Abstract: An operator station is provided. The operator station may include a platform. The platform may at least partially extend along a plane. The operator station may include a first linkage member attached to a first portion of the platform and a second linkage member attached to a second portion of the platform. The first linkage member may be pivotal with respect to a first pivot axis, and the second linkage member may be pivotal with respect to a second pivot axis. The operator station may include an actuating member attached to the first linkage member. The actuating member may actuate the first linkage member for pivoting the first linkage member in a first direction and pivoting the second linkage member in the first direction. The platform may linearly translate in the plane during pivoting of the first linkage member and the second linkage member.

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: A driver cabin for an urban railway vehicle, the driver cabin extending in a longitudinal driving direction and including: a cabin chassis including at least one main shock-absorbing area having a longitudinal extend defined between a front plane oriented transversally to the longitudinal driving direction and a rear plane oriented transversally to the longitudinal driving direction, the main shock-absorbing area being able to deform in case of a shock between an initial state and a shock-absorbed state, so that in the shock-absorbed state the longitudinal extend of the main shock-absorbing area is reduced about a predefined compression distance; an electrical equipment compartment storing at least one stiff electrical element carrying electronic components. The electrical equipment compartment is located inside the main shock-absorbing area.

Abstract: The invention relates to a height-adjustable pedestal for use in a vehicle including a height adjustable pedestal platform, a spring having a spring force according to a corresponding spring characteristic, and a lever mechanism that is interconnected between the spring and the pedestal platform in such a way that the spring force is transferred by the lever mechanism to the pedestal platform in the form of a lifting force that counteracts the weight force of the pedestal platform to facilitate the height-adjustment of the pedestal platform. In a further embodiment, the lever mechanism at least partially compensates for a variation of the spring force that occurs according to the spring characteristics.

Abstract: Provided is a cab isolation system for a locomotive is provided including a cab having a front and a rear. The cab isolation system further includes a pivot located generally near the rear of the cab and at least one spring generally located near the front of the cab. In another embodiment, dampers may further be provided and generally located near the front of the cab. In another embodiment, lateral links may further be provided and generally located near the front of the cab. This system may include any of the above elements, alone or in combination, to provide for a cab isolation system for isolating a locomotive cab from engine generated structure borne noise and vibration, while lower frequency track induced motions are not magnified.

Abstract: A railcar that includes an underframe, a front surface frame located at a front surface portion of a carbody and having a lower end portion coupled to the underframe, and a buffer member coupled to the front surface frame and extending toward a vehicle interior side. Then, the buffer member is provided at a position higher than the underframe.

Abstract: A sliding-type apparatus for absorbing front shock energy is disclosed. The sliding-type apparatus of the present invention includes a driver panel (130), which is provided on the front surface of a driver's cab defined by a front part protective shell (110) of a railway vehicle so as to be movable backwards, and a bottom shock absorber (150), which is provided under the lower surface of the driver panel (130). The sliding-type apparatus further includes a front shock absorber (170), which is provided on the front surface of the driver panel (130), and a driver panel shock absorber (190), which is provided at a position towards which the driver panel is moved backwards. Thus, when a railway vehicle is involved in a collision, the several shock absorbers are consecutively collapsed to efficiently absorb shock energy. Furthermore, the driver panel is moved backwards without being deformed by the shock energy. Therefore, the safety of the driver is ensured.

Abstract: A bogie for a low floor type railway vehicle, in which the accuracy of the distance between left and right wheels is enhanced and which enables a vehicle body to be low-floored. The bogie has a bogie frame for supporting the body of the railway vehicle, a main axle and an auxiliary axle arranged so as to laterally extend at the front and rear in the traveling direction of the bogie frame, wheels attached to both the left and right sides of each of the axles, shaft boxes attached to both the left and right sides of each of the axles and supporting the axle, and shaft box support devices respectively supporting each of the shaft boxes by elastically joining the shaft boxes and the bogie frame together. The wheels attached to the main axle are large-diameter wheels, and the wheels attached to the auxiliary axle are small-diameter wheels having a smaller diameter than the large-diameter wheels.

Abstract: A railway vehicle including a plurality of bogies is provided. Each bogie includes a chassis, two front wheels and two rear wheels. For each front wheel and each rear wheel, a guidance device is provided for guiding the wheel in rotation and a primary suspension device of the chassis is provided on the guidance device. At least the primary suspension devices associated with the front and rear wheels are arranged on the same first lateral side of the bogie. The primary suspension devices each include two longitudinal connecting rods, each connected by a first connection point to the chassis and by a second connection point to the corresponding guidance device and at least one resilient component inserted between the two connecting rods to define at least the vertical stiffness of the primary suspension device, the two connecting rods being offset longitudinally relative to one another. Each of the bogies also includes a pivot connection device for connecting the bogie to the railway vehicle.

Abstract: Provided is a cab isolation system for a locomotive is provided including a cab having a front and a rear. The cab isolation system further includes a pivot located generally near the rear of the cab and at least one spring generally located near the front of the cab. In another embodiment, dampers may further be provided and generally located near the front of the cab. In another embodiment, lateral links may further be provided and generally located near the front of the cab. This system may include any of the above elements, alone or in combination, to provide for a cab isolation system for isolating a locomotive cab from engine generated structure borne noise and vibration, while lower frequency track induced motions are not magnified.

