltage source and connections for electrical connection to phase lines of the electric drive machine. The power converter is configured to convert a direct voltage from the direct voltage source via a direct voltage intermediate circuit into an alternating voltage in order to drive the drive machine. The power converter includes bridge branches for connecting a high-potential section to a low-potential section. A bridge branch includes two half branches with at least one switching device. A resulting nominal voltage of a half branch is greater than a counter-electromotive peak voltage between two phase lines at the maximum rotational speed of the drive machine. A half branch of a bridge branch includes a series circuit of two or more than two switching devices.
H02M 7/5387 - Conversion of DC power input into AC power output without possibility of reversal 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 using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
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
B60L 50/51 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
The invention relates to an external emergency release mechanism of a door, the emergency release mechanism comprising an emergency actuation device that can be protected from freezing by the heating element. The invention further relates to a corresponding means of transport for people, in particular a rail vehicle.
A method for manufacturing a railcar body includes assembling an underframe assembly, side walls, a roof and end walls made from laser cut sheet and plate components where the assemblies made from sheet components are robotically laser welded by solely using melt-through welds and where the assemblies made from plate components are robotically laser welded using solely butt welds.
B23P 15/00 - Making specific metal objects by operations not covered by a single other subclass or a group in this subclass
B23K 31/02 - Processes relevant to this subclass, specially adapted for particular articles or purposes, but not covered by any single one of main groups relating to soldering or welding
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
A method for manufacturing a railcar body comprises assembling an underframe assembly, side walls, a roof and end walls made from laser cut sheet and plate components where the assemblies made from sheet components are robotically laser welded by solely using melt-through welds and where the assemblies made from plate components are robotically laser welded using solely butt welds.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
The invention relates to a method for selectively controlling the temperature of passenger compartments of a vehicle, wherein in the method current temperature-control states of the passenger compartments and current states of occupation of the passenger compartments are determined, a temperature-control performance of the entire vehicle is calculated on the basis of the current temperature-control states of the passenger compartments, a state of occupation of the entire vehicle is calculated on the basis of the current states of occupation of the passenger compartments, and passengers are directed into various passenger compartments as a function of the current temperature-control states of the passenger compartments, the calculated temperature-control performance and the calculated state of occupation of the entire vehicle.
A detrainment assembly (26) for exiting a rail vehicle through an emergency exit doorway (19) located at an end of the rail vehicle comprises a door threshold (24) to be permanently fixed at a lower edge and outside of the emergency exit doorway (19) and a detrainment bridge (28). The detrainment bridge (28) comprises a main section (28 A) and an extension section (28B) connected to the main section (28 A) so as to be movable between a stored position and an extended position. Hinge elements (30, 32) are provided between the main section (28A) and the door threshold (24) for pivotably supporting the detrainment bridge (28) from a retracted, upright position down to a stretched-out, horizontal position. The hinge elements (30, 32) can be disengaged from one another when the detrainment bridge (28) is in the upright position. A descending device (34) can be releasably attached the main section (28A).
A side wall for a rail vehicle body includes an outer skin, an insulating layer adjacent an inner face of the outer skin, a structural layer adjacent an inner face of the insulating layer, a finishing layer adjacent an inner face of the structural layer and a window. The insulating layer provides at least one of a thermal and an acoustical insulation. The structural layer has a longitudinally aligned top door frame member, vertical left and right door frame members and a plurality of diagonal structural members oriented at an angle comprised between 1 degree and 89 degrees from the top door frame member. The plurality of diagonal structural members defines a lattice structure having a plurality of openings there in between. The window covers at least a portion of one of the plurality of openings.
A cooling system for a rail vehicle having an internal combustion engine as a generator of electricity is operative to exchange heat between a cooling fluid circulating in a cooling circuit connected to the internal combustion engine and air located in an underfloor space of the rail vehicle. A heat exchanger and a fan, located in the underfloor space, are fluidly connected to an exhaust in a side skirt depending from a floor of the rail vehicle. The fan is operative to force air from the underfloor space through the heat exchanger and through the exhaust to an ambient space located on an external side of the side skirt.
An autonomous vehicle for passengers comprises four steerable wheels where each steerable wheel is steered by a steering system having a set of two actuators. One actuator of each set of actuators is powered by a first power source while the other actuator of the set of powered by a second power source. Four controllers each control one actuator of each set of actuators and one actuator from another set of actuators.
