Abstract: The invention comprises a rotary engine method and apparatus configured with a self-actuating/self-damping vane system. In the rotary engine apparatus, a set of vanes extend from a rotor to a housing, whereby the rotary engine is divided into expansion chambers. Each of the vanes enclose a stressed band wound at least partially around two or more rollers. Potential energy of the stressed band, which is optionally a smart metal, provides a radially outward force on the vane toward the housing, aiding in seal formation of the vane to the housing.

Abstract: A system includes a first power source and a variable neutral impedance circuit configured to vary a neutral impedance of the first power source based on presence and absence of a parallel coupling of the first power source with a second power source. The variable neutral impedance circuit may be configured to reduce a neutral current of the first power source when the first power source is operating in parallel with the second power source. The variable neutral impedance circuit may include an impedance coupled in series with the first power source, a bypass switch configured to bypass the impedance and a control circuit configured to control the bypass switch. The impedance may include a resistor.

Abstract: A method of treatment for at least one wheel of a locomotive. The wheel has an outer periphery that defines a tread portion of the wheel. The method includes applying a friction enhancing material to the tread portion by depositing the friction enhancing material on the tread portion of the wheel, and then causing fusion of the friction enhancing material with the tread portion of the wheel through at least one of a welding, electro-plating or electro-fusion process.

Abstract: A ballast load device for increasing a tractive effort of a railcar mover having a coupler includes a side member and a bottom attached to the side member. The bottom is adapted to support a weight. A primary coupler is attached to the side member and is adapted to removably connect to the coupler of the railcar mover such that the railcar coupler may lift the ballast load device.

Abstract: A ballast load device for increasing a tractive effort of a railcar mover having a coupler includes a side member and a bottom attached to the side member. The bottom is adapted to support a weight. A primary coupler is attached to the side member and is adapted to removably connect to the coupler of the railcar mover such that the railcar coupler may lift the ballast load device.

Abstract: A system and method for modification of a baseline ballast arrangement of a locomotive (or other rail vehicle) having an overall tractive effort rating based on symmetrical distribution of weight and driving torque applied by the locomotive to the respective axles of the locomotive. The system includes a locomotive (or other rail vehicle) truck comprising an un-powered first axle and a powered second axle. The system also includes a first suspension assembly configured to apply to the first axle a first portion of a locomotive weight and a second suspension assembly configured to apply to the second axle a second portion of the locomotive weight different from the first portion. An amount of locomotive weight allocated from the first axle to the second axle allows modification of a baseline ballast arrangement by reducing an amount of ballast in the baseline ballast arrangement corresponding to the amount of weight allocated from the first axle to the second axle.

Abstract: A system is provided for dynamically affecting a force applied through at least one axle of a rail vehicle configured to travel along a rail track. The rail vehicle includes a plurality of axles and a plurality of wheels received by the plurality of axles. The system includes a device configured to selectively impart the force through the at least one axle to control a respective weight of the at least one axle on the rail track for affecting a traction performance of the rail vehicle traveling along the rail track.

Abstract: A locomotive (or other rail vehicle) truck and method for distributing weight asymmetrically to axles of the truck includes a first axle of a truck uncoupled from a traction system of the locomotive and a first suspension assembly coupling the first axle to the truck for applying to the first axle a first portion of a locomotive weight. The truck also includes a second axle coupled to the traction system and a second suspension assembly coupling the second axle to the truck for applying a second portion of the locomotive weight to the second axle that is greater than the first portion so that weight is asymmetrically distributed to the first axle and the second axle so as to transmit a corresponding incremental amount of tractive effort for a given amount of a driving torque applied to the second axle via the traction system of the locomotive. The axle weight distribution involves relatively slight weight distribution compared to the nominal weights normally carried by the axles.

Abstract: Methods and systems are provided for a vehicle having a plurality of axles and a lift mechanism configured to dynamically transfer weight from one axle to another. In one example, the method comprises, responding to an operating condition by adjusting the lift mechanism to provide a determined amount of lift, and in response to vehicle braking, a vehicle stall risk, poor infrastructure conditions, and/or a high vehicle penalty, reducing the determined amount of lift.

Abstract: A model railroad train or other vehicle capable of operating in a vertical plane, inverted, or at any other desired angle of inclination.

