Abstract: A line bypass system includes a support structure including a first support portion and a second support portion spaced apart from the first support portion. The support structure includes an attachment portion that attaches the first support portion to the second support portion. The first support portion and the second support portion define a first opening on a first side of the attachment portion and a second opening on a second side of the attachment portion. The first opening movably receives a first guide wire and the second opening movably receives a second guide wire.

Abstract: A drive assembly is provided for a rail vehicle, having at least one motor, at least one wheel set shaft or at least one rail vehicle wheel, and at least one elastic coupling that has at least one elastic device, wherein the at least one elastic coupling is embodied to couple the at least one motor directly to the wheel set shaft or directly to the at least one rail vehicle wheel.

Abstract: A method comprises removing a first deck of a plurality of decks and a second deck of the plurality of decks from an autorack. The method further comprises removing one or more of a plurality of posts of the autorack and coupling a cross-brace assembly to one or more of the plurality of posts, wherein the cross-brace assembly is coupled to the one or more of the plurality of posts at a location above an existing brace bay of the autorack. The method also comprises coupling the second deck of the plurality of decks to the autorack at a location above or below the cross-brace assembly.

Abstract: A method comprises removing a first deck of a plurality of decks and a second deck of the plurality of decks from an autorack. The method further comprises removing one or more of a plurality of posts of the autorack and coupling a cross-brace assembly to one or more of the plurality of posts, wherein the cross-brace assembly is coupled to the one or more of the plurality of posts at a location above an existing brace bay of the autorack. The method also comprises coupling the second deck of the plurality of decks to the autorack at a location above or below the cross-brace assembly.

Abstract: A ballast arrangement for a rail vehicle includes at least one ballast device. The at least one ballast device has a concrete weight body, at least one built-in metal reinforcement, and at least one securing device built into the weight body. There is also described a method for producing a ballast arrangement according to the invention.

Abstract: A covering system for wheelset shafts of rail vehicles includes a cover, a wheelset bearing unit, and a centering device. The wheelset bearing unit has an axis of rotation, a bearing housing with an end face facing towards the cover, and a wheelset bearing for the mounting of a wheelset shaft. The wheelset bearing has an end cap surrounded by the cover. The centering device is for aligning the cover in relation to the bearing housing. The centering device includes a groove on the end face.

Abstract: An airbag module and a rail vehicle with an airbag module are described herein. The airbag module includes a support flap, which is pivotably mounted on its rear end, such that the airbag module is convertable from a closed state into an open state by pivoting the support flap. The airbag module further includes an airbag, which is folded in the closed state of the airbag module and unfolded in the open state of the airbag module, so that the unfolded airbag and the support flap together form an impact protection for a person on the track. Furthermore, a rail vehicle with one or a plurality of airbag modules is described.

Abstract: An airbag module and a rail vehicle with an airbag module are described herein. The airbag module includes a support flap with a front end and a rear end. The rear end of the support flap is thereby pivotably mounted by means of a first pivot bearing, wherein the airbag module is convertible from a closed state into an open state by pivoting the support flap and the front end of the support flap thereby moves toward the track. The airbag module includes an airbag fixed on the airbag module. The airbag is folded in the closed state of the airbag module, and is unfolded in the open state of the airbag module. In its unfolded state, the airbag projects beyond the front end of the support flap, so that the unfolded airbag and the support flap together form an impact protection for a person on the track. Furthermore, a rail vehicle with one or a plurality of airbag modules is described.

Abstract: A knuckle of a coupler of a rail vehicle includes a leading beam having a pulling face, a lateral offset beam extending from the leading beam, a tail extending from the lateral offset beam, an extension wall extending from the lateral offset beam towards an end of the tail, and a tapered lock engagement wall extending from the extension wall to the end of the tail. The tapered lock engagement wall is angled in relation to the extension wall. The tapered lock engagement wall is configured to engage an interior face of a main body of a lock of the coupler. The interior face defines a knuckle-engaging surface that is configured to bear against the tapered lock engagement wall.