An electric machine comprises a housing (9) enclosing at least a rotor (5) and stator windings (4) of a stator (2) of the machine and comprising an end shield (10, 11) at each axial end of the machine. The housing has an air inlet (15) at a first axial end (12) of the machine and a peripheral air outlet (16) at the other, second axial end (13) of the machine. A fan (17) is arranged in the housing at said second axial end to rotate with the rotor for creating a flow of air through the housing from the air inlet to the air outlet for cooling parts of the electric machine. An air outlet channel (19) conducts air radially leaving the fan to the air outlet (16). This channel has a first channel portion with first walls (21) directing air leaving the fan (17) axially back in the direction of the first axial end (12) and a second channel portion with second walls (23) redirecting the air flow from the fan to assume a major radial component.
H02K 5/15 - Mounting arrangements for bearing-shields or end plates
H02K 5/20 - Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
H02K 9/06 - Arrangements for cooling or ventilating by ambient air flowing through the machine having means for generating a flow of cooling medium with fans or impellers driven by the machine shaft
A system for feeding electric power to a first consumer (1) comprises an input filter (6) with an input configured to be connected to a DC energy source and a DC intermediate link (3) connected to an output (14) of the input filter. A converter (12) is with an input connected to the DC intermediate link and has an output to be connected to said first consumer (1). The unit (16) controls the converter to obtain feeding of electric power requested by the first consumer independently of variations of the voltage on the DC link (3). An assembly is configured to act stabilizing on that voltage by controlling the converter to add a first power component to the power to be fed to the consumer. A second consumer (19) is controlled to consume a second power component to either assist the control of the converter to obtain the stabilization or alone take care thereof.
H02J 1/02 - Arrangements for reducing harmonics or ripples
B60L 9/18 - Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
H02M 7/48 - Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
B60L 7/22 - Dynamic electric resistor braking, combined with dynamic electric regenerative braking
74.
Method of determining the position of a freely rotating rotor in a permanent magnet motor, and a control ciruit and a system therefor
A control circuit, a system and a method 200 of determining a position of a rotor in a permanent magnet motor PM1 in a state when the rotor is freely rotating, the motor being connected to a direct voltage link 101 via an inverter circuit 102, wherein the inverter circuit is operable for connecting windings of a stator of said motor to the direct voltage link, the method comprising the following a step a) short circuiting 201 the windings of the stator of said permanent magnet motor, a step b) measuring 202 a back electromotive force EMF of the short-circuited windings of the stator; and a step c) determining 203 the position of the rotor by means of the measured back EMF.
The invention relates to a seat arrangement (10) in a public transportation vehicle, with a front row (14) of at least two seats (16A, 16B) with individual backrests (18 A, 18B) and a rear row (20) of at least one seat (22 A, 22B) laterally offset with respect to the at least two seats (16A, 16B) of the front row (14). A back of the front row (14) is provided with a continuous knee bolster (34) that extends laterally to cover a lower part of the backrests (18A, 18B) of the two seats (16A, 16B) of the front row (14).
B60N 2/24 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles for particular purposes or particular vehicles
B60N 2/01 - Arrangement of seats relative to one another
B60N 2/42 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
B60N 2/427 - Seats or parts thereof displaced during a crash
A rail vehicle includes an airbag assembly having a housing, an airbag, a lid, at least one vessel and an aesthetic body panel. The airbag assembly is installed at an end of the rail vehicle. The airbag is placed inside the housing and the lid closes the housing. The lid is attached to the airbag so that it is located at a bottom portion of the airbag when the airbag is fully deployed. The lid and the aesthetic body panel, distant by a gap when the airbag is stored, are provided with compatible connecting interfaces so that the aesthetic body panel attaches to the lid through interconnection of the connecting interfaces upon inflation of the airbag with the pressurized fluid. The aesthetic body panel protect the inflated airbag from wear against the ground on which the rail vehicle travels.
B61F 19/08 - Nets, catchers, or the like for catching obstacles or removing them from the track of the drop-down type
B60R 19/20 - Means within the bumper to absorb impact containing gas or liquid, e.g. inflatable
B60R 21/36 - Protecting non-occupants of a vehicle, e.g. pedestrians using airbags
B60R 21/00 - Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
77.