Abstract: A system and method for modification of a baseline ballast arrangement of a locomotive (or other rail vehicle) having an overall tractive effort rating based on symmetrical distribution of weight and driving torque applied by the locomotive to the respective axles of the locomotive. The system includes a locomotive (or other rail vehicle) truck comprising an un-powered first axle and a powered second axle. The system also includes a first suspension assembly configured to apply to the first axle a first portion of a locomotive weight and a second suspension assembly configured to apply to the second axle a second portion of the locomotive weight different from the first portion. An amount of locomotive weight allocated from the first axle to the second axle allows modification of a baseline ballast arrangement by reducing an amount of ballast in the baseline ballast arrangement corresponding to the amount of weight allocated from the first axle to the second axle.

Abstract: A system is provided for dynamically affecting a force applied through at least one axle of a rail vehicle configured to travel along a rail track. The rail vehicle includes a plurality of axles and a plurality of wheels received by the plurality of axles. The system includes a device configured to selectively impart the force through the at least one axle to control a respective weight of the at least one axle on the rail track for affecting a traction performance of the rail vehicle traveling along the rail track.

Abstract: A conveyor is powered by a rotating, generally horizontal drive tube or shaft engaged by angularly disposed trolley wheels, in which trolleys support the conveyed products or materials above the drive tube and clear of any parts of the conveyor structure that would interfere with the desired path of travel. Each of the trolleys is provided with load wheels which ride on load rails above the drive tube and associated drive wheels, thereby providing a structure upon which a platform or other support may be mounted for bearing the transported products.

Abstract: A system is provided for dynamically affecting a force applied through at least one axle of a rail vehicle configured to travel along a rail track. The rail vehicle includes a plurality of axles and a plurality of wheels received by the plurality of axles. The system includes a device configured to selectively impart the force through the at least one axle to control a respective weight of the at least one axle on the rail track for affecting a traction performance of the rail vehicle traveling along the rail track.

Abstract: A kit and method for converting a locomotive from a first configuration to a second configuration having a different operational capability. The kit includes a traction assembly including a mechanical subassembly configured to mechanically couple a first axle of a truck to a traction system of the locomotive; and an electromotive subassembly configured to electromotively couple the first axle to the traction system of the locomotive via the mechanical subassembly. When the kit is installed in the locomotive, the locomotive is converted from the first configuration having the first axle uncoupled from the traction system and a second axle of the truck coupled to the traction system to the second configuration having the first axle coupled to the traction system and a second axle coupled to the traction system.

Abstract: A toy vehicle is operated as a track-guided vehicle and cooperates with a metallic current rail device of the track via one or more current consumers. A magnet is installed in the toy vehicle which is moved by an electric motor to optimize the traction between the track and the toy vehicle. This magnet is directed at the current rail device of the track. The magnet's magnetic force can be influenced as a function of driving operation states of the toy vehicle driven by the electric motor.

Abstract: A hybrid propulsion system. The system comprises one or more hybrid propulsion traction drives having an electric motor operable to produce mechanical power for propulsion. A hybrid propulsion traction drive is operable to receive power from an on-board power generation system. The electric motor is operable to receive power from an energy storage unit and operable to supply power to the energy storage unit. The energy storage unit may be coupled to the electric motor via a switch.

Abstract: A railcar-moving vehicle comprises a modified semi-tractor, having a highway mode for operation on roadways, and a rail mode for operation on rails. The vehicle includes an elongate frame with selectively extendable high rail wheels for guiding the vehicle on rails, and rubber-tired drive wheels for operation on roadways. The rubber-tired drive wheels are configured to support the vehicle on a roadway in highway mode, and to contact the rails in rail mode. A moveable weight is disposed on a rear portion of the frame. A load-shifting mechanism moves the moveable weight between a rearward position for rail mode and a forward position for highway mode.

Abstract: A wheel slip control for DC series wound traction motor vehicles such as railway locomotives in which each traction motor drives an axle and connected wheel set. The control utilizes motor field shunting, also known as field weakening, for providing wheel slip control. Each traction motor has its field shunted by a small percentage, such as 10%, during normal motoring operation. In the event that slipping of a wheel set is sensed by the control system, the motor powering the slipping wheel set is controlled by opening the shunting circuit, causing the motor's armature current and power to be dramatically reduced, thus stopping the wheel slip and allowing the shunting of the fields to be reapplied. This permits the continuous application of a higher aggregate amount of power over previous wheel slip correction methods and apparatus.

Abstract: A railroad locomotive includes traction motors for propelling the locomotive, and an isolation switch disposed in signal communication with at least one of the traction motors for isolating a faulting motor from the other traction motors.

