Abstract: A subframe 50 is connected via a vibration isolator 40 to a floor 11 of a railway car body 10, and the subframe 50 has a center pin 60 protruding downward therefrom and connected to a bogie 30. The subframe 50 is connected to a coupling device 70, and is disposed so as to come into contact with stoppers 13 on side beams 12 of the car body 10. According to this structure, since the coupling device 70 is not directly connected to the car body, there is no need to weld a rigid member to the bottom surface of the floor 11, and the railway car body can be manufactured easily. Moreover, since the subframe 50 is connected to the floor 11 via a vibration isolator, less noise is transmitted to the car body. Power is transmitted from the coupling device 70 or bogie 30 to side beams, so the structure of the car body can be simplified.

Abstract: The railway car comprises a subframe 40 disposed below a floor of the car body with a clearance therebetween, and a bogie 30 disposed below the subframe 40 with a clearance therebetween, wherein car body 10 and subframe 40 are connected via a first center pin 50 protruding downward from car body 10 or via a first center pin 50 protruding upward from subframe 40 toward car body 10, and subframe 40 and bogie 30 are connected via a second center pin 70 protruding downward from the subframe 40. A two-step bumper 61 is disposed between the first center pin 50 and the corresponding adjacent member, and two-step bumper 61 is disposed on both sides of center pin 50 in the width direction of car body 10. Car body 10 swings in the width direction when the bogie passes a point. After passing the point, car body 10 returns to its original position by the force of two-step bumper 61.

Abstract: The railway car comprises a subframe 40 disposed below a floor of the car body with a clearance therebetween, and a bogie 30 disposed below the subframe 40 with a clearance therebetween, wherein car body 10 and subframe 40 are connected via a first center pin 50 protruding downward from car body 10 or via a first center pin 50 protruding upward from subframe 40 toward car body 10, and subframe 40 and bogie 30 are connected via a second center pin 70 protruding downward from the subframe 40. A two-step bumper 61 is disposed between the first center pin 50 and the corresponding adjacent member, and two-step bumper 61 is disposed on both sides of center pin 50 in the width direction of car body 10. Car body 10 swings in the width direction when the bogie passes a point. After passing the point, car body 10 returns to its original position by the force of two-step bumper 61.

Abstract: A subframe 50 is connected via a vibration isolator 40 to a floor 11 of a railway car body 10, and the subframe 50 has a center pin 60 protruding downward therefrom and connected to a bogie 30. The subframe 50 is connected to a coupling device 70, and is disposed so as to come into contact with stoppers 13 on side beams 12 of the car body 10. According to this structure, since the coupling device 70 is not directly connected to the car body, there is no need to weld a rigid member to the bottom surface of the floor 11, and the railway car body can be manufactured easily. Moreover, since the subframe 50 is connected to the floor 11 via a vibration isolator, less noise is transmitted to the car body. Power is transmitted from the coupling device 70 or bogie 30 to side beams, so the structure of the car body can be simplified.

Abstract: A car body 8 is supported on a bogie frame 4 through an air spring 5. Along to a width direction of the car body 8, to the bogie frame 4 a torsion bar 11 is provided. At both ends of the torsion bar 11, links 15 and 15 for inclining to direct for an inner side of the car body 8 through levers 13 and 13 are provided. Accordingly, a rolling displacement of the both ends of the car body is restricted and an upper and lower displacement in the same phase is not restricted. According to an occurrence of an excess centrifugal acceleration which acts on the car body 8, a car body inclination according to a link mechanism can be operated. For this reason, a light weight structure and a low cost structure can be attained. An inclination device having a light weight structure, a left and right riding good feeling in the passenger in a car, and a high fail-safe characteristic can be obtained.

Abstract: A velocity calculating device and a hood raising apparatus for a vehicle are provided. In order to calculating velocity of the vehicle, velocity pulse signals from a velocity sensor 5 are inputted to a CPU 33. Further, it is executed to calculate average velocity V2 at intervals of a standard period T2 and acceleration &agr; at intervals of a period Tb on the basis of the velocity pulse signals. Next, on the basis of the calculated average velocity V2 and the acceleration &agr;, momentary velocity V3 at intervals of the period Tb is calculated. It is carried out to measure a passing of time t3 from the input of velocity pulse signal till a time when the output of calculation results is required, while momentary velocity V4 at a point of time when the output of calculation results is required is estimated on the basis of the momentary velocity V3 and the acceleration &agr;.

