Abstract: The present invention provides a microporous layer structure of a fuel cell, comprising: a microporous layer having high water vapor transmission rate and a microporous layer having low water vapor transmission rate that are sequentially stacked. In the direction of an air flow path, the thickness of the microporous layer having high water vapor transmission rate increases progressively, the thickness of the microporous layer having low water vapor transmission rate decreases progressively, and the total thickness of the microporous layer structure keeps consistent. At an air inlet, the thickness of the microporous layer having high water vapor transmission rate is smaller than that of the microporous layer having low water vapor transmission rate. At an air outlet, the thickness of the microporous layer having high water vapor transmission rate is greater than that of the microporous layer having low water vapor transmission rate.

Abstract: A switch for a track of a maglev train is provided. The switch comprises a front main track beam and a rear switching track beam. The rear switching track beam comprises a central fixed track beam and a middle mobile track beam; the front main track beam can switch between a straight track and a bent track by bending; the central fixed track beam is a fixed track beam; and the middle mobile track beam can move parallelly between the straight track and the bent track. The imposed deformation length and driving weight of the switch is minimised by providing the middle mobile track beam, and the required track switching time is shortened.

Abstract: An energy absorption device configured to be provided at a front end of a train includes a coupler seat, a support base, a crush pipe, a coupler, a guide member, an energy absorption component and an anti-climbing assembly. The support base is fixedly arranged at the front end of the train; the crush pipe is fixed to the coupler seat; a connecting end of the coupler is inserted into the crush pipe and is slidable with respect to the crush pipe; the guide member has one end fixed to the coupler seat, and another end inserted into the support base and slidable with respect to the support base; the guide member limits an oscillation of the crush pipe; the energy absorption component is provided between the coupler seat and the support base; and the anti-climbing assembly is fixedly arranged on the support base and is compressible.

Abstract: Disclosed are an electromagnetic transverse active damping system, and a control method and apparatus therefor. The electromagnetic transverse active damping system comprises an electromagnet controller, wherein the electromagnet controller can determine a value of a damper target gap for an electromagnet active damper according to acquired train transverse acceleration, train position information and train speed, and control the action of the electromagnet active damper according to the determined value of the damper target gap; and electrical control is employed during the control of the electromagnet active damper by the electromagnet controller.

Abstract: A multi-network convergence method and device are provided by the present disclosure. The method includes that: network information of multiple vehicular networks and service information born by each vehicular network are acquired; whether the at least one service born by a first vehicular network coexists with the at least one service born by the other vehicular networks or not is determined according to the service information, and the first vehicular network is any one of the multiple vehicular networks; and at least one vehicular network set with coexisting services is acquired according to a determination result, and the vehicular network set is a set including at least one vehicular network with the same service feature type.

Abstract: Disclosed are an electromagnetic transverse active damping system, and a control method and apparatus therefor. The electromagnetic transverse active damping system comprises an electromagnet controller, wherein the electromagnet controller can determine a value of a damper target gap for an electromagnet active damper according to acquired train transverse acceleration, train position information and train speed, and control the action of the electromagnet active damper according to the determined value of the damper target gap; and electrical control is employed during the control of the electromagnet active damper by the electromagnet controller.

Abstract: A rail vehicle lighting device includes: a plurality of short lighting fixtures assembled into a long lighting fixture having a shape matching with a shape of an irregular interior decoration. Each of the short lighting fixtures is provided with a section body. A light source is provided on the section body. The section body is twisted such that included angles between each of the light sources and a horizontal plane are consistent. In the rail vehicle lighting device, the plurality of short lighting fixtures is assembled into the long lighting fixture having the shape matching with the shape of the irregular interior decoration, thereby satisfying a requirement on a shape of a lighting fixture. By arranging the twisted section body, respective points of the long lighting fixture have consistent light source illumination angles, thereby achieving a satisfactory illumination effect inside a carriage having an irregular interior decoration, and accordingly improving the appearance of the carriage.

