Abstract: An overhead coiling closure is presented. A repositionable impact bar assembly engages a guide bracket mounted adjacent to the coiling closure when the closure is in a closed position. When in an open position, the impact bar assembly is released from the guide bracket and attaches to the coiling closure to provide repositionable impact protection. As the coiling closure closes the impact bar assembly is once again engaged by the guide bracket.

Abstract: Devices, a system and a method for controlling travel of a railcar along a set of rails are provided, the railcar having wheel treads that ride on the rails. A railcar stop is selectively movable between a first position wherein the railcar is free to travel along the rails, and a second position wherein the railcar stop is configured to engage the tread of the at least one of the wheels to thereby stop and prevent travel of the railcar in at least a first direction along the rails. The railcar stop is further configured to be selectively movable in the first direction along the rails from the second position to a third position to thereby disengage the railcar stop from the tread of the least one of the wheels.

Abstract: A buffer comprising a first, elongate buffer element that is moveably received within the interior of a second, elongate, hollow buffer element such that the first and second buffer elements overlap over part of their length, such that the buffer elements define a hollow interior of the buffer and such that at an end of the buffer at least the second buffer element is exposed for engagement with a respective, further member, the first and second buffer elements being moveable between a first, extended or intermediate configuration of the buffer and a second, compressed configuration, compression of the buffer more energetically than a threshold energy level causing the first buffer element to energise a non-recoverable energy absorbing member, forming part of the buffer or capsule, to cause deformation of one or more plastically deformable parts of the buffer, characterised in that the non-recoverable energy absorbing member lies between the ends of the buffer at least in the region energised by the first buf

Abstract: A compact buffer having overload protection, comprising a buffer connected to a coupling, a mount (1) connected to a vehicle body, and a rotating shaft (2) connecting the buffer to the mount (1); the buffer comprises an elastic element (4), a buffer housing (3) accommodating the elastic element (4), and a protective cover (5) for bearing impact force located at the tail end of the buffer housing (3); the buffer housing (3) and the protective cover (5) are connected by means of an overload protection device (6). Use of the method which involves breaking the connection between a buffer housing and an elastic element enables the integration of an overload protection device and a coupling buffer.

Abstract: A coupling arrangement for the front of a tracked vehicle is disclosed, comprising a central buffer coupling having a gladhand, a coupling shaft supporting the gladhand and a bearing, via which the coupling shaft can be joined with the undercarriage of the vehicle pivotable in a horizontal and/or vertical direction. An energy consuming device allocated to the central buffer coupling having at least one energy consuming element with a destructive design is provided. To ensure maximum energy consumption in a crash with a course of events definable in advance, the coupling arrangement additionally comprises a supporting structure with two longitudinal beams arranged on the sides of the central buffer coupling and a crossbeam joined with the two longitudinal beams, said crossbeam beam being arranged above the central buffer coupling such that a vertical deflection of the coupling shaft relative to the undercarriage of the vehicle is limited by the crossbeam.

Abstract: A slide structure 21 of a railway vehicle includes a slide end beam 22 disposed in front of an end beam 16 that constitutes a portion of a body, and a slide center beam 23 projecting rearward of the slide end beam. An underframe 12 is provided with a guide portion 24 that guides the slide center beam in the longitudinal direction of the body. The underframe 12 is also provided with a holding member 28 that holds the slide center beam at a front position of the body with respect to the guide portion. The holding member has such a tensile strength that the holding member couples the underframe and the slide structure to each other in the longitudinal direction of the body and the holding member is broken when a tensile load in a rearward direction of the body applied from the slide structure to the holding member exceeds a preset tensile load, thereby permitting the slide structure to move in the rearward direction of the body.

Abstract: The present invention relates to an energy-absorbing unit, including a UIC buffer or a side buffer, which provides an additional irreversible shock-absorbing stage for e.g., a UIC buffer which can be retroactively installed, an energy-absorbing unit, is proposed which is mountable to the support frame or undercarriage, of e.g., a railborne vehicle as one complete exchangeable unit. The energy-absorbing unit hereto includes a base plate for preferably detachable connecting of the energy-absorbing unit to the support frame or undercarriage of a car body, a connecting plate, to which e.g., the UIC buffer can be connected, and a destructively-configured energy-absorbing element which is braced between the base plate and the connecting plate without play.

Abstract: The invention relates to an energy dissipation device (100) for a multi-member vehicle, a rail-mounted vehicle in particular, comprising a first end plate (10), a second end plate (20) and an energy dissipation element (30) in the form of a hollow body extending in the longitudinal direction (L) of the energy dissipation device (100) and arranged between the first and the second end plate (10, 20), whereby to prescribe the formation of folds for the energy dissipation element (30) upon activation of the energy dissipation device (100), said energy dissipation element (30) comprises a response trigger in the form of a fold/bulge area (33, 33?) extending peripherally at least partly around the periphery of the hollow body.