Abstract: The invention relates to a toy car with adjustable magnetic adhesion for an auto racetrack having ferromagnetic current conductors countersunk in the roadbed. The conductors are in active communication with a permanent magnet countersunk in the chassis of the toy car. The permanent magnet is shiftable in the chassis along an inclined plane in order to adjust the clearance between permanent magnet and the current conductors. According to the invention, the permanent magnet can be shifted along a ferromagnetic holding plate oriented at an angle relative to the roadway plane. The plate is received in a retaining means formed in one piece with the chassis. The underside of the retaining means contains two guide rails, along which the permanent magnet can be shifted.

Abstract: The two axle locomotive of this invention includes a diesel engine directly coupled to a generator for generating power to a single electrical traction motor. Preferably, the drive motor is an AC traction motor which drives both axles of the locomotive using a single drive shaft assembly with a drive shaft affixed to an armature of the AC traction motor. Power to the AC traction motor is controlled by using a variable frequency alternating current control system. Auxiliary equipment power is also provided by the AC generator. In addition, by reversing the current in the AC traction motor the motor becomes an AC braking motor. Changes in the traction ability of each axle resulting from weight transfer between the two axles is automatically compensated for by the single drive shaft assembly. The suspension system includes a locomotive frame supported by the pair of axles using elastomeric springs, which also provides dynamic damping to limit the motion of the locomotive.

Abstract: A bi-directional operating automated guided transit system such as a people mover including a vehicle having at least one pair of opposing axles, each axle having a wheel with its own drive system. The vehicle is capable of providing torque controlled steering to the vehicle. Sensors mounted on the vehicle detect the path of a guide track and, through a controlling system, direct the motors to provide a constant torque to both wheels, thereby directing the vehicle along a straight path or, in the alternative, direct the motors associated with each wheel to provide differing torques, thereby causing the vehicle to turn. The system also permits a vehicle operator to bypass the sensor signal and to manually steer the vehicle.

Abstract: A system is provided that uses small carrier vehicles that operate along electrified guideways and use standardized connections to automatically carry passenger cabins, freight loads and automobile platforms to desired destinations. Front and rear bogies of the vehicles pivot about front and rear vertical turn axes and carry direction control wheels that cooperate with guide ribs along tracks for selective control of movement to either of two exits from a Y junction. Electric power which can be three phase AC power can be supplied through upper and lower track structures. The upper track structures can define the guide ribs.

Abstract: At least one powered disc is suspended from a locomotive and applied to a rail surface for treating the rail surface ahead of driven locomotive wheels to increase adhesion between the driven wheels and the rail surface. Torque applied to the disc varies the rate of rotation of the disc away from that of a freely-rotating disc so that a significant level of creep may be maintained between the disc and the rail surface with substantially no angle of attack between the disc and the longitudinal axis of the rail. The torque may be generated through a second disc contacting the rail and coupled to the first disc with the first and second discs rotating with differing rates of rotation, or may be generated through a passive or active actuator coupled directly to the disc. The amount of creep between the disc and the rail surface and the direction of the creep may be varied in accordance with the level of contamination of the rail and the disc may be disengaged from the rail when cleaning is not required.

Abstract: A vehicle travels along a rail and, driven by an onboard motor. The vehicle includes an auxiliary guide wheel mounted in a floating arrangement on a component acted upon by a helical spring. A shaft on which the wheel is mounted is disposed in an elongated slot in a lever. The lever is articulated at a place on the vehicle body and its other end is acted upon by a second spring. Rotation of the lever is limited by a stop which is secured to the vehicle. When the auxiliary guide wheel makes contact with the guide rail, the two springs are compressed, so that the two wheels touch. Consequently, contact between the outer peripheral surfaces of the two wheels occurs only when the vehicle is moving underneath the guide rail. At other times during operation, there is no contact and no wear on the material forming the outer peripheral surfaces of the two wheel.

Abstract: Wheel assembly capable of maintaining engagement with a rail having an uneven portion therein. The wheel assembly includes a frame adapted to pivot about a pivot axis defined by the frame. At least one wheel is rotatably connected to the frame for traversing the rail. The wheel maintains engagement with the rail as the wheel traverses the uneven portion of the rail because the frame pivots about the pivot axis as the wheel encounters the uneven portion of the rail. Service tooling may be suspended from the wheel assembly to service a nuclear reactor pressure vessel located below the rail.

Abstract: A combination including a track arrangement and a vehicle to be operated on the track arrangement. The track arrangement has two sets of laterally spaced apart running faces, each set including an upper running face and a lower running face. The vehicle includes a plurality of steerable axle assemblies, each axle assembly having an axle arrangement, a pair of upper wheels journalled on the axle arrangement and engageable with respective upper running faces; and a pair of lower wheels journalled on the axle arrangement and engageable with respective lower running faces. A steering arrangement urges the axle assemblies to align with the track arrangement. A loss sensing arrangement which senses a loss of adhesion or an imminent loss of adhesion of the upper wheels with respect to the respective upper running faces. A signal arrangement generates a signal indicative of one of the loss of adhesion and the imminent loss of adhesion of the upper wheels with respect to the respective upper running faces.

