Abstract: A device for measuring the movement of a self-guiding vehicle, that has an enhanced measuring reliability, in particular during an adhesion loss and independently from the travel profile of the vehicle in terms of slope, turn and slant. To this end, the device for measuring the movement of a self-guiding vehicle includes on board thereof two accelerometers coupled to a movement calculator, wherein each accelerometer includes two measurement axes on which are measured projections of a vehicle acceleration resultant. The four measurement axes of the accelerometers are adjusted so that the calculator provides, from the four projection measures, at least one very accurate longitudinal acceleration value of the vehicle at each point of a route including both slopes and turns.

Abstract: The invention relates to a device for measuring the movement of a self-guided vehicle, that comprises onboard thereof: at least one accelerometer provided with a measurement axis arranged in the longitudinal direction of a potential main rectilinear movement of the vehicle, a first tachometer provided on an axle upstream from the vehicle in the longitudinal direction, a second tachometer provided on a second axle downstream from the vehicle in the longitudinal direction, wherein measure signals from the accelerometer and from the first and second tachometers are supplied to a computing unit. Accordingly, it is advantageously possible to determine the speed and the position of the vehicle on a vehicle route while taking into account an adhesion loss of at least one of the axles as well as an exact slope and turn effect on a vehicle route that does not remain rectilinear and changes horizontally and/or vertically.

Abstract: An anti-collision control system for one or more vehicles fitted with an onboard automatic pilot (self-guiding) allowing for bi-directional movements on a single track under the control of a ground-based automated traffic control unit of the CBTC type. The system includes: a signaling control unit of the AWS type for controlling ground signals on a section of a single-direction circulation lane; a first default control means based on which the signaling control unit imposes a single-direction movement to the vehicle running on the section of a single-direction circulation lane in order to avoid any collision with another vehicle controlled solely by the signaling control unit of the AWS type, i.e. independently from the ground-based automated traffic control unit.

Abstract: The invention relates to an anti-climbing device (2) for railway carriages, which is fixed at least at one end of the carriage at a defined height and extends over at least part of the carriage width. To co-operate with the end section of an anti-climbing device of another carriage in the event of a crash, said device is provided with a central cut-out section (5), open on the underside and delimited on the upper side by an interception surface, said section being located beneath a central protruding end section (4), in addition to two centering surfaces (8) that laterally delimit the section (5). An essentially horizontal fixing surface (9) adjoins the lower edge of each centering surface.

Abstract: A communication system adapted for a vehicle includes a network for communication between at least two communication interfaces respectively connected to a first controller which manages/runs a control application and a second controller which also manages/runs the control application. The communication interfaces have, per controller, at least one communication port from which a communication link is possible. The communication link is a PLC (Power Line Communication) link having at least two electrically conductive links connected to each of the respective communication ports through at least one coupling transformer, for a control application transmission between the two communication interfaces.

Abstract: A rail vehicle comprising an anticlimber disposed in a vehicle end region and extending over substantially the entire width of the vehicle, wherein there is disposed, in the end region of the rail vehicle, at least one anticlimber element forming a partial vertical extension of the anticlimber, which anticlimber element is capable of engaging the anticlimber of another rail vehicle in the event of a collision.

Abstract: An integrated impact energy management system is provided for managing a wide range of impact energies exerted upon impact of a vehicle with an object. The system includes a cover structure adapted for attachment to a vehicle, the cover structure being designed to deform elastically when impact energy is exerted thereon, and having an inner surface with a preformed detent. The system also includes a folding coupler mechanism including a shank having a proximate end adapted to attach to the vehicle, and a longitudinal axis that extends from the proximate end to a distal end in a direction substantially parallel to a longitudinal axis of the vehicle. The shank has an energy absorption element for absorbing energy caused by compressive forces exerted along the longitudinal axis of the shank. The folding coupler mechanism also includes a coupling head pivotally attached to the distal end of the shank for pivoting between an extended position and a stowed position.

