Alstom Holdings Patente

A pair (1; 10) of articulated rail vehicle carriages (2, 3), comprising- a first rail vehicle carriage (2),- a second rail vehicle carriage (3),- an articulation (11) that connects the first rail vehicle carriage (2) and the second rail vehicle carriage (3),- a first bogie (4), which is arranged in a first end region (R1) of the pair (1) of rail vehicle carriages (2, 3)- a second bogie (5), which is arranged in a second end region (R2) of the pair (1) of rail vehicle carriages (2, 3),- a third bogie (6), which is arranged in a central region (R3) of the pair (1) of rail vehicle carriages (2, 3),- a continuous corridor (7) from the first rail vehicle carriage (2) to the second rail vehicle carriage (3), arranged in an interior of the pair (1) of rail vehicle carriages (2, 3) and extending through at least a part of the first rail vehicle carriage (2) and through at least a part of the second rail vehicle carriage (3) and extending through the central region (R3) of the pair (1) of rail vehicle carriages (2, 3),the corridor (7) having a gradient of at most 15 % towards the central region (R3) of the pair (1) of rail vehicle carriages (2, 3).

A traction system for a railway vehicle, comprising: - an electric motor (14) comprising a housing (20) including a peripheral part (40) in thermal contact with the stator, the motor defining two chambers (36, 38), the rotor defining a plurality of air passages (58) between the two chambers, the peripheral part defining a first liquid circuit (48) receiving a first flow of cooling liquid (32) intended to be heated by the stator, - a heat exchanger (22) outside of the housing, with an air inlet (64) in fluid communication with one of the two chambers, an air outlet (66) in fluid communication with the other one, and a second liquid circuit (68) receiving a second flow of cooling liquid (34), the air passages, the two chambers and the heat exchanger defining an air loop (78) for cooling the rotor, the heat exchanger performing a heat exchange between the air loop and the second flow of cooling liquid, - a fan (24) for circulating air in the air loop.

Sheet metal assembly (10) forming a motor rotor and/or stator (15) comprising at least two metal sheets (22, 22A, 22B), each metal sheet (22, 22A, 22B) comprising at least one through hole (30) in a stacking direction (S), each metal sheet (22, 22A, 22B) being stacked with the other metal sheets (22) in the stacking direction (S), each through hole (30) of each metal sheet (22, 22A, 22B) facing at least partially a through hole (30) of the other metal sheets (22, 22A, 22B) so as to form one or more air ducts (35) extending in the stacking direction (S). The metal sheets (22, 22A, 22B) are configured and arranged so that each air duct (35) comprises at least one shoulder (40) along the stacking direction (S).

The disclosure relates to an anti-detachment device for ceiling panels, particularly designed for use in vehicle interiors. The anti-detachment device comprises a longitudinal body with a first part in the form of a hook-shaped end designed to latch onto a corresponding part of a ceiling structure, and a second part forming a base configured to hold the anti-detachment device within a retaining member of the ceiling panel. The base includes at least one groove holding at least one piece of resiliently deformable rope, which provides holding pressure to ensure the device remains securely in place. The base is designed to fit within the retaining member and limit rotational movement, enhancing stability and safety. The groove can be pre-formed around the entire perimeter of the base, with the deformable rope forming a continuous seal. This design improves the overall reliability and safety of the ceiling panel system by preventing sudden openings and accidental detachment.