Abstract: A conveyor system for moving loads, comprises including an overhead rail (11, 211) along which run motor-driven carriages (10), each carriage having a motor-driven wheel (13, 113, 213, 313, 413, 513) resting on the upper part of the rail and a frame (12, 15) ending on the lower part of the rail with a device (16) for supporting a load. The wheel (13, 113, 213, 313, 413, 513) has a rolling surface (22, 122, 222, 330) which rolls over a corresponding rolling surface (25, 129, 225) on the rail and also a gripping surface (23, 123, 223, 330) which grips a corresponding gripping surface (24, 128, 224, 324, 424, 524) of the rail. One of the gripping surfaces (23, 123, 223, 330 or 24, 128, 224, 324, 424, 524) has rigid gripping teeth (23, 123, 224, 330, 430, 530), while the other of the gripping surfaces (24, 128, 224, 324, 424, 524 or 23, 123, 223, 330) is made of elastically pliable material in order to receive an imprint of the teeth.

Abstract: A transport assembly for use, for example, in mass transportation, comprises a track and a frame mounted to the track for motion therealong, the frame including a housing which defines a traction chamber in communication with the track. At least one traction wheel is rotatably mounted to the frame in friction contact with the track. The traction wheel is at least partially disposed in the traction chamber. A car with a passenger compartment is coupled to the frame via a shock absorbing linkage so that the car is substantially isolated from irregularities in the track during motion of the frame and the car along the track. A suction source is operatively connected to the housing for generating a vacuum in the traction chamber during motion of the frame and the car along the track. A drive mounted to the frame is operatively connected to the traction wheel for drivingly rotating the wheel to propel the frame and the car along the track.

Abstract: A railcar moving vehicle having a hydraulic system for raising the vehicle coupler while coupled to a railroad car or the like to transfer weight from the railcar to the vehicle. By this invention, fluid pressure in the hydraulic power line is sensed, to monitor an increase in the fluid pressure as the hydraulic system raises the vehicle coupler while coupled to a railcar. Then, when a substantial termination of the increase in fluid pressure is sensed as the hydraulic coupler is raised, an indicator signals the occurrence of this event, typically by automatically terminating the hydraulic raising of the vehicle coupler. Thus, weight may be transferred without overraising the railcar, without the need for estimating the weight of the railcar prior to the weight transfer process.

Abstract: A conveyor system includes a support rail with travel surfaces for driven support wheels of vehicles, such as suspended or elevated trolleys or the like. An additional rail is provided for additional wheels which apply contact pressure to the support wheels. Such a conveyor system with a plurality of vehicles and a small number of ascending and descending paths is simplified by supporting the additional rail directly or indirectly through springs on the support rail.

Abstract: A trolley for traveling along a beam supported from below and having two protruding flanges comprising a frame that partially surrounds the beam, a travel wheel mounted so that it contacts and rolls on an upper surface of the lower flange of the beam, a second wheel mounted within the frame for gliding the trolley along one of the upper surface of the lower flange or a lower surface of the upper flange and a guide roller mounted within the frame for guiding the trolley along the beam.

Abstract: A conveyor system (10) with an overhead rail (11) has trolleys (12) with an upper drive wheel (13) and lower bucking rollers (15,16) of which at least one is fitted with a spring (17) to provide the necessary traction between drive wheel (13) and rail (11) along sloping paths. The rail (11) has a first unvarying thickness in its horizontal sections (20) and a second thickness, greater than the first, in its sloping sections (21), while the radiused sections (22,23) between horizontal sections (20) and sloping sections (21) have a variable thickness sized to hold substantially constant the compression of the spring (17) along the entire radiused sections (22,23) and in particular, at a value substantially equal to that provided by the spring along the sloping sections (21).

Abstract: A method and a device for monitoring the drive motors for each pair of coaxial wheels of a railway traction system, including cyclically measuring representative quantities of the mechanical torque temporarily developed by the motors, comparing such quantities, and disconnecting both motors from the electric power supply whenever the result of the comparison shows a difference greater than a previously established value. Disclosed also is a method of cyclically memorizing the temporary value of a parameter of each motor, commanding a variation of such parameter by a small pre-established quantity, calculating the value that such controlled parameter should reach as a result of such variation, comparing the result of the calculation with the effective value reached, and disconnecting the power supply to the motor whenever the result of such comparison is not equal to or less than a pre-established quantity.

