Abstract: A system of dynamic control of rolling on at least one guide rail for a guidance system of a vehicle along at least one guide rail, composed of at least one roller or at least one pair of guide rollers rolling along this guide rail, is characterized in that it incorporates a vibrational sensor located near at least one roller or at least one pair of guide rollers and a proximity sensor, and in that the signals transmitted by these sensors, or the circuits in which they are placed, are continually analyzed to establish a commencement of guidance failure, a guidance failure, a limit of wearing of or damage to the roller(s) or their tires. This invention is of interest to manufacturers of vehicles guided along at least one rail.

Abstract: The present disclosure is directed to a dragger. The dragger may have a plurality of sensors configured to be located adjacent a railroad track. Each of the plurality of sensors may be oriented at an angle relative to a horizontal plane. The dragger may also have a controller in communication with the plurality of sensors. The controller may be configured to receive signals from the plurality of sensors, determine a parameter based on at least one of the received signals, and detect a fault condition when the parameter exceeds a threshold.

Abstract: A vehicle that is guided by a guiding system is monitored for derailment. The guiding system has a guiding member interacting with a railhead of a rail that guides the vehicle. The device includes a clamp with a bottom jaw tightly surrounding the railhead in a contactless manner in the closed position thereof, capable of opening the jaw when interaction is lost between the guiding member and the rail. The opening results when the railhead at least partially exits the jaw. A top rod of the clamp enables mechanical transmission of the opening of the jaw to a switch. The switch has a nominal configuration corresponding to the closed position of the clamp during correct re-railing and an alarm configuration generated by mechanical transmission of the opening of the jaw to the switch. The alarm configuration actuates a safety system of the guided vehicle.

Abstract: Derailment control system for railway vehicles that, in addition to detecting and issuing a warning of said derailment, provides control over the brake of the derailed vehicle or vehicles and provides additional emergency braking and/or a warning to the driver's cab, said system having a main unit (1) to which are joined: an inertia sensor or detector (8) designed to detect derailments, an indicator (9) or device responsible for indicating that the derailment control system has been triggered and for keeping the system activated, a stopcock (10) that deactivates the derailment control, and a bottom connection point (11) for testing that makes it possible to simulate a triggering of the system via a threaded eyebolt, facilitating verification of proper operation both during bench testing and when the system is installed on the vehicle (7), and a device (39) situated at the exhaust outlet through which the automatic brake pipe (ABP)(5) is vented when said derailment is detected.

Abstract: A vehicle that is guided by a guiding system is monitored for derailment. The guiding system has a guiding member interacting with a railhead of a rail that guides the vehicle. The device includes a clamp with a bottom jaw tightly surrounding the railhead in a contactless manner in the closed position thereof, capable of opening the jaw when interaction is lost between the guiding member and the rail. The opening results when the railhead at least partially exits the jaw. A top rod of the clamp enables mechanical transmission of the opening of the jaw to a switch. The switch has a nominal configuration corresponding to the closed position of the clamp during correct re-railing and an alarm configuration generated by mechanical transmission of the opening of the jaw to the switch. The alarm configuration actuates a safety system of the guided vehicle.

Abstract: Track and track/vehicle analyzers for determining geometric parameters of tracks, determining the relation of tracks to vehicles and trains, analyzing the parameters in real-time, and communicating corrective measures to various control mechanisms are provided. In one embodiment, the track analyzer includes a track detector and a computing device. In another embodiment, the track/vehicle analyzer includes a track detector, a vehicle detector, and a computing device. In other embodiments, the track/vehicle detector also includes a communications device for communicating with locomotive control computers in lead units, locomotive control computers in helper units, and a centralized control office. Additionally, methods for determining and communicating optimized control, lubrication, and steering strategies are provided. The analyzers improve operational safety and overall efficiency, including fuel efficiency, vehicle wheel wear, and track wear, in railroad systems.

