Abstract: An ad hoc communication network includes at least one vehicle-side radio device connected to a vehicle, a plurality of track-side radio devices installed on a track of the vehicle, and a monitoring and control unit, which is connected to at least one track-side radio device for communication. The track-side radio devices communicate, without logical connection with other track-side radio devices located within the radio range and with the vehicle-side radio device and forward received data to other track-side radio devices located within the radio range. At least two other track-side radio devices are located in each direction along the track within the radio range of each track-side radio device. The track-side radio devices transfer received data to the closest and to the second closest track-side radio device in at least one direction along the track.

Abstract: An ad hoc communication network includes at least one vehicle-side radio device connected to a vehicle, a plurality of track-side radio devices installed on a track of the vehicle, and a monitoring and control unit, which is connected to at least one track-side radio device for communication. The track-side radio devices communicate, without logical connection with other track-side radio devices located within the radio range and with the vehicle-side radio device and forward received data to other track-side radio devices located within the radio range. At least two other track-side radio devices are located in each direction along the track within the radio range of each track-side radio device. The track-side radio devices transfer received data to the closest and to the second closest track-side radio device in at least one direction along the track.

Abstract: A rescue vehicle (2) includes a chassis (4), a drive unit (6) fastened to the chassis (4) and a driver's cab (8), which is fastened to the chassis (4). The chassis (4) is arranged behind the driver's cab (8) in a longitudinal direction L of the rescue vehicle (2). The rescue cab (10) has a gas-tight configuration. The rescue cab (10) has at least one door (12) as an access to the interior (14) of the rescue cab (10). The rescue vehicle (2) has an air supply unit (16), which is configured to supply the interior (14) of the rescue cab (10) with breathing air.

Abstract: A method for cooling a refuge chamber (100) with an emergency cooler (10) in an emergency situation includes cooling of a refrigerating agent (22) in a cold accumulator (20) with a cooling device (30) and detecting an emergency situation. Cold being stored in the refrigerating agent (22) of the cold accumulator (20) is released into the refuge chamber (100)—the refrigerating agent (22) of the cold accumulator (20) is exposed for heat transfer with the refuge chamber (100).

Abstract: A rescue vehicle (2) includes a chassis (4), a drive unit (6) fastened to the chassis (4) and a driver's cab (8), which is fastened to the chassis (4). The chassis (4) is arranged behind the driver's cab (8) in a longitudinal direction L of the rescue vehicle (2). The rescue cab (10) has a gas-tight configuration. The rescue cab (10) has at least one door (12) as an access to the interior (14) of the rescue cab (10). The rescue vehicle (2) has an air supply unit (16), which is configured to supply the interior (14) of the rescue cab (10) with breathing air.

Abstract: A method for cooling a refuge chamber (100) with an emergency cooler (10) in an emergency situation includes cooling of a refrigerating agent (22) in a cold accumulator (20) with a cooling device (30) and detecting an emergency situation. Cold being stored in the refrigerating agent (22) of the cold accumulator (20) is released into the refuge chamber (100)—the refrigerating agent (22) of the cold accumulator (20) is exposed for heat transfer with the refuge chamber (100).

Abstract: A method and a device for determining a train length of a plurality of coupled railroad traction vehicles, each having a vehicle device with an ID specific to the railroad traction vehicle, include determining the train length of arbitrarily long train sets in a secure and simple signaling manner by having vehicle devices determine if the railroad traction vehicle is coupled on one side or both sides by evaluating coupling contacts. The IDs of all of the coupled railroad traction vehicles or ID pairs indicating adjoining relationships of railroad traction vehicles directly coupled to one another are successively transmitted to a particular vehicle device by digital I/O connections between the vehicle devices. The device determines the train length as a function of received IDs or ID pairs.

Abstract: A method for checking the serviceability of a heater of a set of switch points of a rail network includes determining the position of the switch points, detecting the thermal radiation emitted by the switch points, and transmitting the value of the measured thermal radiation and/or a value derived therefrom to a maintenance control center.