Anti-seismic retaining system for a mass transit vehicle
A retaining system for a mass-transit vehicle adapted to travel on a guideway includes a longitudinal retaining track having two retaining rails. Each retaining rail has a projection projecting inwardly toward the other retaining rail. A grabbing mechanism of the mass-transit vehicle has grabbing portions extending outwardly underneath the projections of the retaining rails. The grabbing portions are pivotally and resiliently connected to a wheelset of the mass-transit vehicle proximate a midplane of the body. When the mass-transit vehicle rolls on one side past a predetermined angle, an opposite one of the grabbing portions is operative to contact a corresponding one of the horizontal projections. The roll of the mass-transit vehicle is thereby gradually stopped under a force developed by a corresponding resilient element.
The present invention relates to an articulation device for flexibly connecting car bodies of an articulated vehicle, which device is composed of at least one central bearing, two base bearings and two legs. Correspondingly, the legs form a wishbone connection. At least one base bearing is designed and/or its materials are selected in such a way that the bearing section and support section can perform a forced movement relative to one other. Correspondingly, the bearing section and support section are arranged flexibly with respect to one other as part of a stiffness. According to one embodiment, at least one base bearing and/or components thereof are designed and materials are selected in such a way that a stiffness of a base bearing in at least one leg direction of the leg belonging to the base bearing is at least 3 kN/mm and/or a maximum of 6 kN/mm at least in a quasi-linear range of stiffness. In this way, rolling movements can be effectively compensated for by means of the articulation device. Thus. the car bodies are suitably decoupled in the transverse direction, with a targeted selection of the overall stiffness between the cars helping to prevent the damaging transmission of a rolling movement. At the same time it can be ensured that an overall stiffness in the longitudinal direction is many times higher than the resulting overall stiffness at the central bearing in the transverse direction.
B61G 5/02 - Couplings not otherwise provided for for coupling articulated trains, locomotives and tenders, or the bogies of a vehicleCoupling by means of a single coupling barCouplings preventing or limiting relative lateral movement of vehicles
B60D 5/00 - Gangways for coupled vehicles, e.g. of concertina type
The present invention relates to a wheel arrangement for a rail vehicle, in particular, a light rail vehicle, comprising a wheel unit (107) and an axle unit (108). The axle unit (108) is configured to be connected to a running gear structure of the rail vehicle, wherein the axle unit (108) rotatably supports the wheel unit (107). The axle unit (108) comprises a wheel bearing unit (108.1), wherein the wheel bearing unit (108.1) forms a bearing for the wheel unit (107) and defines a wheel axis of rotation (107.1) of the wheel unit (107) during operation of the rail vehicle. The axle unit (108) comprises a wheel support unit (108.3) and a primary suspension unit (105), wherein the primary suspension unit (105) is located kinematically in series between the wheel support unit (108.3) and the wheel bearing unit (108.1), such that the wheel support unit (108.3) supports the wheel bearing unit (108.1) via the primary suspension unit (105) in a manner resilient in at least two mutually transverse translational degrees of freedom.
The present invention relates to a wheel arrangement for a rail vehicle, in particular, a light rail vehicle, comprising a wheel unit (107) and an axle unit (108). The axle unit (108) is configured to be connected to a running gear structure of the rail vehicle, wherein the axle unit (108) rotatably supports the wheel unit (107). The axle unit (108) comprises a wheel bearing unit (108.1), wherein the wheel bearing unit (108.1) forms a bearing for the wheel unit (107) and defines a wheel axis of rotation (107.1) of the wheel unit (107) during operation of the rail vehicle. The axle unit (108) comprises a wheel support unit (108.3) and a primary suspension unit (105), wherein the primary suspension unit (105) is located kinematically in series between the wheel support unit (108.3) and the wheel bearing unit (108.1), such that the wheel support unit (108.3) supports the wheel bearing unit (108.1) via the primary suspension unit (105) in a manner resilient in at least two mutually transverse translational degrees of freedom.