Abstract: The invention relates to an energy absorption device as part of a shock absorber for the front or rear region of a railborne vehicle, in particular a streetcar vehicle, wherein the energy absorption device is designed to absorb or dissipate at least a portion of the impact energy which occurs when the vehicle impacts an obstacle. The invention includes a bumper bar which is pivotably connected to the vehicle underframe by a first bearing, a pendulum support connected to the bumper bar by a second bearing and to the vehicle underframe by a third bearing such that the bumper bar and pendulum support form a tripod. The resultant moment of force of the bumper bar pivoting about a pivot axis defined by a first bearing is introduced as linear force into the energy-absorbing mechanism and at least partly absorbed or dissipated there.

Abstract: The invention relates to a shock absorber (100), in particular for use as an additional irreversible shock-absorbing stage together with a component for transferring force. In order to achieve the reliable dissipating of high impact energies, a shock absorber (100) comprising the following is indicated in accordance with the invention: a base plate (1); a force-transferring element (3) having a tensioning element (4); an energy-absorbing element in the form of a deformation tube (5) which is connected by a first end section to the base plate (1); and a connecting element (6) for the disengageable connecting of the force-transferring element (3) to a second end section of the deformation tube (5), wherein the connecting element (6) is pressed against the tensioning element (4) such that the deformation tube (5) is braced between the tensioning element (4) and the base plate (1) without play.

Abstract: The present invention relates to an energy-absorbing unit, including a UIC buffer or a side buffer, which provides an additional irreversible shock-absorbing stage for e.g., a UIC buffer which can be retroactively installed, an energy-absorbing unit, is proposed which is mountable to the support frame or undercarriage, of e.g., a railborne vehicle as one complete exchangeable unit. The energy-absorbing unit hereto includes a base plate for preferably detachable connecting of the energy-absorbing unit to the support frame or undercarriage of a car body, a connecting plate, to which e.g., the UIC buffer can be connected, and a destructively-configured energy-absorbing element which is braced between the base plate and the connecting plate without play.

Abstract: In energy absorbing structures in an entire train, a compression amount at an interface between cars at an end portion of a train is reduced and compression at an interface between cars at a center portion of the train is facilitated. In the structure, a plurality of cars (A1 to A12) are coupled to one another through couplers (B1 to B11), and energy absorbing structures (S12 to S42, S82 to S122) are provided between cars. An average compressive load corresponding to a value obtained by dividing an energy absorption amount of the energy absorbing structure by a maximum compression amount of the energy absorbing structures (S12 to S42, S82 to S122) is set smaller at an interface between cars at a center portion of the train than at an interface between cars on an outer side of the train (closer to an end portion).

Abstract: A railway vehicle having an impact energy absorbing device capable of avoiding coincidence between starts of deformation of the impact energy absorbing device in the event of collision to reduce the pressure collapse peak load and, hence, loads on the vehicle body, passengers and so on in the case of application to a transportation apparatus such as a train in particular. The impact energy absorbing device has a plurality of energy absorbing members 11 and 12 which pressure-collapse in the event of collision to absorb impact energy, and which are mounted in a predetermined region in the longitudinal direction of the body of a vehicle while being spaced apart in the car body width direction. Front ends of the energy absorbing members 11 and 12 in the collision direction are shifted to a plurality of positions (jutted out by ?L).

Abstract: The present invention relates to terrain navigation wherein an earth-reflected satellite signal is received from at least one reference signal source whose position is known (120), for example a navigation satellite. Based on information contained in the received signal a measured estimate of a shortest reflection distance (d1(tb)) to the satellite (120) is derived. A relative spatial movement (?x, ?y, ?h) of a relevant craft (110) since a previous positioning instance (ta) is registered onboard the craft (110). Moreover, stored surface information is retrieved pertaining to an elevation (h1b) of the earth surface (130) in relation to the mean sea level (z0) at at least one geographical position (X1b, Y1b). Based on the relative spatial movement (?x, ?y, ?h) and the retrieved surface information at least one calculated estimate of the shortest reflection distance (d1(tb)) to the satellite (120) is derived.