Abstract: A system and a method for monitoring pressure inside a railway vehicle comprise a carriage pressure detection device, a control device, and an alarm device. The control device is configured to receive and process a pressure signal collected by the carriage pressure detection device, perform calculation on and analyze the collected data, and transmit an alarm signal to the alarm device as an alarm when a preset alarm condition is met. When a pressure protection device fails, pressure changes inside the vehicle are monitored in real time by the carriage pressure detection device functioning independently of the pressure protection device.

Abstract: A system and method for suppressing serpentine instability of a railway vehicle, comprising a serpentine warning and control module for determining whether a bogie is in a state of serpentine instability; a traction motor speed control system for controlling a rotation speed of a traction motor according to a determination from the serpentine warning and control module; a signal output end of the serpentine warning and control module is connected with the traction motor speed control system. In the present disclosure, it extracts the serpentine characteristic wave from the transverse acceleration of the bogie and calculates the vibration non-linear index according to the extracted serpentine non-linear characteristic to judge whether the bogie is in a state of serpentine instability, and controls a direct torque of the traction system through the DTC control module.

Abstract: A moving part of a maglev train, comprising two levitation frames that are arranged at an interval along the direction of travel, the two levitation frames being connected by means of a vertical beam; a peripheral wall of the vertical beam provided with a slot that may reduce the torsional rigidity thereof, being capable of reducing the torsional rigidity of the traditional vertical beam so as to reduce the coupling effect between the two levitation frames that are connected by means of the vertical beam, thereby greatly reducing the difficulty and energy consumption of levitation control. The levitation frames and the train body are provided therebetween with a vertical shock absorber and a horizontal absorber having suitable damping values, the levitation frames and the train body are provided therebetween with horizontal stoppers and vertical stoppers which may prevent excessive horizontal movement, rollover and overturning.

Abstract: A suspension frame assembly of a magnetic levitation vehicle, which includes: multiple suspension frames which are sequentially connected; and each suspension frame includes: two longitudinal beam bodies arranged in parallel, wherein a supporting wheel and a holding arm are fixedly provided on both ends of each longitudinal beam body; and two anti-rolling devices mounted between mounting frames of two of the supporting wheels at a same end of the two longitudinal beam bodies; and the two longitudinal beam bodies of one of the suspension frames are respectively hingedly connected to the two longitudinal beam bodies of an adjacent suspension frame; an air-spring arm beam is provided at a hinged part of the two suspension frames, and is mounted on the holding arm of one of the two longitudinal beam bodies which are hingedly connected.

Abstract: A beam structure includes a lower cover plate, an upper cover plate and two side web plates jointed between the upper cover plate and the lower cover plate; wherein the two side web plates are arranged perpendicularly to the upper cover plate and the lower cover plate, respectively, to form a hollow box-shaped structure; rib plates protruding outwardly with a plurality of plug heads are welded within the box-shaped structure; the plug heads are respectively plugged in the upper cover plate, the two side web plates and the lower cover plate, and each plugging joint is fixed by laser-MAG hybrid welding from outside of the box-shaped structure. The method includes: assembling two side web plates, rib plates and a lower cover plate on an upper cover plate to form a box-shaped structure; and welding each of joints from outside of the box-shaped structure by laser-MAG hybrid welding.

Abstract: A vehicle body composite coating, comprising, in succession, a polyurethane finishing coat, a polyurethane intermediate layer, a polyester putty and a micro-arc oxidation ceramic layer undercoat, wherein the micro-arc oxidation ceramic layer undercoat is on an aluminium substrate of the vehicle body. The design method of the vehicle body composite coating includes establishment of a physical model, selection of an optimal thickness ratio, preparation of the vehicle body composite coating and an erosion test. The vehicle body composite coating enhances the binding force between the whole coating system and the aluminium alloy substrate, reduces the possibility of shedding of the coating as a whole, and improves the anti-erosion performance of the vehicle body composite coating.