The invention relates to a flexibly configurable power converter assembly (1), comprising: - a plurality of switching modules (10), each of which comprises at least one semiconductor transistor (26); - a driver unit (28) for each of the switching modules (10); and - a signal distributing unit (22) which is designed to distribute control signals to each of the driver units (28) via signal lines (27); wherein the distribution of the control signals can be flexibly configured by the signal distributing unit (22) such that different combinations of driver units (28) can be defined to which identical control signals can be distributed, the signal distributing unit (22) can be programmed to define each combination, and the programming defines The invention additionally relates to a method for configuring such a power converter assembly (1).
H02M 1/088 - Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters for the simultaneous control of series or parallel connected semiconductor devices
H02M 7/00 - Conversion of AC power input into DC power outputConversion of DC power input into AC power output
H02M 7/219 - Conversion of AC power input into DC power output without possibility of reversal 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 using semiconductor devices only in a bridge configuration
H02M 7/5387 - Conversion of DC power input into AC power output without possibility of reversal 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 using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
H02M 7/797 - Conversion of AC power input into DC power outputConversion of DC power input into AC power output with possibility of reversal 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 using semiconductor devices only
82.
Power phase module of a converter, converter, and vehicle
A power phase module has at least one first DC terminal pair on a face of the power phase module with respective connection elements for connection to a current bar pair. The power phase module further has a first DC capacitor terminal pair on the face being spaced apart from the first DC terminal pair and connected in parallel with it and having respective connection elements for connection to an intermediate circuit capacitor module associated with the power phase module. The power phase module further has a first AC terminal on another side of the power phase module and a switching device connected with the first AC terminal and the first DC terminal pair for converting a direct voltage. The power phase module further has a cooling device to carry heat out of the power phase module. Further proposed are a converter and a rail vehicle with a converter.
H05K 7/14 - Mounting supporting structure in casing or on frame or rack
H01G 4/38 - Multiple capacitors, i.e. structural combinations of fixed capacitors
H01G 4/40 - Structural combinations of fixed capacitors with other electric elements not covered by this subclass, the structure mainly consisting of a capacitor, e.g. RC combinations
H01L 23/50 - Arrangements for conducting electric current to or from the solid state body in operation, e.g. leads or terminal arrangements for integrated circuit devices
H02M 7/00 - Conversion of AC power input into DC power outputConversion of DC power input into AC power output
H05K 7/20 - Modifications to facilitate cooling, ventilating, or heating
An arrangement for earthing a DC intermediate link connected to a converter on board a track-bound vehicle is configured to be permanently arranged on board the vehicle and comprises two conducting members (23, 24) permanently connected to a pole each of a DC intermediate link and to a first contact member (29, 30) each movably arranged with respect to second contact members (35, 36) permanently connected to a chassis part of the vehicle connected to earth. A handle (34) is connected to the first or second contact members while being electrically insulated with respect thereto to be manually operated for moving the contact members connected thereto between a position of not earthing and a position of earthing the DC intermediate link.
H02M 7/00 - Conversion of AC power input into DC power outputConversion of DC power input into AC power output
B60R 16/03 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided forArrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric for supply of electrical power to vehicle subsystems
H05K 5/02 - Casings, cabinets or drawers for electric apparatus Details
The invention relates to an electrical system of a rail vehicle, the electrical system comprising a first power converter, at least one other power converter, and at least one transformer, an intermediate circuit section of the first power converter being electrically connectable, by at least one intermediate circuit electrical connection, with an intermediate circuit section of the at least one other power converter, the at least one part of the electrical intermediate circuit connection being routed through a transformer case, as well as a rail vehicle and a process for operating the electrical system.
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
A process for detecting a derailment of a rail vehicle having two or more rail vehicle parts and one or more articulations through which adjacent rail vehicle parts are rotatably connected with one another includes determining an angle of rotation between adjacent rail vehicle parts, and/or a quantity derived from the angle of rotation. The process further includes comparing the angle of rotation or the derived quantity with at least one reference value or threshold, or with at least one reference value range or threshold range. A test criterion indicating whether or not there is a derailment is defined based on the at least one reference value or threshold, and/or an expected relationship of multiple angles of rotation, and/or an expected relationship of the multiple quantities derived from the angles of rotation, relative to one another. The method further includes determining whether or not the test criterion is met.
B61F 9/00 - Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
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
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 25/02 - Indicating or recording positions or identities of vehicles or trains
B61F 5/24 - Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
86.