Abstract: A collision attenuator for a vehicle including an energy absorbing cylinder, a mounting assembly adapted to secure the energy absorbing cylinder to an end of the vehicle, a contact plate mounted to the energy absorbing cylinder, a control valve for extending and retracting the energy absorbing cylinder in order to move the contact plate with respect to the end of the vehicle. A comparator is operably coupled with the control valve, wherein the comparator is configured to adjust the energy absorbing cylinder based upon a speed signal indicative of the speed of the moving vehicle. A coupler detector is operably coupled with the control valve, wherein the coupler detector inhibits the extension of the energy absorbing cylinder unless the coupler detector determines that the coupler is open. A pivot assembly pivotally secures the contact plate to the energy absorbing cylinder allowing the contact plate to pivot laterally about an upright axis with respect to the energy absorbing cylinder.

Abstract: A rail vehicle for passenger transportation, especially for local traffic, is provided with shock absorption units (1) at at least one of its ends. Said shock absorber units (1) are supported on a sandwich part (2) containing deformable metallic foam, in the longitudinal direction of the vehicle, said sandwich part forming a partial area of the floor (3) of the driver compartment (4), as a supporting structural element.

Abstract: A collision attenuating system for a moving vehicle including an energy-absorbing airbag assembly dimensioned and configured for attenuating the impact between the moving vehicle and a pedestrian or an impacted vehicle located in or crossing the path of the moving vehicle as the pedestrian or impacted vehicle impacts against the airbag assembly, a mounting bracket dimensioned and configured for being affixed to the moving vehicle, an engagement bracket affixed to the airbag assembly and engagable with the mounting bracket, and a quick-release fastener for removably engaging the engagement bracket to the mounting bracket for removably mounting the airbag assembly to the moving vehicle. The airbag assembly includes an airbag and an assembly frame supporting the airbag, a speed sensor for determining the speed of the vehicle, and a pressure regulator for controlling a pressure function of the airbag responsive to the speed sensor.

Abstract: A collision attenuator for a vehicle including an energy absorbing cylinder, a mounting assembly adapted to secure the energy absorbing cylinder to an end of the vehicle, a contact plate mounted to the energy absorbing cylinder, a control valve for extending and retracting the energy absorbing cylinder in order to move the contact plate with respect to the end of the vehicle. A comparator is operably coupled with the control valve, wherein the comparator is configured to adjust the energy absorbing cylinder based upon a speed signal indicative of the speed of the moving vehicle. A coupler detector is operably coupled with the control valve, wherein the coupler detector inhibits the extension of the energy absorbing cylinder unless the coupler detector determines that the coupler is open. A pivot assembly pivotally secures the contact plate to the energy absorbing cylinder allowing the contact plate to pivot laterally about an upright axis with respect to the energy absorbing cylinder.

Abstract: An energy-absorbing device for the end of rail vehicles is provided. In order in particular to reduce the cost of adaptation and matching between vehicle manufacturers and suppliers of the energy-absorbing device and the couplings (3) and the design and/or quality risks, the energy-absorbing device exhibits a base frame (1) which carries all the proposed elements for energy absorption in the end area and which is fastened as a compact preassembled module to the sub-frame (9) entirely in the defined interface area.

Abstract: A train collision attenuator mounted on a leading end of a train for attenuating the force of impact between a moving train and a pedestrian or motor vehicle. The train collision attenuator includes an energy absorbing assembly and a mounting assembly. The energy absorbing assembly includes a leading surface and the energy absorbing assembly is dimensioned and configured for attenuating the force of impact between the moving train and the pedestrian located in the path of the moving train as the pedestrian impacts against the leading surface. The mounting assembly secures the energy absorbing assembly to the leading end of the train. A lifting mechanism for moving the energy absorbing assembly between a deployed position to a retracted position is also provided. A selectively-inflatable, externally-mounted airbag including an upper pedestrian cushioning portion and a lower pedestrian support portion is also provided.

Abstract: A train collision attenuator mounted on a leading end of a train for attenuating the force of impact between a moving train and a pedestrian or motor vehicle. The train collision attenuator includes an energy absorbing assembly and a mounting assembly. The energy absorbing assembly includes a leading surface and the energy absorbing assembly is dimensioned and configured for attenuating the force of impact between the moving train and the pedestrian located in the path of the moving train as the pedestrian impacts against the leading surface. The mounting assembly secures the energy absorbing assembly to the leading end of the train. A lifting mechanism for moving the energy absorbing assembly between a deployed position to a retracted position is also provided. A selectively-inflatable, externally-mounted airbag including an upper pedestrian cushioning portion and a lower pedestrian support portion is also provided.