Abstract: The invention proposes an electric overhead trolley system in which a travelling gear (14) is provided with a motor-driven driving wheel (16) and at least one auxiliary wheel (30) interacting with an auxiliary track (28), at least in certain sections, which auxiliary wheel contributes in transmitting the drive force to a track (10) so that ascending and decending track portions can be run through with less problems.

Abstract: A freight system comprising a conveyor adapted to be driven along a monorail track. A frictional drive wheel of the conveyor engages the upper side of the track and various embodiments of reactive force creating means are positioned to engage the underside of the track to create improved frictional forces during ascendancy. All of these embodiments employ the weight of the unit to create the reactional force and in all embodiments there are positioned a pair of spaced apart guide rollers that engage the underside of the track. In some embodiments, these guides rollers are resiliently biased by either separate springs or by making the guide rollers themselves resilient. In some embodiments there is provided an intermediate fixed guide roller to limit the degree of relative movement between the conveyor and the track. In one embodiment, the guide rollers are suspended by a Y shaped lever that itself carries the load transmitted by the conveyor.

Abstract: There is provided a multi-rail vehicle system, which can be used to improve the efficiency of existing systems and to reduce risk of derailments. The systems comprises a vehicle designed to ride upon a pair of conventional outer rails and an additional load-carrying central rail. The central rail comprises a pair of slanted rails having external surfaces which extend, preferably, substantially perpendicularly one to the other, and are joined at an apex pointing upwardly. The intersection of the central rail surfaces coinciding, preferably, with the central line of the rail. The vehicle of the present invention comprises a central traction wheel with an axle secured to the vehicle by means permitting vertical linear movement and rotation about a vertical axis, the wheel, being rotatably secured about the horizontal axis of the axle. The vehicle also includes two or more pairs of outer wheels on axles; the wheels are designed to ride upon the three rails.

Abstract: Device for controlling drive couplings of motor bogie axles of a locomotive. The axles are individually driven by motors (4, 5) controlled by a control assembly receiving signals from sensors (6) which are constituted for measuring the vertical load of at least one motor axle and are mounted on the primary suspension of the axle.

Abstract: An automatic welding machine includes a welding torch attached to a torch transporting carriage clamped to a guide rail by at least one pair of opposed wheels in contact with opposite sides of the rail. A drive source, connected to an axle of one of the wheels drives the carriage along with rail. At least one of the wheels which roll the carriage along the rail is of elastic material, such as rubber or synthetic resin, having a high coefficient of friction to prevent unwanted movement of the carriage along the rail when the driving power from the drive source is removed.

Abstract: A mobile track working machine arranged for intermittent advancement along the track comprises a drive, a brake for braking the driven wheels at respective working sites between the intermittent advancement of the machine, a speedometer generating a signal indicating the speed of advancement and a device generating a signal indicating the peripheral speed of the driven wheels. A fully electronically operated control arrangement for avoiding spinning of the driven wheels at the start of the advancement of the machine and locking of the wheels at braking includes a circuit having an input receiving the signals and an output connected to the drive and brake for constantly maintaining the nominal desired value of the drive and brake moments and for reducing the traction and brake forces in dependence on any drive or brake slippage.

Abstract: Method and device for enhancing the adhesion qualities of vehicle wheels through the use of a plurality of embedded members having exposed high frictional surfaces, which are capable of automatically being caused to attain frictional contact with a wheel bearing surface in response to slippage. Under normal conditions where enhanced friction is not needed, the embedded members lie in a relative retracted position from which they may respond to slippage conditions as needed.

Abstract: An overhead suspension load transporting trolley which is suspended from a track, such as the flange of an I beam, which has a drive wheel suspended below a carriage, which wheel is biased against the I beam by a counterweight on the opposite end of a lever from the drive wheel.

Abstract: An interconnected series of in excess of twenty-five railroad cars may be shunted about a yard by attaching a vertically displaceable carriage of a forklift truck to the coupler of the first car in the series through a load bearing coupling adaptor and raising the forklift carriage until a sufficient portion of the weight of the railroad car is transferred to the driving wheels of the forklift to give the forklift sufficient traction to move the series of railroad cars.A load-bearing coupling adaptor suitable for such load-bearing attachment of railroad car coupler to fork-lift carriage may be fabricated from a means for rigidly mounting to the fork-lift truck, a coupling pin means for securingly engaging the coupler interiorly of said coupler, and a load-bearing member rigidly connecting the means for mounting to the coupling pin means and extending therebetween at a level beneath said coupler.