Abstract: The invention aims to provide a compact device for despatching a command. For this purpose, the invention proposes a novel type of output stage. A secure verification device of the despatching of a binary command signal from at least one conductor has an input terminal and an output terminal. Means of insertion despatch a verification message on said conductor. At least one optical coupler has an emission diode coupled to the conductor so as to copy the verification message when the binary signal is in a first state and not to copy it when it is in a second state different from the first state.

Abstract: A deformable element for a vehicle, particularly a rail vehicle, comprising a profiled part (CR) disposed between two end plates (AC, AP) and having the form of a tubular box, particularly of polygonal cross section for dissipating impact energy in the event of longitudinal compression by plastic deformation, and comprising a guide element (FH) disposed parallel to the longitudinal direction of said profiled part (CR), which guide element is fixed to the end plate (AC) remote from the vehicle and is capable of sliding through a through opening (DL) in the end plate (AP) facing the vehicle, wherein the end plate (AP) facing the vehicle has a through opening (DL) which has a shape which permits contactless sliding of said guide element (FH) in the longitudinal direction and lateral inclination of said guide element relative to the longitudinal direction.

Abstract: An energy-regulating system for a vehicle, suitable for use in a mass transportation system between a departure station and an arrival station along a predetermined route, has advantageously a high-power electrical storage device placed on board the vehicle, supplying power to the vehicle, at least during acceleration. The energy recovered during braking of the vehicle is stored in the storage device. At least the departure station includes an electrical charging area capable of charging the storage device of the vehicle and activated in a charging mode as soon as the residual energy of the storage device of the vehicle is below a variable threshold dependent on an early estimate of the energy balance of the vehicle at least up to the arrival station.

Abstract: Interconnected train cars (ZUV) with at least two rail vehicles (WA1, WA2) coupled to each other, between which there is a passage (UEB) with at least two gangway bellows (WB1, WB2), which can be connected to each other and which each have several bellows frams (BR1, BR2, BR3, BR4), and the passage (UEB) has additional passage plates (UB1, UB2, UB3, UB4) and a support (ABS) for the passage plates (UB1, UB2, UB3, UB4), with this support being able to move on a sliding plate (GLP) arranged between the rail vehicles (WA1, WA2) above a coupling device (KUP), wherein there is at least one pile-up prevention device (AC1, AC2) at the end regions of the rail vehicles (WA1, WA2) coupled to each other, with the pile-up prevention devices (AC1, AC2) each extending essentially over the entire vehicle width, the bottom edges of the bellows frames (BR1, BR2, BR3, BR4) being arranged over the upper edges of the pile-up prevention devices (AC1, AC2), and the sliding plate (GLP) being arranged under the bottom edge of the pil

Abstract: A system for communications between a vehicle network and a wayside network includes a router in the vehicle network configured to manage routing of data over one of at least two clients, and a radio-frequency based communication network for providing a connection between each client and an access point linked to the wayside network. Monitoring means in a vehicle of the vehicle network are configured to control a quality of the connection in order to configure the router so that one of the clients is selected for the data routing between the vehicle and the wayside network.

Abstract: A rail vehicle having a vehicle body (WKA) comprising on at least one vehicle end a compression zone (STA) located behind an end carrier (ETR) of the vehicle body, and having a central buffer coupling (KUP) extending from a substantially vertical pivot axis (SWA) to the vehicle end and connected to said vehicle body via a coupling carriage (KSL) wherein said coupling carriage (KSL) is attached to said end carrier (ETR) and extending from said end carrier (ETR), bridging said compression zone (STA), towards the vehicle centre, and which is guided longitudinally slidable on the vehicle body (WKA).