Running gear with a steering actuator, associated rail vehicle and control method
A running gear for a rail vehicle includes first and second independent wheel assemblies on opposite sides of a longitudinal vertical median plane of the running gear, each having an independent wheel and a bearing assembly for guiding the wheel about a revolution axis fixed relative to the bearing assembly. In a reference position of the running gear, the revolution axes of the first and second wheel assemblies are coaxial and perpendicular to the longitudinal vertical median plane. The running gear further includes one or more steering actuators for moving the bearing assembly of at least one of the two wheel assemblies away from the reference position in a longitudinal direction parallel to the longitudinal vertical median plane, a wheel flange contact detection unit for detecting a contact between a flange of the wheel with a rail, and a controller for controlling the one or more steering actuators.
B61F 3/16 - Types of bogies with a separate axle for each wheel
B61F 5/38 - Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
B61F 5/24 - Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
B61F 5/44 - Adjustment controlled by movements of vehicle body
A bogie for a rail vehicle, such as a locomotive, includes a frame, two wheelsets and at least one drive unit. The drive unit is mounted to the frame and to the wheelset. A motor is at least partially supported by the frame while a gearbox to which it is flexibly connected has a main gear mounted on the one wheelset as well as a pinion for driving the main gear. The gearbox is connected to the frame by a reaction rod placed away from the wheel-axle on which the gearbox is mounted. The reaction rod, which defines an axis, is aligned so that its axis extends substantially through a center of the bogie when projected in a longitudinal-vertical plane bisecting the bogie.
B61C 9/50 - Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
B61F 3/04 - Types of bogies with more than one axle with driven axles or wheels
A passenger transport means (1) having a car body (6) and having an interior compartment (7). For the supply of air to the interior compartment, the passenger transport means has a ventilation device (20). Said ventilation device (20) is formed at least by an air-conditioning unit (21), a feed air channel system (30) for the feed of air (25, 26) into the interior compartment, and by a central air interface (24). Furthermore, an air outlet of the air-conditioning unit is connected to the central air interface, which forms the interface to the feed air channel system. In particular, the central air interface can serve for merging a concrete and separate cold-air outlet (23) and warm-air outlet (22), such that a combined air outlet is formed at the interface between feed air channel system and air-conditioning unit, that is to say at the central air interface. According to one embodiment, the feed air channel system has at least one ceiling channel (31), which is arranged in the ceiling region of the vehicle ceiling, at least one branch channel (33) which leads away from the ceiling channel, and at least one active manipulation device (35) for manipulating the air stream through the branch channel. The branch channel leads from the ceiling channel into a floor region of the vehicle floor, wherein the branch channel is equipped with a floor outlet (34) in the floor region. The active manipulation device is configured such that, by means thereof, an air stream through the branch channel can be assisted.
A wiper arrangement for cleaning a field of vision of a sensor on a windshield of a vehicle equipped with a windshield wiper arrangement, such as a rail vehicle. The wiper arrangement comprises a wiper element and a carrier fastened to or in proximity of the windshield. The wiper element is movably supported on the carrier such that it can be brought into and out a stable holding position by overcoming a defined holding force. The wiper element can be brought out of the stable holding position by a wiping movement of a wiper blade of the windshield wiper arrangement, thereby being actuated simply by the wiping movement of the wiper blade and avoiding the use of additional actuation means. A vehicle includes a windshield system, which itself includes both the windshield wiper arrangement and the wiper arrangement.
The present invention relates to a bogie device for supporting a carriage body (102) of a rail vehicle (100), having at least two bogie units (103; 113), which are connected to each other in a longitudinal direction of the bogie device (101) by means of a connecting device (110), each bogie unit (103; 113) comprising a wheel unit (104) and an auxiliary frame (105), each wheel unit (104) comprising two wheels (104.1) which are spaced in a transverse direction of the bogie device (101), and the auxiliary frame (105) being supported on the wheel unit (104) in a vertical direction of the bogie device (101). The auxiliary frame (105) also has an interface device (107) for detachably attaching the connecting device (110). Furthermore, the interface devices (107) and the connecting device (110) are designed such that a substantially rigid connection, at least in the vertical direction, exists via the connecting device (110) between the auxiliary frame (105) of the bogie units (103; 113) in a mounted state.