Abstract: Track and track/vehicle analyzers for determining geometric parameters of tracks, determining the relation of tracks to vehicles and trains, analyzing the parameters in real-time, and communicating corrective measures to various control mechanisms are provided. In one embodiment, the track analyzer includes a track detector and a computing device. In another embodiment, the track/vehicle analyzer includes a track detector, a vehicle detector, and a computing device. In other embodiments, the track/vehicle detector also includes a communications device for communicating with locomotive control computers in lead units, locomotive control computers in helper units, and a centralized control office. Additionally, methods for determining and communicating optimized control, lubrication, and steering strategies are provided. The analyzers improve operational safety and overall efficiency, including fuel efficiency, vehicle wheel wear, and track wear, in railroad systems.

Abstract: “A DEVICE FOR DETECTING DERAILMENT OF TRAINS, to be attached to the car, that acts promptly in the event of derailment, fully or emergently actuating the brake system of the train; said operating device being provided only with mechanical and pneumatic signals, not requiring electric and/or radio signals. The device is comprised of a general piping (20) connected to a so-called fuse element (10), through a tubing (11); the fuse (10) being defined by a blind flange that in principle blocks the air flow; a puncture (12) being provided in the interior of said fuse, and its body being machined in such a way that a suitable region (4) for the occurrence of a disruption and the consequent fast relief of the air present in the general plumbing (20) is created.

Abstract: A railway anti-collision and anti-derailment safety system, comprises a self-propelled trolley adapted to precede a train. The trolley has sensor structure to reveal anomalies or obstacles along railroad tracks, and an integration system between the trolley and a train to pilot the trolley from the train and to transfer from the trolley to the train information as to anomalies or obstacles. The trolley responds to the detection of anomalies or obstacles to eject the trolley forcibly from the tracks to one side of the tracks.

Abstract: A portable, reusable derailment signaling device has an elongated base, clamps on each end of the base adapted to affix the base firmly to the pedestals of spaced railroad tracks with the base positioned between the pedestals. Restraining shoulders are located on the base adjacent each end, and a cable is attached at its ends to the restraining shoulders and extends therebetween under substantial tension. One of the restraining shoulders has a movable segment to which the cable end is attached such that derailment force applied to the cable in a generally normal direction to its axis will cause the cable to deflect from its axis and cause the segment to move to actuate a transmission unit on the base that is electrically energizable to emit a radio signal. And an electrical power unit on the base is in electrical communication with the transmission unit and is actuable by movement of the segment to energize the transmission unit to emit a signal.

Abstract: Improvements in devices designed to actuate the air brakes of a freight car when a derailment occurs; a device which operates to immediately detect a wheel derailment of a railway train and automatically brings the air brake system of the train into a state of emergency stop; a fail open system and apparatus including an air relief valve attached to a railway car and also connected to the air brake pipe of the air brake system, sensor cylinder and spring assemblies connected to the railroad car body at one end thereof and at the other end to the side frame of a railroad car truck adjacent the railroad car wheels, an oil reservoir in the air relief valve which, when full, maintains the air relief valve closed and not venting air from the air brake pipe, a piston with an elongate piston rod associated with an oil reservoir in each sensor cylinder, the end of the piston rod being attached to the truck side frame, a line communicating between the oil reservoirs of the air relief valve and each sensor cylinder so

Abstract: A mobile track correction machine, which comprises a vertically adjustable tool carrier guided along the track, track lining and lifting tools on the carrier, hydraulic lining and lifting jacks linking the carrier to the machine frame and a control circuit controlling actuation of the jacks and including a switch operable to terminate actuation of the lifting jack, has a safety arrangement for terminating the actuation on disengagement of the tool carrier from the track. The safety arrangement includes an electronic, inductive proximity fuse affixed to the tool carrier and mounted above, and at a nominal distance from the running face of the rail engageable by a respective lifting tool, the proximity fuse being connected to the switch and capable of transmitting an operating signal thereto without touching the running face when the distance between the proximity fuse and the running face is more than the nominal distance.