Abstract: A mechanical motor-driven friction brake device for a rail vehicle consists of a torque motor, an electromagnetic brake (5), a screw nut transmission mechanism, and a brake friction pair (6), the torque motor and a screw (4) being coaxially mounted, the screw (4) being in non-self-locking threaded connection with a nut (3), and one end of the nut (3) being connected to the brake friction pair (6); the device drives, by means of the torque motor, the screw (4) to rotate so as to drive the nut (3) to perform linear motion and outputs a pressure or a pulling force to the brake friction pair (6), so as to brake or release the rail vehicle; in addition, this device can lock the screw by means of the electromagnetic brake (5), realizing the function of parking brake.

Abstract: A rail flaw detector is configured for locating flaws in rails of a railroad track and for use with a vehicle travelling on the railroad track. The detector includes at least one signal applicator configured for applying ultrasonic signals to the rail and for receiving return signals; a mechanical subsystem connected to the applicator and to the vehicle and configured for maintaining the at least one signal applicator in operational position on the track. A human-machine interface is connected to the at least one signal applicator, is configured to control the detector and to monitor sensed rail condition. In one embodiment, the human-machine interface includes a schematic display of the rail being monitored and at least one touch screen control for controlling the mechanical subsystem and the at least one signal applicator.

Abstract: A vehicle-position monitoring system includes liquid-capacitive inclinometer sensor, configured to provide a measurement of grade (?grade) of a surface over which a vehicle travels, and an accelerometer to measure acceleration of the vehicle along a principal axis (ax) of the vehicle along the surface. Direct measurement of the grade (?grade) provides a position-tracking system with accurate information to extract acceleration due to motoring and braking (aMB) form acceleration experienced along the principal axis and track vehicle position without regard to wheel diameter calibration.

Abstract: A system and corresponding method are described, for use in alerting on objects in path of vehicle's propagation. The system comprising RF transmission/reception unit comprising at least one phased array antenna unit, and a control unit. The RF transmission/reception unit is configured for periodically scanning a selected region by transmission of interrogating RF signal and collecting reflected RF signals from the selected region and generate based thereon pattern data indicative of the collected RF signal, and for transmitting the pattern data to the control unit. The control unit is configured and operable for processing the pattern data for determining existence of interfering object in path of propagation of a vehicle carrying the system, and for generating alert data indicative of existence of one or more interfering objects.

Abstract: The present invention relates to a smart helmet for use by railyard personnel at a railyard. The smart helmet may utilize many safety features, such as improved visibility, a real-time camera, a Wi-Fi antenna, an environmental monitor, high-accuracy location tracking, tracking the “state” of the railyard crew member, real-time communication, and mobile power. Each of these features may be incorporated with the smart helmet.

Abstract: A vehicle starting system according to the present invention includes: an ATC as an automatic train controller that, on the basis of a start instruction received from an OCC as a central command device on the ground, starts a TCMS as an integrated train management system mounted on a train; and the TCMS performs control to supply power to a first vehicle device, and further performs control to supply power to a second vehicle device by raising a pantograph and then closing a VCB as a vacuum circuit breaker, and converting a voltage of alternating-current power acquired from an overhead contact line via the pantograph and the VCB.

Abstract: A control system includes a first vehicle controller configured to be disposed onboard a first vehicle system moving along route segments and to receive a conditional movement authority that has a condition to be met before the first vehicle system can travel into a designated route segment of the route segments. The first vehicle controller is configured to communicate with a separate, second vehicle system to determine a state of the second vehicle system. The first vehicle controller is configured to determine whether the state of the second vehicle system satisfies the condition of the conditional movement authority. The first vehicle controller also is configured to permit movement of the first vehicle system into the designated route segment responsive to determining that the state of the second vehicle system satisfies the condition of the conditional movement authority.

Abstract: In an example, the autonomous vehicle (“AV”) can be configured among the other vehicles and railway to communicate with a rider on a peer to peer basis to pick up the rider on demand from a location on a track, like a railway, tram or other track, rather than the rider being held hostage to a fixed railway schedule. The rider can have an application on his/her cell phone, which tracks each of the AVs, and contact them using the application on the cell phone. In an example, the AV is configured for both on-track and off track operation with different operating parameters for on-track and off track, including speed, degree of autonomy, sensors used etc.

