Alstom Holdings

A system (100) for realizing an automated inspection of equipment (1) of a public transportation system, characterized in that it comprises at least:- a control system (10) comprising at least one electronic processing unit (12) configured to elaborate an inspection plan for an equipment (1) to be inspected;- at least one drone (30) which is configured to execute said inspection plan, wherein said at least one drone (30) is provided with at least one device (32, 34) adapted to collect data and/or one or more images/videos of said equipment (1) while executing said inspection plan;and wherein at least one of said at least one electronic processing unit (12) and a computer system (35) onboard of the at least one drone (30) is configured to allow identifying an abnormality in the equipment (1) inspected by comparing the collected data and/or one or more images/videos with respective data and/or one or more corresponding images indicative of a reference condition of said equipment (1).

A self-ventilated open traction motor (10) comprises a stator (20), a rotor (25) separated from the stator (20) by an air-gap (125), a casing (15) extending along a rotation axis (X'X) of a shaft (65) of the rotor (25) and comprising an air inlet flange (15A) and an air outlet flange (15B), at least one stator cooling channel (135) in fluidic connection with at least one stator air inlet (30) of the air inlet flange (15A) and at least one air outlet (40) of the air outlet flange (15B), the air-gap (125) being in fluidic connection with at least one rotor air inlet (35) of the air inlet flange and with the at least one air outlet, and a main fan (45). The motor (10) further comprises a closed air pathway (107) for cooling the rotor (25) comprising at least one rotor cooling channel (75) provided in the rotor (25) and circulating means (110) for circulating air contained in the closed air pathway (107).

A railway vehicle (1), comprises a driving cabin (5), at least one passenger car (7), which is positioned at rear of the driving cabin and which comprises, on at least one lateral side, at least one door (11). The railway vehicle comprises a video camera (14), which is carried outside by the driving cabin or the at least one passenger car and which is directed to see the at least one lateral side of at least one passenger car so that a field view of the camera sees the at least one door; an internal display (13) to cast an image filmed by the video camera; and an animated device (15), in the field view of the video camera, which is adapted to change visually at a predetermined frequency so as to detect when the image casted on the display is frozen.

The method is for monitoring a computer network comprising switches (20A-20F) and end devices (22A-22H) defining a network architecture, each switch (20A-20F) comprising a plurality of connection ports (P1-P8). The method comprises: - an acquiring step to acquire a current network status of each switch (20A-20F), including for each connection port (P1-P8) a connection data indicating whether another switch (20A-20F) or an end device (22A-22H) is connected to the connection port (P1-P8) and optionally an identification data of said switch (20A-20F) or end device (22A-22H) connected to the connection port (P1-P8); and - a comparing step to compare the current network status with a reference network status to detect an abnormality of the computer system.

The invention concerns an end carriage (10) of a railway vehicle, extending between a first free end (10A) and a second end according to a longitudinal axis (X), the end carriage (10) also comprising an upper wall (14) and an underframe (16) opposed to each other according to an elevation axis (Z) perpendicular to the longitudinal axis (X).The end carriage (10) comprises an air path device (22) configured to allow the circulation of air from an inlet (24) to an outlet (26), the inlet (24) being defined in the first free end (10A) and is configured to suck air according to the longitudinal axis (X), the outlet (26) being defined in the underframe (16) and is configured to blow air according to the elevation axis (Z).

L'invention porte sur un procédé de revêtement d'une surface extérieure (32) d'une caisse (10) d'un véhicule de transport, notamment d'un véhicule ferroviaire, comprenant au moins les étapes suivantes : - fourniture d'une caisse (10) réalisée en au moins un matériau métallique, la caisse (10) comprenant un toit (12), une pluralité de parois latérales (14) et un soubassement (16), chaque paroi latérale (14) comprenant une surface extérieure (32) s'étendant sensiblement selon une direction longitudinale (X') et une direction d'élévation (Z'), - ponçage de la surface extérieure (32) d'au moins une desdites parois latérales (14) selon au moins deux directions différentes, lesdites directions étant non parallèles entre elles, - application d'un enduit sur au moins une zone de la surface extérieure (32) poncée et - application d'un film (40) sur la surface extérieure (32) poncée.