Abstract: A butted portion of face plates 12b and 22b of two hollow extruded frame members 10 and 20 is carried out the friction stir welding from an upper portion. Next, a connection member 30 for connecting the upper portion face plates 12b and 22b is arranged. A connection of the connection member 30 and face plates 11 and 21 is carried out the friction stir welding from an upper portion with a condition they are supported by a backing plate 210. Since a load during the friction stir welding time is supported by the backing plate 210, ribs 13 and 14 can be formed thin and a light structure can be attained. In the friction stir welding of the hollow extruded frame members, the thickness of the rib of the welding portion can be reduced.

Abstract: An air bag apparatus to be disclosed has an air bag, an air bag driver for performing drive of the air bag to develop the air bag, and an air bag control device for controlling the drive of the air bag driver as a basic arrangement. The air bag control device has an arrangement in which an air bag operation selecting device having information related to selection of an operation state of the air bag driver can be connected to the air bag control device. Further, the air bag control device has a non-volatile storage device, determines a connection state of the air bag operation selecting device to the air bag control device, and stores information related to the determined connection state in the non-volatile storage device.

Abstract: A low noise current collector 20 having excellent controllability and response, and a high speed railway train using such current collectors. The current collector 20 includes an aerodynamically shaped current collector head 22, a driving cylinder 32 to move the current collecting head, a supporting insulator 30, and a cable head 50 supporting a conductor 53 for conducting current from current collecting head 22 to a load. The current collector 20 is controlled by a cylinder 7 for raising and lowering so that the current collector may be contained in a dome 4 when it is in use. A multi-car train has four current collectors, two toward each end, and each current collector has its front side directed toward the center of the train. The two current collectors at the rear of the train are utilized, while the two at the front are contained within their domes 4. Therefore, the train can run in either direction, utilizing the appropriate pair of current collectors.

Abstract: A current collector for a railway trolley vehicle includes a current collecting member having a contact strip, a driving system for moving the current collecting member into and out of contact with a trolley wire, a load cell for detecting force acting between the current collecting member and the driving system, a displacement meter for detecting displacement of the driving system, first and second estimating circuits, and a control circuit. The first estimating circuit provides an estimated value of the contact force between the current collector and the trolley wire by estimating values of first parameters of the contact strip, the current collecting member, and the trolley wire and summing products of each of these values and a corresponding weighting factor.

Abstract: The invention relates to a current collector for an electrically powered vehicle. The collector includes a current collecting member which collects current from a current supplying body and conducts the current to a load in the vehicle. The current collecting member is coupled to a driving system through a first insulating element. The driving system moves the current collecting member to the current supplying body. A sensor for controlling the driving system is positioned between the driving system and the insulating element.

Abstract: A controller for an interior system for use in an automotive vehicle comprises an operation confirmation part and an operation inhibiting signal generation part which inhibits subsequent drive of an output part after completion of actuation of an interior system operation part when acceleration applied to the vehicle is greater than a second predetermined value (>first predetermined value).

Abstract: A system and method for communicating data between a master station and a plurality of control units applicable to an automotive vehicle are disclosed in which if an echoback communication in response to a control command is not received by the master station from the selected control unit within a predetermined period of time upon issuance of a continue command or a diagnostic execution command, the controlled state of the electronic control unit is released. Furthermore, to effectively diagnose the control operation of one of the control units interactively with the operation of other control units, an interrupt command may be issued while the selected control unit continues the predetermined control operation, and the remaining control units are then initialized. A different control unit may then be selected and set to a controlled state.