Abstract: The invention relates to a method for adapting the brake cylinder pressure (pc,actual; pc1/pc2/pc3/pc4) of a pneumatic brake of a rail vehicle (FZG). According to the invention, during a braking process, the momentary actual slip (sactual) between at least one wheel (2) of the rail vehicle (FZG) and a rail (3) is determined, a desired slip (sdesired) between the at least one wheel (2) and the rail (3) is predetermined, and the brake cylinder pressure (pc,actual; pc1, pc2/pc3, pc4), which corresponds to the difference of the actual slip (sactual) from the predetermined actual slip (sdesired), is modified such that the difference between the desired and actual slip is approximately zero or is at a minimum. The desired slip can be, selectively, in the micro or macro slip range. A braking state factor is determined in the event of a stable braking process, from axle speed measurements and brake cylinder pressures.

Abstract: A deformable element for a vehicle, particularly a rail vehicle, comprising a profiled part (CR) disposed between two end plates (AC, AP) and having the form of a tubular box, particularly of polygonal cross section for dissipating impact energy in the event of longitudinal compression by plastic deformation, and comprising a guide element (FH) disposed parallel to the longitudinal direction of said profiled part (CR), which guide element is fixed to the end plate (AC) remote from the vehicle and is capable of sliding through a through opening (DL) in the end plate (AP) facing the vehicle, wherein the end plate (AP) facing the vehicle has a through opening (DL) which has a shape which permits contactless sliding of said guide element (FH) in the longitudinal direction and lateral inclination of said guide element relative to the longitudinal direction.

Abstract: A rail vehicle with at least two impact-absorbing posts (RS1, RS2) which are disposed in a front end region (END) and extend vertically to the floor (BOD) of the rail vehicle. A deformable area (KZO) is provided on the front side of the floor (BOD) and each impact-absorbing post (RS1, RS2) is connected to the roof section (DAB) of the rail vehicle via the upper-end region (OE1, OE2) thereof, each impact-absorbing post having, in the respective upper-end region thereof, a pre-determined collapsible region (OE1, OE2) where the buckling (SK1, SK2) of said post should occur in the event of a collision.

Abstract: A bowl-shaped or plate-shaped structural element, consisting of a first layer (A), an intermediate layer (C), and a second layer (B), wherein the first layer (A) and the second layer (B) are profiles (1a, 1b) having anchorage couplers (2a, 2b) projecting into the intermediate layer (C), which couplers regionally interlock with the anchorage couplers (2a, 2b) associated with the respective opposite layer (A, B), and the space between the profiles and their anchorage couplers is filled with a material that is solid and cohesive per se.

Abstract: The cellular system for transmitting information by radio between an infrastructure and mobiles constrained to travel on a determined path comprises stationary transceiver stations and at least one transceiver carried by each mobile, which transceivers are controlled in such a manner that, while a mobile is in a given cell, exchanges between the mobile and the transceivers allocated to the cell take place on two different frequencies in alternation during two successive radio cycles.

Abstract: A pneumatic spring (LUF) for a rail vehicle (SFZ), comprising two bellow rims (BF1, BF2) mounted one above the other and interconnected by pneumatic-suspension bellow (LBA). One of the bellow rims (BF1) comprises a groove (NUT) and the other rim (BF2) comprises a counterpart (GGS) for the groove (NUT), which permit an automatic centering of the two bellow rims (BF1,BF2) in relation to one another in the transversal direction (Q) of the vehicle, if the pneumatic spring (LUF) fails.

Abstract: A method and a device for the recognition of a derailment state of a wheel (RAD) of a rail vehicle. The acceleration of the wheel (RAD) is measured perpendicularly to a rail plane (?) with at least one acceleration sensor (SEN), whereby from an acceleration signal (BSI) generated by the acceleration sensor (SEN) by means of simple integration (INT) over a time window of predeterminable magnitude, one determines a fall speed (FAG) of the wheel (RAD) in the direction of the rail plane (?), and whereby on the basis of the determined fall speed (FAG), one examines whether a derailed state exists.