Abstract: A safety device of an automated door system has a sensor device for arrangement on the door system such that a detection region of the sensor device covers a danger region of a door leaf using sensors. The sensor device detects the presence of an object within the detection region and has a control device for changinge the detection region on the basis of a current movement speed of the door leaf and/or to actuate the drive of the door leaf in the event of a safety response such that a braking distance of the door leaf is adapted to the current movement speed of the door leaf. The use of the safety device in a door drive with a drive unit for moving, or in a door system with, the associated door leaf an automated door system, and an operating method for the door system are also related.

Abstract: A method for operating a door system, wherein the door system has at least one door leaf, and wherein a sensor unit is configured and connected to a control unit of the door system, wherein the approach of a person to the door system is detected using the sensor unit, in particular designed as a radar sensor or as a camera, wherein the method has at least the following steps. Detecting an approach angle of the person, at which the person approaches the door system and opening the at least one door leaf at an opening width and/or at an opening speed, wherein the maximum opening width or the maximum opening speed is determined by the control unit as a function of the detected approach angle of the person. The method also relates to a door system with a control unit for carrying out the method.

Abstract: Systems and methods are provided for retrofitting, or producing, a truck assembly with a traction motor to propel a rail car or other vehicle. A traction drive frame assembly is an integrated unit combining the traction motor with its transmission means, an arrangement that prevents the traction drive frame from rotating when the traction motor is powered. The traction motor can be positioned in a space between a bolster and an axle of the truck assembly, and a jackshaft assembly can be positioned outside of the space. Then, one or more gears, pulleys, chains, etc. between the traction motor and the jackshaft assembly provide mechanical advantage and amplify torque transmitted from the traction motor to the jackshaft assembly. A second operable connection between the jackshaft assembly and the axle amplifies the torque a second time such that a relatively small traction motor propels a rail car or other vehicle.

Abstract: A method for operating a door system having a movable door leaf and a control unit, with at least one sensor unit being configured, with which the approach of at least one person is detected, includes: providing the sensor unit in the form of a radar sensor and/or a camera with an image processing unit; recording a distance of the person from the door system using the sensor unit; recording an approach speed with the sensor unit, at which the person approaches the door system; transmitting the distance and approach speed; determining a probable approach time of the person with the control unit; determining the movement parameters for moving the door leaf by the control unit and actuating the door leaf by the door actuator based on the movement parameters determined by the control unit. A door system having a control unit is configured to carry out this method.

Abstract: A method for operating a door system, wherein the door system has at least one door leaf, and wherein a sensor unit is configured and connected to a control unit of the door system, wherein the approach of a person to the door system is detected using the sensor unit, in particular designed as a radar sensor or as a camera, wherein the method has at least the following steps. Detecting an approach angle of the person, at which the person approaches the door system and opening the at least one door leaf at an opening width and/or at an opening speed, wherein the maximum opening width or the maximum opening speed is determined by the control unit as a function of the detected approach angle of the person. The method also relates to a door system with a control unit for carrying out the method.

Abstract: A method for operating a door actuator of a door system, having at least one movable door leaf and a control device, which is designed to control the drive of the door leaf, and having a sensor unit, which is designed to detect at least one person in a region before the door system, and transmits information about the person to the control device, includes at least the following steps: a) detecting a person approaching the door system laterally, b) identifying a parameter set (P) having the distance (A) changing in time, the approach angle (?) and/or the speed (S) of the person relative to the door system, c) determining the desire to enter of the person approaching laterally on the basis of a comparison of the currently identified parameters with stored parameters and d) opening the door leaf only in the case of the determined desire to enter.

Abstract: A method for operating a door actuator of a door system, having at least one movable door leaf and having a control device, and having a sensor unit, configured to detect people in a region before the door system, and transmits information about the people to the control device, includes at least the following steps: detecting a first person and, calculating the probable arrival time thereof at the door leaf, calculating first control parameters to actuate the door leaf in relation to the first person, and detecting at least one second person, and calculating the probable arrival time thereof, calculating second control parameters to actuate the door leaf in relation to the second person, linking the first control parameters with the second control parameters to form a first control parameter set, and controlling the drive of the door leaf on the basis of the set.