Abstract: A train collision attenuator mounted on a leading end of a train for attenuating the force of impact between a moving train and a pedestrian or motor vehicle. The train collision attenuator includes an energy absorbing assembly and a mounting assembly. The energy absorbing assembly includes a leading surface and the energy absorbing assembly is dimensioned and configured for attenuating the force of impact between the moving train and the pedestrian located in the path of the moving train as the pedestrian impacts against the leading surface. The mounting assembly secures the energy absorbing assembly to the leading end of the train. A lifting mechanism for moving the energy absorbing assembly between a deployed position to a retracted position is also provided. A selectively-inflatable, externally-mounted airbag including an upper pedestrian cushioning portion and a lower pedestrian support portion is also provided.

Abstract: An apparatus and method for reducing the noise generated by colliding conveyor carriers is disclosed which comprises urethane bumpers and a method of attaching same to portions of the carriers that do not make contact with other carriers when the carriers are accumulated. The bumpers extend from the carriers a sufficient distance to contact a similar bumper on an adjacent carrier when one carrier rolls up against another. The bumpers do not prevent the normally contacting portions of the carriers from coming into contact, but merely absorb a portion of the kinetic energy of the moving carrier to reduce the noise generated when the contacting portions of the trolleys do meet, and the presence of these bumpers does not adversely affect the spacing of the carriers in the accumulation line.

Abstract: A cushioned braking system for cushioning the impact of a moving vehicle for amusement for children. The braking system comprises a double ended air cylinder having a first cylinder end and a second cylinder end. A first head member and a second head member close the first and second cylinder ends, respectively. A first piston rod extends axially outward from the cylinder through the first head member. A first piston is on the first piston rod within the cylinder. A second piston rod extends axially outward from the cylinder through the second head member. A second piston is on the second piston rod within the cylinder. A spring assembly resiliently connects the first piston to the second piston within the cylinder. The spring assembly serves to bias the first and second pistons toward a reference position. The cylinder also has a vent for controlling air flow within the cylinder.

Abstract: A drive unit for driving one or more bobbin carriers along a track of a bobbin transport system, comprises track engaging elements for engaging with the track and allowing the drive unit to travel along the track, a detector for detecting position indicators spaced along the track and for producing detector signals, and a computing device for receiving the detector signals from the detector and for computing the location of the drive unit on the basis of the detector signals.

Abstract: A safety barrier for a subway or railway train including pairs of individual pivoting triangular gate members with a smooth wall panel at the base of the triangle. Each gate member is retractable within a recess in the end wall of the train car near a corner and are expandable to form a partial continuation of the side wall of the train car and to form with an adjacent barrier on the rear end wall a safety barrier to prevent persons from entering the gap between the cars from either side of the train.

Abstract: To obtain a defined reset for horizontal articulations for an elastic articulation of a central buffer coupling, if at least one elastic ring is used, the inner part of the housing as well as the drawbar have the greater axis of their cross-section in the vertical in the installed position. The coupling which is secured on the vehicle and a drawbar which traverses the housing are supported by a ring of rubber, plastic or similar resilient material which is prestressed normal to the coupling axle of the coupling and arranged between the housing and the drawbar. The drawbar and a side of the housing have peripheral cams directed toward each other. The housing and the drawbar have an oval cross-section and the rings are spaced by cams formed on the drawbar and portions of the housing, the ring and the housing and the drawbar have a major axis of their cross-section extending along the vertical in their installed position.

Abstract: A bumper for a suspension of a tracklaying vehicle has a first plate formed with a throughgoing hole through which engages one longitudinal end of a bolt. The other longitudinal end of this bolt is screwed into a second plate that is therefore held at a maximum spacing from the first plate. A helical compression spring having in unstressed condition an overall length greater by a predetermined distance than this maximum spacing is braced in compressed condition between the plates. Two telescoping sleeves, one fixed to each of the plates, coaxially surrounds the rod and have free ends extending past each other. Each of these ends has a respective abutment and these two abutments are spaced apart by a distance substantially equal to the difference between the length of the spring in the compressed and uncompressed condition. Thus should this rod break the two abutments will engage each other and prevent the first plate from being violently ejected.

Abstract: An elastic hinge of a central buffer coupling for rail cars, comprises a bearing housing which has at least one end with a coupling rod receiving opening into which a coupling rod extends. The interior wall of the housing has a plurality of axially spaced radially inwardly extending annular housing cam surfaces which engage between similar cam surfaces defined on a coupling rod which is inserted into the housing. A plurality of rings are arranged on the coupling rod between the coupling rod cam surfaces and they have outer peripheries which bear on the housing between adjacent housing cam surfaces. The housing interior wall and the coupling rod have an oval cross-section and the rings are held in spaced axial relationship by the coupling rod cams. The housing and the rings may be made of two semiannular parts, and the housing parts may be bolted together.