Abstract: A system and method applicable to a vehicle for communicating between data processing stations are disclosed in which successive initializing commands (INIT) are transmitted by a master station performed by a diagnostic device to all subordinate electronic control units, which are data processing stations, at a predetermined time interval. The number of INIT commands transmitted corresponds to the number of information signals transmitted to a selected control unit after a control command to the selected control unit is executed. For example, in a case where two information signals are transmitted, the two successive initializing commands are transmitted to each control unit. In this case, the command code transmitted from the master station prior to the information signals is different from a system call command code even if both of the information signals have the same information as the initializing commands. Therefore, no erroneous response to the information signals by a non-selected control unit occurs.

Abstract: An off-board diagnostic device (master station) communicates with a plurality of electronic control units (subordinate stations) applicable to a vehicle. An initializing command (INIT) is transmitted by the diagnostic device to all electronic control units via a communication circuit. The master station (diagnostic device), then, transmits a system call command to the communication circuit to select a particular electronic control unit to be communicated with the master station. The selected electronic control unit returns a first echoback signal to the master station to inform the master station of the receipt of the system call command. Then, the master station transmits a control command (parameter set command) to the selected control unit to perform a predetermined control operation for a controlled obejct (e.g., vehicular engine). The selected control unit returns a second echoback signal to the master station in response to the control command.

Abstract: A Loran-C signal receiving apparatus which achieves accurate measurement of the location of the apparatus without error due to a well-known cycle slip phenomenon. In the Loran-C signal receiving apparatus, a pulse tracking a particular cycle of a carrier wave of the received Loran-C signal is generated, a frequency at which the tracking pulse is generated by a pulse generator (in a PLL circuitry) is monitored and when a frequency error of the generator is derived on the basis of a tracking error of the tracking pulse with respect to the received Loran-C signal, the frequency of the pulse generator is corrected on the basis of the derived frequency error. The apparatus can thus assure a phase tracking of the received Loran-C signal and assure accurate measurement of the location.

Abstract: A wheelset steering apparatus and method for the truck of railway vehicles, wherein an axle box rotatably provided on the opposite ends of the wheelset is elastically supported in the longitudinal direction as well as in the lateral direction of the truck with respect to a truck frame. Vertical loadings on the truck frame are carried by the axle box. A spring constant in the longitudinal direction of the truck in a state of being elastically supported with respect to the truck frame of the axle box is varied when the vehicle runs. The self-steering property of the wheelset is enhanced, and stability in running on a straight track is secured.

Abstract: In a truck for a railway vehicle having a plurality of wheels-and-axles, an arrangement is provided for permitting each wheel-and-axle an optimal steering operation when the truck runs on a curved track, and to simplify the construction of journal box locator. Each journal box is located and fitted to a truck frame by the journal box locator for locating and fitting the journal box to the truck frame in such a fashion that the orbit of movement of the journal box expands upward with respect to the center axis of the truck, and permits the relative displacement between the journal box and the truck frame by elastic deformation of elastic members.

Abstract: A vibration control apparatus for vehicles to be installed on the vehicle wherein a vehicle body is supported on a truck through springs and damping mechanisms, for suppressing the vibrations of the vehicle body and enhancing the riding quality of the vehicle, comprising a vibration detector which detects the vibration of the vehicle body, a compensator circuit which compensates the detection output of the vibration detector and produces a control output for suppressing the vibration of the vehicle body, a fluid operating mechanism which controls the relative displacement between the vehicle body and the truck and which is connected to the vehicle body on one side and to the truck on the other side, a fluid control device which controls the fluid operating mechanism by the use of the control output produced by the compensator circuit, and damping control means to suppress the damping function of the damping mechanism upon sensing the state under which the vibration of the vehicle body is suppressed by the flu

Abstract: A hybrid navigation system for determining a relative position and direction of a vehicle and method therefor. In the hybrid navigation system and method, a magnitization quantity on a vehicle body which affects an output detection result of a geomagnetic sensor is calculated on the basis of a forwarding direction data derived from such as a GPS (Global Positioning System) absolute position calculating circuitry. Furthermore, in order to prevent an erroneous determination of the relative position and direction of the vehicle, the calculation on the relative position and direction of the vehicle on the basis of the detection result of the geomagnetic sensor is halted when the vehicle does not run on a straight road.