Abstract: A method for operating a door actuator of a pivot leaf door, having a pivotable door leaf, includes at least the following steps: performing a pivot movement of the door leaf; and identifying an interaction between the door leaf and a person and determining a correction value for the pivot movement of the door leaf based on the interaction and correcting future pivot movements of the door leaf by the correction value. A door actuator of a door system is configured to carry out the method.

Abstract: The use of short consists of powered and unpowered freight cars for moving cargo from its source to transfer facilities is described. The use of short consists of powered and unpowered freight cars can enable the efficient operation of unit trains. Single self-powered rail cars or short consists (up to about 25 cars) can overcome a number of problems associated with long unit trains such as dynamic instabilities, inability to stop quickly if needed and long headway time required between trains. A system of feeder trains (aggregators) to facilitate keeping unit trains in more or less constant motion is described. The use of gearing and shafts for power transmission from traction motors installed on various types of freight cars using the structure of the existing freight car truck is also described.

Abstract: A bolster system and method of balancing a locomotive on a bolster system is provided. The bolster system is configured such that weld seams interconnect the locomotive to the bolster, and the weld seams are oriented such that when the truck or locomotive impacts another device on the rail track, the weld seams experience a shearing force along the lengths of the weld seams. In addition, prior to welding, scales such as hydraulic jacks with gauges may be used to center and balance a locomotive on a bolster. In one embodiment, four hydraulic jacks elevate the truck, bolster, and locomotive, and the locomotive is repositioned on the bolster until the hydraulic jacks have substantially similar measures.

Abstract: Systems and methods are provided for retrofitting, or producing, a truck assembly with a traction motor to propel a rail car or other vehicle. A traction drive frame assembly is an integrated unit combining the traction motor with its transmission means, an arrangement that prevents the traction drive frame from rotating when the traction motor is powered. The traction motor can be positioned in a space between a bolster and an axle of the truck assembly, and a jackshaft assembly can be positioned outside of the space. Then, one or more gears, pulleys, chains, etc. between the traction motor and the jackshaft assembly provide mechanical advantage and amplify torque transmitted from the traction motor to the jackshaft assembly. A second operable connection between the jackshaft assembly and the axle amplifies the torque a second time such that a relatively small traction motor propels a rail car or other vehicle.

Abstract: A bolster system and method of balancing a locomotive on a bolster system is provided. The bolster system is configured such that weld seams interconnect the locomotive to the bolster, and the weld seams are oriented such that when the truck or locomotive impacts another device on the rail track, the weld seams experience a shearing force along the lengths of the weld seams. In addition, prior to welding, scales such as hydraulic jacks with gauges may be used to center and balance a locomotive on a bolster. In one embodiment, four hydraulic jacks elevate the truck, bolster, and locomotive, and the locomotive is repositioned on the bolster until the hydraulic jacks have substantially similar measures.

Abstract: A multi-engine locomotive configuration is disclosed wherein engine outputs to DC traction motors are controlled by connecting the alternators with rectifiers in series for each engine of a multi-engine locomotive. This configuration uses the minimum number of rectifying diodes, eliminates the need for chopper circuits and simplifies the method of controlling the sequencing and output of two or more engines. The approach, which reduces the parasitic power loss by reducing the number of diodes, also enables a simplified means to efficiently manage engine cooling without additional cost and complexity of electrically-driven radiator fans.