Abstract: A railway vehicle including two end bogies is provided. Each end bogie includes a chassis; two front wheels and two rear wheels; for each front wheel and each rear wheel, guide for guiding the wheel in rotation and a primary suspension device of the chassis on the guide. At least the primary suspension devices associated with the front and rear wheels arranged on the same first lateral side of the bogie include two longitudinal connecting rods, each connected by a first connection point to the chassis, and by a second connection point to the corresponding guide, at least one resilient component inserted between the two connecting rods to define at least the vertical stiffness of the primary suspension device, the two connecting rods being offset longitudinally relative to one another. Each end bogie includes pivot connector suitable for connecting the end bogie to the vehicle.

Abstract: A passenger rail car includes a lower passenger compartment that includes a plurality of passenger seats. The passenger rail car also includes an upper passenger compartment that includes a plurality of passenger seats. A control cab for a rail car operator is elevated above the floor of the lower passenger compartment, and is located forward of the passenger seats and behind the crash energy management region. The front end of the passenger rail car may be slanted to provide a greater field of view for the rail car operator.

Abstract: A rail vehicle, in particular a lightweight motor car, has a vehicle head which contains a driver's cab, and a car body with a passenger compartment. The vehicle head is embodied as a self-supporting unit. Shock absorbing elements which operate in a telescopic fashion and which absorb the energy occurring during a collision are arranged underneath this vehicle head.

Abstract: An improved intermodal transport system combining trucking and railway technology for the transport of passengers and freight. The present system includes a so-called Super Rail Train which incorporates an automotive truck drive system and components in a fuel efficient power vehicle which replaces the conventional locomotive. The present system also includes a plurality of secondary power units having an automotive truck drive system which are operated only during peak load conditions. The present system features a self-powered tandem device which replaces the conventional railroad dolly or bogie used in the transport of highway semi-trailer containers by rail and permits movement of a partially assembled train without a switching engine. A further feature of the present invention provides a switching ramp which is installed at truck/train terminals to facilitate the efficient assembly and breakdown of the train upon arrival at a destination for rerouting semi-trailer containers to highway use.

Abstract: The invention relates to a rail-borne power unit for conveying passengers. The unit has at least one coach section formed by a coach body with at least one passenger compartment for passengers and with a driver's cab at one or both ends. The coach body is supported on running-gear assemblies formed by wheelsets and driven by at least one drive unit. The rail-borne power unit is a low-floor vehicle in which a central part of the coach body is lowered relative to its end parts. At least one end part of the rail-borne power unit is designed as a motor-coach head. The unit is selectively driven by at least one diesel-mechanical drive, or a diesel-electric drive, or a purely electric drive, or a multi-system drive formed by a combination of a diesel-electric drive with a purely electric drive, or a multi-system drive formed by a combination of two different electric drive variants, or a multi-system drive formed by a combination of a diesel-electric and two different electric drive variants.

Abstract: An inseparable railroad train unit comprises three cars and is adapted for use selectively as a self propelled unit and as an after-coupled unit in a passenger train of the through-passage type. At least the front end of the train unit has a central window equipped door, behind which a driver's desk is provided, and around the door opening is provided a forwardly protruding elastomeric gable member, which provides for an aerodynamically advantageous shape of the front. When the train unit is after-coupled to a similar unit, the driver's desk is stowed away laterally, and the front door is opened for providing the required through passage. The elastomeric gable member now acts as a sealing and shielding element surrounding the passageway between the car and the preceding car.

Abstract: Single-sided linear induction motors (SLIMs) suspended in proximity to the rail of a locomotive are energized to increase the effective adhesion between the locomotive drive wheels and the rail in response to the detection of an operating condition in which the tractive effort of the locomotive traction motors is limited by less than optimal adhesion. The SLIMs are energized in relation to the reserve power capability of the power source and the limit of tractive effort improvement. One method further employs sand dispensing units activated if the suboptimal operating condition is not alleviated by activation of the SLIMs. Another method uses the sand dispensing units first, and only activates the SLIMs if the suboptimal operating condition is not alleviated by activation of the sand dispensing mechanism.

Abstract: A locomotive is provided with an enlarged cab having "split level" sections for accommodating the engineer and other members of the train crew. A first upper section includes seating space for the engineer adjacent to the console with good visibility to the front and back, the engineer's line of sight being above the crew members in a lower section of the cab, and on the opposite side of the cab there is an additional upper section that provides an operating station for the engineer's assistant. In the lower section of the cab seating space is provided for at least one crew member. A writing surface (for performing clerical work) adjacent to seating space for the train conductor, with external visibility along a line of sight parallel to the sides of the railroad cars being propelled by the locomotive, is provided either in the lower section or in the additional upper section of the cab.

Abstract: A weight transfer rail traction vehicle adapted for travel on alternate sets of rail or road wheels which is characterized by a number of features including: a spring and shock absorber system which cooperate to maintain the springs, while in a rail travel mode, in an active condition despite substantial weight transfer loads being placed thereon; a hydraulic system which enables the differential axles to be optionally spring supported to the frame or in a rigid fixed relationship therewith; a differential axle suspension system wherein the spring supported axle moves in a substantially vertical plane without lateral shifting; a shock absorbing coupler; a coupler mounting arrangement which includes a coupler carriage directly mounted to a lateral frame member of the vehicle which serves as a guideway for directing travel of the coupler carriage and hence the coupler mounted thereto in a horizontal direction and wherein the coupler itself is mounted for vertical movement with respect to the coupler carriage; a