Abstract: A side sliding door of a railway vehicle comprises a door body (100), and a driving device for the opening and closing of a doorway. An outer surface of the door body (100) is flush with an outer surface of the vehicle body when the door body (100) is closed. A movement track of the door body is arranged as an arc-plus-linear reciprocating motion. The outer surface of the door body is flush with the outer surface of the vehicle body when the door body is closed, so that there exists no height difference between the vehicle body and a doorway of the side sliding door. Snow accumulation at doorway under an extreme cold working condition is avoided, and then the risk of a door body being frozen is reduced.

Abstract: An automated wire drawing system for a side wall of a railway vehicle and a process method using the system for wire drawing operation are provided. The automated wire drawing system comprises a central control system, a robot, a wire drawing device, a railway, a laser measurement system, an offline programming software and an electronic system, so that the wire drawing operation of the side wall of a vehicle body can be automatically finished. The process method can realize the automated flexible and intelligent wire drawing operation, the change of the surface shape of a work piece within a certain range can be automatically adopted, and a constant normal wire drawing force is always maintained, to achieve the optimal wire drawing effect.

Abstract: Some embodiments of the present disclosure provide a roof component of a railway vehicle, and a railway vehicle. The roof component of a railway vehicle includes: two upper boundary beams, the two upper boundary beams being provided at an interval; a camber beam component, the camber beam component being provided between the two upper boundary beams; and a transitional structure, provided on the camber beam component, the transitional structure being connected with at least one of the two upper boundary beams. The technical solution of the present disclosure solves the problem in the conventional art of inconvenient connection between a camber beam component and an upper boundary beam, and a transitional structure of the present application facilitates processing and forming.

Abstract: A waste exhaust ventilation door automatic control device comprises a core body (8), an inner door body (2) and an outer door body (1); wherein the core body is fixed on a ventilation opening of the waste exhaust ventilation door, a top of the outer door body is movably hinged on an outer side of the core body, and a bottom of the inner door body is movably hinged on an inner side of the core body; when there is no pressure fluctuation outside the core body, the outer door body and inner door body will open, and when there is pressure fluctuation outside the core body, the outer door body and/or the inner door body will be closed automatically due to a pressure difference between inside and outside the core body. A vehicle body comprising the waste exhaust ventilation door automatic control device is also provided.

Abstract: An inserted connection member for a train connector includes an insertion needle, an insulator, a disconnection preventing pad and an extrusion block. The insulator is sequentially provided with a positioning hole and an inserted connection hole in an axial direction. The insertion needle includes a line connecting segment, a positioning segment and an inserted connection segment which are connected sequentially, the line connecting segment and the positioning segment are arranged in the positioning hole. The disconnection preventing pad and the extrusion block are both sleeved on the line connecting segment, and the disconnection preventing pad includes a pad body and a boss arranged on the pad body. Thus, the insertion needle is ensured to maintain a stable contact even when the train is running at a high speed, and a disconnection preventing effect of the insertion needle is achieved.

Abstract: A device for connecting a cross member for receiving pivot pins on two lower longitudinal members of a car body for a rail vehicle. The cross member has a transversal part that connects the two longitudinal members to each other in the region of the connection, and a longitudinal part that extends to the closest car front. The lower longitudinal members extend over the complete length of the car body and consist of multi-chamber hollow profiles made of a fibre composite material. The number of chambers of the multi-chamber hollow profile of each longitudinal member is reduced in the region of the connection such that the wall material of at least one chamber was removed in such a way that the webs to the adjacent chambers are exposed. At these places, load-introducing elements engage, to which load-introducing elements the cross member is attached.

Abstract: The invention relates to a head module for a rail vehicle, said head module being suitable to be detachably fixed to the front face of a subsequent railcar unit without additional underframe. The head module consists of an inner and an outer shell and includes three systems which convert, in the event of a crash, the collision energy into a deformation one after the other or simultaneously and substantially independently of another.