Abstract: A cart power supply equipment includes a frame providing a cart storage region, a guide including an uphill slope portion having an uphill slope along a cart guide direction to the cart storage region and a downhill slope portion having a downhill slope in the cart guide direction, the downhill slope portion being downstream of the uphill slope portion along the cart guide direction, a first stopper configured to stop a cart at a stop position on the downhill slope portion of the guide, a detector configured to detect that the cart is at the stop position, a power transmitter configured to transmit power for charging in a non-contact manner, and a controller configured to control the power transmitter to start transmitting the power when the detector detects that the cart is at the stop position.

Abstract: A physical shopping cart comprises a controller and a sensor array comprising an initial sensor configured to detect possible-items placed into the physical shopping cart and a secondary sensor configured to determine if possible-items detected by the initial sensor is are items-of-interest. The physical shopping cart is configured to maintain the secondary sensor in a low-power state; sense a possible-item placed into the physical shopping cart; determine if the possible-item is an item-of-interest; and transmit a sense-message that identifies the item-of-interest.

Abstract: The present invention discloses a folding stair-climbing trolley comprising a bracket, wherein two insertion posts at a lower end of the bracket are sequentially inserted into a sliding sleeve, a sliding inner sleeve, a supporting sleeve, a toothed tube sleeve, a torsion spring and a foot stand, and ends of the two insertion posts at the lower end of the bracket are rotatably connected to both ends of a blade; a lower end of a supporting seat is connected to a lower portion of a rotating block and is located at an upper side of a connection point between the foot stand and the rotating block; an upper end of the rotating block is connected to a tripod, and three ends of the tripod are rotatably connected to rollers. The folding stair-climbing trolley may realize the function of moving on the stairs by providing three rollers.

Abstract: Maneuverable strollers are disclosed. An example stroller includes a frame that includes an upper frame support, an intermediate frame support, a lower frame support, and a handle coupled to the upper frame support. The example stroller also includes a front wheel coupled to the lower frame support, an intermediate wheel having an axis of rotation, and a rear wheel. The intermediate wheel is located between the front wheel and the rear wheel. The intermediate wheel and the rear wheel are coupled to upper frame support via the intermediate frame support. The example stroller also includes a pivot axis, where the intermediate frame support is coupled to the upper frame support about the pivot axis, and the pivot axis is offset above and forward to the axis of rotation.

Abstract: A lever assembly (20) has a lever (24) mounted to a lever housing (22), a plunger (26), an auto-return housing (28) pivotable relative to the lever housing (22), a trigger mechanism (30) movable relative to the auto-return housing (28), and a yoke member (32) pivotable relative to the auto-return housing (22) independent of the auto-return housing. The trigger mechanism (30) is movable to an extended position in response to movement of the plunger (26) for engaging a cam element (12) of the steering column (10) for auto-return of the lever to a rest position. The yoke member (32) interacts with the plunger (26) when the plunger (26) pivots with the lever (24) to cause the yoke (32) to pivot toward an engaged position, and the yoke (32) interacts with the trigger mechanism (30) when the yoke (32) is pivoted to move the trigger mechanism (30) toward the extended position.

Abstract: An assembly for a motor vehicle is provided. The assembly comprises a steering wheel assembly comprising a steering wheel hub for coupling to a steering column of the motor vehicle, such that rotation of the hub about a steering axis rotates the steering column, and a steering wheel rim assembly comprising a steering wheel rim extending around a first axis of the steering wheel assembly, wherein the steering wheel rim is movably coupled to the steering wheel hub, such that the steering wheel rim is selectively pivotable relative to the steering wheel hub about a second axis, the second axis having a component in a direction perpendicular to the first axis, and a controller configured to determine a pivot angle of the steering wheel rim and activate or deactivate an ignition system and/or a driver restraint system of the vehicle based on the pivot angle.

Abstract: A steering column assembly includes a lower jacket. The steering column assembly also includes an upper jacket at least partially received within the lower jacket. The steering column assembly further includes a jacket wall integrally formed with the lower jacket, the jacket wall extending longitudinally form a first end to a second end and having a first side and a second side. The steering column assembly yet further includes an energy absorption strap offset from the first side of the jacket wall to form a recess extending along the jacket wall, the energy absorption strap having a first end and a second end, the energy absorption strap having at least one tear line at an interface with the jacket wall.