An arrangement for cooling power semiconductor devices (2) of a converter (1) arranged in a closed casing (3) with the semiconductor devices in a bottom of the casing on top of a heat sink (5) having members (6) for heat exchange extending externally of the casing out from the bottom comprises a channel (8) for conducting a flow of air to pass said members (6) for cooling thereof, in which a first portion (7) of the channel has the casing bottom as a ceiling and receiving said members (6). A fan (9) is located with a suction side connected to the first channel portion (7) to create a flow of air from an inlet (16) from the exterior (19) into the channel while passing the heat sink members. The fan (9) is provided with an inlet cone (12) arranged to allow air to be drawn all around into the fan.
A passenger transport vehicle (1) with a lifting apparatus (13) which is used for assisting passengers (12) during entry into and exit from the passenger transport vehicle. Said passenger transport vehicle has a body (6) with a passenger compartment (7). Furthermore, a passenger compartment is provided with a vehicle floor (8) in which passengers can be accommodated sitting and/or standing. The passenger transport vehicle is designed here in such a manner that a height difference is formed between a floor level of the vehicle floor and a ground level of a surrounding ground (14) of an immediate surroundings (2) of the vehicle. In addition, the passenger transport vehicle has a lifting apparatus with a platform (20) for receiving a passenger, wherein the platform can also be raised by means of a lifting unit (31) of a lifting device (30) of the lifting apparatus. The lifting unit is provided so as to be movable in a vertical direction (4) in relation to the body and brings about the lifting or the lifting operation of the platform. Furthermore, the lifting apparatus has a positioning device (50; 60) for guiding and moving the platform. Said positioning device serves to be able to adjust a position of the platform at least with respect to the transverse direction (5), longitudinal direction and/or horizontal. In particular, the positioning device can be operatively arranged either between body and platform or between lifting unit and platform.
A61G 3/06 - Transfer using ramps, lifts or the like
B60P 1/44 - Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading having a loading platform thereon raising the load to the level of the load supporting or containing element
93.
Modular personal protection device under the vehicle
An airbag module and a rail vehicle with an airbag module are described herein. The airbag module includes a support flap, which is pivotably mounted on its rear end, such that the airbag module is convertable from a closed state into an open state by pivoting the support flap. The airbag module further includes an airbag, which is folded in the closed state of the airbag module and unfolded in the open state of the airbag module, so that the unfolded airbag and the support flap together form an impact protection for a person on the track. Furthermore, a rail vehicle with one or a plurality of airbag modules is described.
An airbag module and a rail vehicle with an airbag module are described herein. The airbag module includes a support flap with a front end and a rear end. The rear end of the support flap is thereby pivotably mounted by means of a first pivot bearing, wherein the airbag module is convertible from a closed state into an open state by pivoting the support flap and the front end of the support flap thereby moves toward the track. The airbag module includes an airbag fixed on the airbag module. The airbag is folded in the closed state of the airbag module, and is unfolded in the open state of the airbag module. In its unfolded state, the airbag projects beyond the front end of the support flap, so that the unfolded airbag and the support flap together form an impact protection for a person on the track. Furthermore, a rail vehicle with one or a plurality of airbag modules is described.
B60R 19/20 - Means within the bumper to absorb impact containing gas or liquid, e.g. inflatable
B60R 21/36 - Protecting non-occupants of a vehicle, e.g. pedestrians using airbags
B60R 21/00 - Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
95.
System and method for modulating a charging rate for charging a battery of a vehicle as a function of an expected passenger load
A system and a method for managing a charging station allow charging a battery of a connected autonomous electric vehicle for carrying passengers in a controlled environment. A controller connected to the charging station determines and modulates a charging rate with which the charging station charges the battery based on a duration between a start of charging the vehicle and a forecasted time of start of duty mode of the vehicle. The duration is determined by the controller based on a forecasted passenger load as a function of time.
The invention relates to a vehicle (1), in particular for passenger transport, having at least one window (6, 7, 8) with a window pane of variable transparency. To reduce the likelihood of passengers or drivers being traumatized in the event of an accident, the vehicle is provided with a control device for controlling the transparency of the window pane, wherein, when an exceptional driving condition occurs, the transparency of the window pane can be reduced by the control device.
