Abstract: A primary of a linear induction motor has a plenum formed on its upper surface to receive cooling air from a fan. The upper surface of the core is formed with fins to promote cooling. Air flows from the plenum to side housings in which the end turns are located. A deflector plate directs air from the plenum over the end turns of the windings. Exhaust slots are provided in the housing above the end turns and a baffle between the housing and the end turns promotes flow through the end turns as it moves toward the exhaust slots.

Abstract: A truck is braced by diagonal struts that are clamped to one another at their intersection. The clamp includes a pair of plates each having a channel to receive one of the struts. An elastomeric member is located between the struts and the plates to permit some flexibility in a vertical direction.

Abstract: A controller for a linear induction motor primary includes sensors to measure motor operating parameters which allow the thrust developed by the linear induction motor to be determined. In one embodiment, a microprocessor receives the output of the sensors and determines the thrust developed by the linear induction motor. The microprocessor also performs operations to determine an updated supply voltage frequency which will cause the linear induction motor to develop thrust having a magnitude closer to the maximum thrust point of the linear induction motor at the given motor speed if the determined thrust is less than the maximum thrust. The microprocessor monitors the output of the sensors continuously so that the supply voltage frequency is updated continuously. This permits the linear induction motor to develop thrust near to or at its maximum thrust point regardless of changes in the ambient temperature or the linear induction motor secondary characteristics at any given speed.

Abstract: A primary for a linear induction motor is formed from laminae which are bolted together. The bolts are located in protuberances on the opposite edge to the teeth so as to be outside the path of substantial flux penetration.

Abstract: A railway truck for a railway vehicle which has steerable axles has axle bearings supported by support pedestals. Each support pedestal is located longitudinally by a flexible bar element which aallows the pedestal sufficient vertical movement to accommodate varying load conditions and also allows rotation about a horizontal axis which is not coincident with the axle bearings but restrains horizontal movement fore and aft of the rotational axis. A steering assembly reacting to relative rotational movements between the truck and the vehicle permits pivoting of the support pedestals about the horizontal axis. The tipping of the pedestal moves the axle bearing in the fore and aft direction which effectively rotates the axle about a vertical axis so as to guide the axle of the railway truck into radial alignment with respect to a curved track. The structure has the effect of an "inverted" pendulum, that is a pendulum with negative restoring force.

Abstract: A linear induction motor (LIM) secondary is provided. The LIM secondary includes a thermally and electrocally conductive non-ferromagnetic top cap having one side defining a substantially smooth, continuous planar surface to be spaced from a LIM primary. The other side of the top cap has a plurality of evenly spaced fins projecting therefrom. The fins project otrhogonally from the other side of the top cap and extend longitudinally along the length of the top cap, thereby defining a plurality of separated longitudinally extending channels. Bars of magnetizable back iron are disposed in the channels and extend substantially along the length thereof. Each of the bars is fastened to the top cap via a single centrally located fastening pin. The fins project beyond the exposed surface of the bars to define air channels and also to provide structural reinforcement for the LIM secondary to counter distortion of the top cap resulting from heat and/or electro-mechanical stress.

Abstract: A chassis for an articulated vehicle comprises a pair of chassis portions pivotally connected to a central longitudinal beam. The beam is supported by inboard wheelsets and the chassis portions are supported by outboard wheelsets. Each portion is hinged intermediate its ends to permit elevation of one end relative the other. A body is supported on the wheelsets.

Abstract: A centering mechanism for a tunnel of an articulated vehicle includes a pair of control members connected to opposite ends of a transversely extending arm. The members extend to transverse links that connect spaced portions of the adjacent vehicle bodies and act as a torque transmitting linkage through a cross-over link pivoted on one of the vehicle bodies. The members are connected at the midpoints of the transverse links so that they are displaced one-half the relative displacement of the vehicle bodies as they negotiate vertical curves and thereby maintain the tunnel centered.

Abstract: A flexible drive coupling for transmitting rotational forces between respective flanges of a driving shaft and a driven shaft. The flexible drive coupling has, in a substantially planar circular configuration, a number of wedges. The wedges have respective end faces facing the adjacent wedges and connected thereto by flexible elements. Alternate wedges attach respectively to the flanges of the driving and driven shafts. The flexible elements consist of a link between two end plates. The mating faces of the link and the end plates are curved so that they co-operate one with the other. An elastomeric filler occupies the space between the curved surfaces of the end plates and the links permitting each end plate to pivot with respect to the link by deforming the elastomeric filler. The end faces of the wedges and, the corresponding faces of the end plates of the flexible elements which face them, have co-operating tabs and recesses to prevent relative radial and axial movement.

Abstract: This invention applies the linkage connected between the interaxle yokes of a truck and a railroad vehicle car body so as to create radially steered alignment of wheelsets on circular curves without reference to the truck frame. Forces exchanged between the wheelsets and the car body are essentially longitudinal and no significant lateral forces are created on the truck frame or car body from the steering action. The steering linkage utilizes the longitudinal component of relative motion of a point on the car body with reference to the vehicle truck to cause relative pivotal movement of the interaxle yokes thereby guiding the wheelsets to a radial alignment. Radial alignment is achieved by suitable proportioning of the links of the mechanism.

Abstract: An articulated vehicle has two body portions which are pivotally connected and supported on a frame. First and second wheelsets are pivotally mounted to and support the frame. The third and fourth wheelsets are provided for supporting the other ends of the first and second body portions, remote from the frame. A steering arrangement comprising a detecting device and a guiding device are provided, which can be in the form of a mechanical linkage. The first detecting device detects changes in the angle between the frame and the first body portion, while a second detecting device detects changes in the angle between the frame and the second body portion. Corresponding first and second guide devices respond to the detected angles; the first guide device guides the first and third wheelsets to radial alignment, while the second guide device guides the second and fourth wheelsets to a radial alignment.

Abstract: A brake assurance monitor, for controlling the braking and propulsion systems of a vehicle, has a controller for controlling normal braking, a first level emergency braking and a second level emergency braking. The controller has inlets for connection to lines carrying vital command signals and outlets. A first switch device has inputs for connection to other lines carrying command signals. A number of alternative first inputs and first outputs, which are connectible to the normal or alternative inputs. The outputs are switched from the normal to the alternative inputs by an actuator, controlled by the controller; switching occurs when emergency braking is required. A second switch device similarly has normal, second inputs connected to outlets of the controller, and alternative, second inputs for connection to the lines carrying vital command signals. A second actuator maintains second outputs of the second switch device connected to the normal second inputs during normal braking.