Abstract: A steering apparatus includes: a column shaft; a column tube supporting the column shaft; a housing movably supporting the column tube; a fastener configured to fix the position of the column tube by pressing on radial ends of the housing; a first impact absorber configured to generate a first dynamic friction force with the column tube; and a second impact absorber configured to generate a second dynamic friction force with the housing during a secondary collision by being moved by the first impact absorber. The first impact absorber is structured such that a distal static friction coefficient in a distal region located further from a squeezing portion of the fastener is less than a proximal static friction coefficient in a proximal region closer to the squeezing portion.

Abstract: An electronic control unit for a power steering unit includes a multi-part housing. An electronic circuit is enclosed in the housing and is arranged in an interior space thereof. At least one plug contact includes a number of electrical contact elements which extend through the housing, includes contact surfaces arranged outside the interior space and reach into the interior space, where they are connected to the electronic circuit. The interior space is partially or completely filled with a closed-cell foam which is an elastic foam with an elongation at break of at least 20%.

Abstract: A method for controlling a steer-by-wire steering system in a motor vehicle, wherein, by means of an operator element to be actuated by an operator, a control command for actuating a steering actuator acting on at least one wheel to be steered is output, and wherein, by means of a force application element acting on the operator element and in operative connection with the steering actuator, an actuation force for the operator element is set. In the case of a disturbance of the force application element, the steering actuator is actuated so that the control command applied by the operator element is transmitted only in a damped manner to the steering actuator.

Abstract: A steer-by-wire steering apparatus comprises a plurality of locking projections that project radially outward of a upper shaft; a rotation range limiting projection that is fixed to the upper shaft and has an engaged portion located on the radially outer side of outer peripheral ends of the locking projections; a radially movable lock member that is located on the radially outer side than the locking projections when a drive source switch is ON, and has at least a part located at the same radial position as the locking projections when the switch is OFF; and a rotation range limiting member that has at least a part located at the same radial position as the engaged portion regardless of whether or not a steering actuator that changes steered angle of steered wheels is in an operable state when the switch is at least ON.

Abstract: The failure detection device includes: an output unit detecting failure of a torque detection device that detects torque applied to a pinion shaft with torque sensors, and a target current calculation unit controlling drive of the electric motor. In response to detection of failure of one of the torque sensors, the target current calculation unit causes the motor to output continuous torque continuously generating torque that is detectable by the other of the torque sensors and, in response to the motor outputting the continuous torque, the output unit diagnoses failure of the other of the torque sensors based on a pattern of vibrations detected by the other torque sensor due to the continuous torque and determines that the other torque sensor is having failure if amplitude of vibrations is less than a reference amplitude.

Abstract: An electromechanical motor vehicle steering system includes a steering column, a steering rack, a steering pinion that couples the steering column to the steering rack, and an electric drive device with an electric motor and a worm wheel arranged on the steering pinion. The steering rack is arranged between the worm wheel of the electric drive device and the steering column.

Abstract: A steering assistance device includes: a steering angle detection unit that detects the steering angle of a vehicle; a pump unit that performs steering assistance of the vehicle by using oil pressure; a motor that performs steering assistance of the vehicle by using electrical power; and a steering control unit that causes the pump unit to perform steering assistance with the steering assistance amount thereof reduced by a predetermined amount from the predetermined steering assistance amount, and causes the motor to perform steering assistance, in a case where the pump unit can perform steering assistance in a steering assistance amount predetermined for the detected steering angle.

Abstract: The disclosure relates to a method and to a device for controlling a steering system and to a steering system having electric steering assistance, wherein a reference variable for the steering assistance is predefined by a steering controller, the steering system is controlled as a function of the reference variable, a compensation value to compensate for a dynamic behavior of an axle steered by the steering system is determined on the basis of a model, the reference variable is determined as a function of the compensation value. The disclosure further relates to a method and to a device for emulating dynamics of the steered axle.

Abstract: A steering system includes a prioritized torque sensor, a redundant torque sensor, a controller, a first signal line, a second signal line, and a common signal line. Each of the first signal line and the second signal line connects the prioritized torque sensor and the controller. The common signal line connects the redundant torque sensor and the controller. The prioritized torque sensor is configured to transmit, via the first signal line, a first prioritized detection signal. The prioritized torque sensor is configured to transmit, via the second signal line, a second prioritized detection signal. The redundant torque sensor is configured to transmit, via the common signal line, a first redundant detection signal and a second redundant detection signal.