The present invention relates to a wiper device (1) for a vehicle (30) and a vehicle. Such a wiper device cleans a sensor field of vision (42) of a windshield (40) and has a wiper element (2) and a carrier (10). The carrier can be fastened to the windshield. The wiper element is movably mounted on the carrier. The carrier, the wiper element, and/or mounting elements acting between the carrier and the wiper element are designed in such a way that the wiper element can assume at least one stable holding position (3, 4) relative to the carrier, and the wiper element can be brought out of the stable holding position at least by overcoming a defined holding force. Furthermore, mounting of the wiper element on the carrier is chosen in such a way that the wiper element always seeks to assume at least one particular holding position, preferably a first or a second particular holding position, with respect to the carrier. In addition, the carrier and wiper element and/or a mounting unit acting therebetween are designed in such a way that the wiper element is held in the stable holding position by means of a defined holding force. In this way for the first time a separate wiper device can be arranged on a windshield of a vehicle, this wiper device being provided exclusively for cleaning a sensor field of the windshield.
One embodiment of the invention relates to a vehicle segment (50, 50', 60, 60', 70, 70') for a multiple-unit rail vehicle (500, 600, 700) comprising a first car body segment (7, 7') and a second car body segment (6, 6'), which is connected to the first car body segment (7, 7') for rotation about a vertical axis (10, 10', z) of the vehicle segment (50, 50', 60, 60', 70, 70'). A first crossing region for people (P1, P1') is formed between the first car body segment (7, 7') and the second car body segment (6, 6'). The second car body segment (6, 6') has, at an end facing away from the first car body segment (7, 7'), two mechanical coupling elements (11, 11') for coupling an additional vehicle segment (50', 50, 60', 60, 70', 70), an electrical coupling element (2, 2') for electrically connecting to the additional vehicle segment (50', 50, 60', 60, 70', 70), and a bellows (4, 4') for a second crossing region for people (P2) to the additional vehicle segment (50', 50, 60', 60, 70', 70) or a connection point for the bellows (4, 4'). The mechanical coupling elements (11, 11') are connected to the second car body segment (6, 6') by means of respective joints (1, 1'), which enable rotational motion about a transverse axis (y), which is perpendicular to the vertical axis (z) and to a longitudinal axis (x) of the second car body segment (6, 6'), which longitudinal axis is perpendicular to the vertical axis (z).
B61G 5/02 - Couplings not otherwise provided for for coupling articulated trains, locomotives and tenders, or the bogies of a vehicleCoupling by means of a single coupling barCouplings preventing or limiting relative lateral movement of vehicles
B61D 1/00 - Carriages for ordinary railway passenger traffic
The invention relates to a vehicle (1) which has a carriage body (3) comprising an interior (4) with a floor (6), a heat- producing component, and a heat dispensing device (22) for discharging heat to the vehicle surroundings (2) in a controlled manner. The heat dispensing device (22) is connected to the component via an exhaust heat circuit (23). Additionally, a floor heating device (20) is provided in the region of the floor (6) of the vehicle (1) in order to heat the floor (6). The floor heating device can be connected to a heat circuit (21), among others, said heat circuit being designed to transport heat from a heat-producing component, in particular waste heat from one of the aforementioned components, to the floor heating device (20). Furthermore, the vehicle (1) has an adjustment device for adjusting the heat output of the floor heating device (20) and a humidity detection device for determining a humidity of the floor (6). A controller (30) and the adjustment device are designed such that the floor heating device (20) is activated in the event of a dryness criterion.
A voltage source converter has a half bridge (18) with two current valves (19, 20) connected in series and an arrangement configured to carry out voltage measurements for determining a value of the DC voltage between opposite poles (21, 22) of a DC side of the converter. Each current valve comprises a semiconductor device (23, 24) controlled by an associated gate drive member (29, 30), each forming gate drive parts of one gate drive unit (28) in common to both current valves. The gate drive unit (28) comprises an isolated two-way communication link (33) between the gate drive members. The arrangement is included in the gate drive unit and configured to measure the entire DC voltage between said opposite poles (21, 22). A converter control device (31) calculates and sends control signals to the gate drive unit based on the result of the voltage measurement.