Abstract: A method and system of temperature control of heavy hydrocarbons in a consist of rail cars is disclosed wherein waste heat from one or more of the locomotives propelling the train is utilized to heat the heavy hydrocarbons in a consist or ambient air is used to cool the heavy hydrocarbon cargo. The train is typically comprised of tanker cars that can be filled with raw heavy hydrocarbon, not dilbit thus allowing about 20% to about 30% additional heavy hydrocarbon to be transported in each tanker car. The system can keep the heavy hydrocarbon at a first, lower temperature en route and increase temperature to a second higher temperature as the train nears its terminus so that the tanker cars can be quickly emptied of their contents at the receiving terminal without the need to heat the tanker cars at the unloading terminal. The method disclosed herein for heating tanker cars in transit is to utilize waste heat from the locomotive diesel or gas turbine engines which is otherwise exhausted to the atmosphere.

Abstract: A method and system(s) are disclosed for integrating a new fuel into an operating transportation system in a continuous, seamless manner, such as diesel fuel being gradually replaced by compressed natural gas (“CNG”) in long haul trucks. Integration can be implemented using two enabling technologies. The first is an engine system capable of operating seamlessly on two or more fuels without regard to the ignition characteristics of the fuels. The second is a communications and computing system for implementing a fueling strategy that optimizes fuel consumption, guides the selection of fuel based upon location, cost and emissions and allows the transition from one fuel to another to appear substantially seamless to the truck driver.

Abstract: A method and system(s) are disclosed for integrating a new fuel into an operating transportation system in a continuous, seamless manner, such as diesel fuel being gradually replaced by compressed natural gas (“CNG”) in long haul trucks. Integration can be implemented using two enabling technologies. The first is an engine system capable of operating seamlessly on two or more fuels without regard to the ignition characteristics of the fuels. The second is a communications and computing system for implementing a fueling strategy that optimizes fuel consumption, guides the selection of fuel based upon location, cost and emissions and allows the transition from one fuel to another to appear substantially seamless to the truck driver.

Abstract: A multi-engine locomotive configuration is disclosed wherein engine outputs to DC traction motors are controlled by connecting the alternators with rectifiers in series for each engine of a multi-engine locomotive. This configuration uses the minimum number of rectifying diodes, eliminates the need for chopper circuits and simplifies the method of controlling the sequencing and output of two or more engines. The approach, which reduces the parasitic power loss by reducing the number of diodes, also enables a simplified means to efficiently manage engine cooling without additional cost and complexity of electrically-driven radiator fans.

Abstract: A method and system(s) are disclosed for integrating a new fuel into an operating transportation system in a continuous, seamless manner, such as diesel fuel being gradually replaced by compressed natural gas (“CNG”) in long haul trucks. Integration can be implemented using two enabling technologies. The first is an engine system capable of operating seamlessly on two or more fuels without regard to the ignition characteristics of the fuels. The second is a communications and computing system for implementing a fueling strategy that optimizes fuel consumption, guides the selection of fuel based upon location, cost and emissions and allows the transition from one fuel to another to appear substantially seamless to the truck driver.

Abstract: The placement of fully available prime movers having a DC output at a location inside or adjacent to an inverter-based intermittently available renewable energy site is disclosed. The fully available prime movers add reliability to an unreliable energy asset that is reaching its maximum penetration within the grid due to its unpredictability and the requirement for additional spinning reserves in other parts of the grid. The present invention can provide a portion or all of the power to an intermittently available renewable power generating facility so that the power output to the power grid is dispatchable power. In particular, a method and means are disclosed to utilize high-efficiency engines operated on various fuels some of which may be non-fossil fuels to maintain a constant power output from an otherwise intermittent power generating facility.

Abstract: A motor/generator apparatus for direct coupling to a high rpm, high power shaft is disclosed for one or more of starting and/or extracting power from a gas turbine engine, controlling engine responsiveness, providing a temporary power boost, providing some engine braking and modulating compressor and turbine transient performance as engine power is changed. For example, an axial flux motor/generator configuration is disclosed in which a centrifugal gas compressor rotor is also the rotor of an axial electrical flux motor/generator. In addition, an induction motor/generator is disclosed wherein the rotor of the induction electrical motor/generator is solid and is made of copper-clad steel or titanium. This construction enables both high rpm and high power in a motor/generator that can be directly coupled to the power output shaft of a power turbine of a gas turbine engine.