Abstract: A motor controller is configured to control a motor including a plurality of winding groups. The motor controller includes a plurality of processors. Each of the processors is configured to independently control supply of driving electric power to each of the winding groups. When an abnormality occurs in which a torque to be generated in one of the winding groups is smaller than an individual rated torque and when a target overall torque is larger than a total of the individual rated torque for the winding group in which the abnormality does not occur, the processor, controlling supply of driving electric power to the winding group in which the abnormality does not occur, out of the plurality of processors controls supply of the driving electric power such that the winding group generate a torque larger than the individual rated torque.

Abstract: In a control device for a steering mechanism, the steering mechanism includes a motor that includes a plurality of coils. The plurality of coils include a first coil and a second coil. The control device includes a first control system and a second control system configured to compute a command value for torque of the motor to be applied to the steering mechanism. The first control system and the second control system are each configured to control power supply to the plurality of coils of the motor based on the command value. The first control system includes a first microcomputer that has first characteristics, and the second control system includes a second microcomputer that has second characteristics that are different from the first characteristics.

Abstract: A power conversion device includes a first inverter connected to one end of a winding of each phase of a motor of n phases, n being an integer equal to or greater than 3, a second inverter connected to the other end of the winding of each phase, and at least two drivers to drive n H bridges including windings of n phases, n legs of the first inverter, and n legs of the second inverter. Each of the n H bridges is connected to any one of the at least two drivers.

Abstract: A hydraulic steering unit (1) is described comprising a supply port arrangement having a pressure port (P) connected to a main flow path (2) and a tank port (T) connected to a tank flow path (3), a working port arrangement having a left working port (L) connected to a left working flow path (4) and a right working port (R) connected to a right working flow path (5), a bridge arrangement (7) of variable orifices having a first left orifice (A2L) connected to the main flow path (2) and to the left working flow path (4), a first right orifice (A2R) connected to the main flow path (2) and to the right working flow path (5), a second left orifice (A3L) connected to the left working flow path (4) and to the tank flow path (3), and a second right orifice (A3R) connected to the right working flow path (5) and to the tank flow path (3). Such a hydraulic steering unit should not have a self-alignment but a comfortable feeling for the driver.

Abstract: Provided are a steering control system and method. The steering control system includes a control unit configured to perform steering control using a steering torque and a steering angle detected by a steering torque sensor and a steering angle sensor of a vehicle, wherein the control unit performs the steering control in consideration that the steering torque or the steering angle is changeable by a disturbance.

Abstract: A tracked vehicle includes a pilot control module which enables the pilot to steer the tracked vehicle using an existing joystick of the tracked vehicle. The tracked vehicle also includes a dual track drive pedal which drives the tracks of the vehicle simultaneously. The joystick is used to make steering corrections when utilizing the dual track drive pedal.

Abstract: A vehicle system includes a steering wheel configured to output an output based on an input from a user, and a controller configured to: determine a target orientation of front wheels of a vehicle based on vehicle environment information, determine whether an orientation of the front wheels of the vehicle based on the output from the steering wheel deviates from the target orientation, disengage the steering wheel from the front wheels in response to determination that the orientation of the front wheels deviates from the target orientation, adjust the orientation of the front wheels to the target orientation and provide a feedback in response to adjusting the orientation of the front wheels to the target orientation.

Abstract: A trailer backup assist system is provided herein. The trailer backup assist system includes a hitch angle sensor configured to determine a hitch angle between a vehicle and a trailer attached thereto. An input device is configured to accept an input command corresponding to a trailer path command curvature. A controller is configured to determine a vehicle threshold speed limit by determining a first vehicle speed limit based on the hitch angle and a second speed limit based on the command curvature. The controller generates a command to limit vehicle speed in a reverse direction below the threshold speed limit.

Abstract: The amount of absorbed energy at the time of load input is improved with high mass efficiency. A hollow member includes: a hollow metal member having a bending induction portion in a portion in a longitudinal direction; and a resin material which is made of a resin having a Young's modulus of 20 MPa or more and is disposed in the bending induction portion in close contact with the metal member.