It is proposed a method for determining a capacitance value (C) of a capacitor (CA) of a RC circuit on a DC link (DCL) of a vehicle, wherein the RC circuit comprises a charging resistor (RE) or a discharging resistor (RD), the method comprising the following steps: a) measuring a sequence of values (U0-U20; U0-new-U20-new) of a charging voltage (Ut) or a discharging voltage (Ud) of the capacitor (CA) over an evaluation time interval (T1), b) determining - a value or - a definite integral with respect to time of a first time derivative of the sequence of values (U0-U20; U0-new-U20-new) of the charging voltage (Ut) or the discharging voltage (Ud) in the evaluation time interval (T1), c) determining - a value or - a definite integral with respect to time of a second time derivative of the sequence of values (U0-U20; U0-new-U20-new) of the charging voltage (Ut) or the discharging voltage (Ud) in the evaluation time interval (T1), d) determining the capacitance value (C) of the capacitor (CA) by using one of the following relations: - the negative quotient of the value of the first time derivative and the value of the second time derivative, wherein the negative quotient is divided by a known resistance value (R) of the charging resistor (RE) or the discharging resistor (RD), gives the capacitance value (C), or - the negative quotient of the definite integral of the first time derivative and the definite integral of the second time derivative, wherein the negative quotient is divided by a known resistance value (R) of the charging resistor (RE) or the discharging resistor (RD), gives the capacitance value (C). Furthermore, a corresponding system and a vehicle comprising the system are proposed.

The invention relates to a computer-implemented method of designing and/or controlling a railway signalling system (2) comprising the steps:- providing at least one finite state machine (FSM), for which∘ a plurality of states (ST) are defined that can be assumed by the finite state machine (FSM),∘ a plurality of transitions (31 to 35) are defined, each transition being a transition from one of the defined states (ST) to either the same defined state or to a different one of the defined states (ST),∘ a plurality of conditions are defined, the conditions depending on input information, wherein fulfilment of any one of the conditions triggers an assigned one of the defined transitions (31 to 35),∘ a plurality of attributes are defined as output information, wherein each attribute may assume, at a time, one of a plurality of pre-defined values, wherein each of the plurality of defined states (ST) is assigned to at least one of the defined attributes having a specific one of the pre-defined values,wherein the plurality of states (ST) of the finite state machine (FSM) are signalling states that can be realised in railway signalling systems in relation to a single component or an arrangement of components of a railway track or railway track system (1),- evaluating a functional behaviour of each of the at least one finite state machine (FSM), based on different sets of input information that result in the fulfillment of different ones of the plurality of defined conditions, by checking that respective ones of the plurality of defined states (ST), that are assumed in reaction to the different sets of input information, in each case correspond to an expected state and/or that the output information represented by the values of the plurality of defined attributes, that are assumed in reaction to the different sets of input information, in each case correspond to expected values,- receiving a design of a railway track or railway track system (1) that comprises a railway signalling system (2) and generating a computer model of the railway signalling system (2) by using at least one instance of at least one evaluated finite state machine (FSM), which has been evaluated according to the preceding step,- simulating a behaviour of the railway signalling system (2) by using the computer model and outputting results of the simulation for realizing the railway signallingsystem (2) in practice and/or using the computer model to control an operation of the railway signalling system (2).

The invention relates to a coil compression spring (1) for a suspension of a vehicle, wherein the first end coil section (10) continuously tapers from the central section (18) towards the first tip (14) such that the first end coil section (10) comprises a planished first top surface (40) and a planished first bottom surface (42), and wherein the second end coil section (12) continuously tapers from the central section (18) towards the second tip (16) such that the second end coil section (12) comprises a planished second top surface (44) and a planished second bottom surface (46), wherein the first length (20) of the first end coil section (10) extends along more than one winding (3) and at most two windings (3) of the coil compression spring (1), wherein the second length (22) of the second end coil section (12) extends along more than one winding (3) and at most two windings (3) of the coil compression spring (1).

A medium frequency auxiliary converter (1) for a railway vehicle (100) comprises: a bi-directional chopper (11) connected through a high voltage network (0), to a traction converter (25); a single-phase inverter (12) comprising an input (7) and an output (8); a transformer (13) connected to the output (8), comprising a supply output (16); a medium-voltage rectifying and inverting stage (14) connected to the supply output and to medium voltage loads (3) via a medium voltage electrical network (4); and a shore supply connector (24) for connection to an external power supply. The auxiliary converter can to function in a normal mode, to supply DC voltage from the high voltage electrical network (0) to the medium voltage loads (3); and in a shore supply mode, to supply DC high voltage to the high voltage network (0), the shore supply connector being connected to an external power source to receive voltage.