Abstract: When determining a fault current portion IF in a differential current idiff(t) measured by an inverter, an AC voltage uAC(t) applied to an AC output of the inverter is measured and a periodic reference function y(t) of alternating sign is generated as a function of the measured AC voltage uAC(t) in order to determine an AC fault current portion IFAC in the differential current idiff(t). The differential current idiff(t) is multiplied by the periodic reference function y(t), and the product of the differential current idiff(t) and the reference function (y(t)) is averaged over an integral number of periods of the reference function y(t). The reference function y(t), at least for one operating state of the inverter, is generated with a predefined phase offset with respect to the measured AC voltage uAC(t) and/or with a frequency which is an integer multiple of the frequency of the measured AC voltage uAC(t).

Abstract: A wiring testing device configured to test the wiring correctness of an inverter is disclosed. The inverter is configured to be connected to a low-voltage three-phase system with a neutral conductor serving as a reference point for grid-side conductor voltages. The wiring testing device includes a test circuit configured to measure the grid-side conductor voltages and determine an average value from the sum of the instantaneous values of the grid-side conductor voltages, and a display unit configured to display an error message if the average value exceeds a threshold voltage for a defined time period. The wiring testing device further includes a capacitor connected between a phase of the three-phase system and the neutral conductor configured to generate a voltage imbalance if the neutral conductor connection is missing, wherein the test circuit is configured to measure the conductor voltages and determine the voltage imbalance.

Abstract: When determining a fault current portion IF in a differential current idiff(t) measured by an inverter, an AC voltage uAC(t) applied to an AC output of the inverter is measured and a periodic reference function y(t) of alternating sign is generated as a function of the measured AC voltage uAC(t) in order to determine an AC fault current portion IFAC in the differential current idiff(t). The differential current idiff(t) is multiplied by the periodic reference function y(t), and the product of the differential current idiff(t) and the reference function (y(t)) is averaged over an integral number of periods of the reference function y(t). The reference function y(t), at least for one operating state of the inverter, is generated with a predefined phase offset with respect to the measured AC voltage uAC(t) and/or with a frequency which is an integer multiple of the frequency of the measured AC voltage uAC(t).

Abstract: A method and a device for determining a train length of a plurality of coupled railroad traction vehicles, each having a vehicle device with an ID specific to the railroad traction vehicle, include determining the train length of arbitrarily long train sets in a secure and simple signaling manner by having vehicle devices determine if the railroad traction vehicle is coupled on one side or both sides by evaluating coupling contacts. The IDs of all of the coupled railroad traction vehicles or ID pairs indicating adjoining relationships of railroad traction vehicles directly coupled to one another are successively transmitted to a particular vehicle device by digital I/O connections between the vehicle devices. The device determines the train length as a function of received IDs or ID pairs.

Abstract: The subject of the invention is a door drive for a swing door of a passenger transport vehicle, comprising a rotary post, which is arranged at the vehicle, with at least one pivot arm for arrangement at a door leaf, wherein a motor is arranged in the rotary post and is connected with the rotary post, wherein at least one planetary transmission stage is provided for stepping down the rotational speed of the motor and wherein the pinion cage of the at least one planetary transmission stage comprises a rotary element, particularly a pinion, which is fixable.

Abstract: A wiring testing device configured to test the wiring correctness of an inverter is disclosed. The inverter is configured to be connected to a low-voltage three-phase system with a neutral conductor serving as a reference point for grid-side conductor voltages. The wiring testing device includes a test circuit configured to measure the grid-side conductor voltages and determine an average value from the sum of the instantaneous values of the grid-side conductor voltages, and a display unit configured to display an error message if the average value exceeds a threshold voltage for a defined time period. The wiring testing device further includes a capacitor connected between a phase of the three-phase system and the neutral conductor configured to generate a voltage imbalance if the neutral conductor connection is missing, wherein the test circuit is configured to measure the conductor voltages and determine the voltage imbalance.

Abstract: The subject of the invention is a door drive for a swing door of a passenger transport vehicle, comprising a rotary post, which is arranged at the vehicle, with at least one pivot arm for arrangement at a door leaf, wherein a motor is arranged in the rotary post and is connected with the rotary post, wherein at least one planetary transmission stage is provided for stepping down the rotational speed of the motor and wherein the pinion cage of the at least one planetary transmission stage comprises a rotary element, particularly a pinion, which is fixable.