Abstract: A protective system for a high voltage module of an electrified vehicle arranged at least partially in a crush zone of the vehicle comprises a housing defining a front end and a rear end and having the high voltage module disposed therein, wherein the front end is securely connected to a frame of the vehicle and the rear end is disconnected from or loosely connected to the frame, the front end including high voltage wiring for the high voltage module, and a displacement device connected to the frame behind the rear end of the housing, wherein in response to a vehicle impact event that compresses the frame in the crush zone, the displacement is configured to vertically displace the rear end of the housing and the high voltage module therein, thereby protecting the high voltage module and the high voltage wiring from damage during compression of the crush zone.

Abstract: A vehicle roof panel that is tunable with respect to the occurrence of vibration and the resonant frequency of vibration is provided. A frequency gain associated with the vehicle roof panel has been determined to be a function of the ratio between the width of roof beads impressed upon a roof panel and a gap between adjacent roof beads. When the ratio is between approximately 0.5 and 4.7, the frequency gain associated with the vehicle roof linearly follows values of the ratio. Accordingly, varying the width of the roof beads and/or the gap between adjacent roof beads such that the ratio remains between approximately 0.5 and 4.7, results in the vehicle roof panel being tunable.

Abstract: An attachment is configured to connect a first connecting plate of a vehicle component to a second connecting plate of a vehicle body. The attachment includes a body, first, second and third flanges, and a press-fit insert. The attachment is of an elastically deformable material and is configured to be inserted into first and second through holes of the first and second connecting plates. The flanges engage the connecting plates when the attachment is inserted into the through holes. The body includes a hole extending longitudinally within the body to accommodate the press-fit insert. The press-fit insert has a diameter greater than the diameter of the hole to form a snug connection between the press-fit insert and the hole. The insertion of the press-fit insert into the hole elastically deforms the attachment to urge the body radially against the connecting plates to provide a robust connection between the connecting plates.

Abstract: A system of connected body elements for a motor vehicle includes a first body element and a second body element. The first body element has at least one duct on a surface, wherein a shoulder is formed next to the duct. The system furthermore includes an adhesive which is arranged at least partially in the duct and at least partially on the shoulder and adhesively bonds the first body element to the second body element. A connection region, directly adjoining the shoulder, of the surface of the first body element is free here from adhesive. A first space between shoulder and second body element and a second space between connection region and second body element are open towards each other.

Abstract: An undercover (31) for rectifying airflow under a floor of a vehicle while driving the vehicle includes screw pedestals (42) for fixing screws (41) or nut pedestals for nuts, which are served as fastening points to a vehicle body (29). Interference caps (58) which are a molded product made from an elastic resin material are fitted between the adjacent pedestals. Under a state that the undercover (31) is engaged with and is attached to the vehicle body by the screws, a top portion (60) of the interference caps (59) is elastically deformed and is abutted to the opposite vehicle body surface, and the above abutment is maintained. Small clearance between the undercover and the vehicle body are maintained, and interference between the undercover and the vehicle due to vibration while driving is prevented, without changing the number of fastening points of the undercover to the vehicle body.

Abstract: A mobile machine having a machine frame with a lateral outer wall, an operator station having an outer side edge, an actuating system configured to move the operator station between a retracted position and a fully extended position that is laterally outward of the retracted position, wherein in the fully extended position, the outer side edge is a first distance outward of the lateral outer wall, a moveable component moveable between a first position and a second position, a sensor configured to send a signal indicative of the moveable component being in the first position, and a controller configured to limit the distance the operator station may move laterally outward of the retracted position to a second distance in response to receiving the signal from the sensor, wherein the second distance is less than the first distance.

Abstract: An assembly of subassemblies having a mating bond interface for a motor vehicle is provided. The assembly includes a first subassembly of molded composite material and a second subassembly of molded composite material. An adjustable mating interface couples the subassemblies together. The interface includes a groove and a flange disposed on the first subassembly and bonded within the groove. The groove is sized and shaped relative to the size and shape of the flange to allow a bonding position of the flange within the groove to be adjusted during assembly of the subassemblies so that the mating interface is adjustable.

Abstract: An apparatus configured to control downforce is provided. The apparatus includes a piezoelectric bellow configured to generate airflow, a power controller configured to output a signal to actuate the piezoelectric bellow; and a controller configured to control the power controller based on vehicle dynamics information.