Vorgeschlagen wird eine Anordnung (1;11;101) für ein Schienenfahrzeug, aufweisend ein Führerkabinenmodul (F) und einen Wagenkasten (W), wobei das Führerkabinenmodul (F) eine erste Seitenwand (SW1;SW101) und eine zweite Seitenwand (SW2) aufweist, wobei die erste Seitenwand (SW1;SW101) sich auf der linken Fahrzeugseite befindet und die zweite Seitenwand (SW2) sich auf der rechten Fahrzeugseite befindet, wobei an der ersten Seitenwand (SW1;SW101) eine erste Ausnehmung (A1;A101) und/oder ein erster Vorsprung (V1;V101) vorgesehen ist/sind, wobei die erste Ausnehmung (A1;A101) und/oder der erste Vorsprung (V1;V101) jeweils eine Längsausdehnung aufweist/aufweisen, die sich entlang einer Fahrzeuglängsrichtung (x) erstreckt, und jeweils eine Querausdehnung aufweist/aufweisen, die sich entlang einer Fahrzeugquerrichtung (y) erstreckt, wobei der Wagenkasten (W) einen ersten komplementären Vorsprung (KV1;KV101) aufweist, der sich in die erste Ausnehmung (A1;A101) erstreckt, und/oder der Wagenkasten (W) eine erste komplementäre Ausnehmung (KA1;KA101) aufweist, in die sich der erste Vorsprung (V1;V101) erstreckt, wobei an der zweiten Seitenwand (SW2) eine zweite Ausnehmung (A2) und/oder ein zweiter Vorsprung (V2) vorgesehen ist/sind, wobei die zweite Ausnehmung (A2) und/oder der zweite Vorsprung (V2) jeweils eine Längsausdehnung aufweist/aufweisen, die sich entlang einer Fahrzeuglängsrichtung (x) erstreckt, und jeweils eine Querausdehnung aufweist/aufweisen, die sich entlang einer Fahrzeugquerrichtung (y) erstreckt, wobei der Wagenkasten (W) einen zweiten komplementären Vorsprung (KV2) aufweist, der sich in die zweite Ausnehmung (A2) erstreckt, und/oder der Wagenkasten (W) eine zweite komplementäre Ausnehmung (KA2) aufweist, in die sich der zweite Vorsprung (V2) erstreckt. Weiterhin werden ein Herstellungsverfahren und ein Schienenfahrzeug mit der Anordnung vorgeschlagen.

Modular seat assembly for realizing one or more seats (100) of a passenger vehicle (200) and comprising at least:- a mount assembly (1) which is suitable to be fixed to a side wall (202) of the vehicle;- at least one supporting component (10) which comprises:• a first portion (11) suitable to be connected to at least a part of the one mount assembly (1);• a second portion (12) which protrudes transversely from the first portion (11) and comprises a plurality of arms (13A, 13B, 13C, 13D, 13E) which are spaced apart from each other and are provided each with at least one associated first fixing bracket (14);• a third portion (15) which protrudes upwardly from the second portion (12) and is provided with at least one second fixing bracket (17);- one or more profiles (20, 30) configured to be connected to the at least one supporting component (10) thereby forming at least one seat (100).

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.

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.

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).

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.

It is proposed a railway vehicle, comprising- an electric traction motor,- a gearbox, configured to transmit a traction torque from the electric traction motor to a drive wheel of the railway vehicle,- a first heat exchanger, arranged in and/or on the gearbox and/or connected to a gearbox oil circuit, wherein the first heat exchanger is configured to transmit waste heat of the gearbox to a fluid stream,- a second heat exchanger, configured to transmit heat from the fluid stream to a passenger compartment and/or driver compartment of the railway vehicle,- a circulation duct system, configured to circulate the fluid stream between the first heat exchanger and the second heat exchanger.Furthermore, a production method and a use of the railway vehicle according to the invention are proposed.

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The invention relates to a lighting device (30) comprising a profile support (32) and a lighting element (34). The profile support comprises a first (44) and a second (46) compartments separated by an inner wall (48), the first and the second compartments comprising respectively a first (50) and a second (52) openings extending along the elongated shape of the profile support. The profile support (32) comprises at least one curved part (40) along the elongated shape. The lighting element (34) is a flexible LED strip comprising a body (64) inserted in the first compartment, the body comprising a lighting face (66) arranged so as to face the first opening (50) ; and the lighting device also comprises a flexible band (36) assembled to the second opening (52) so as to close the second compartment (46).

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Vorgeschlagen wird ein Längsträgerteil (LT) für einen Wagenkasten (W) eines Schienenfahrzeugs, wobei das Längsträgerteil (LT) mithilfe eines Druckumformverfahrens gefertigt ist, wobei das Längsträgerteil (LT) einen ersten Längsabschnitt (LA1) aufweist, in dem ein erster Längssteg (1), ein zweiter Längssteg (2) und ein dritter Längssteg (3) bei Betrachtung in einem Querschnitt derart nebeneinander angeordnet sind, dass - der erste Längssteg (1) und der zweite Längssteg (2) sowie - der zweite Längssteg (2) und der dritte Längssteg (3) sich jeweils mindestens zum Teil überlappen, wobei der zweite Längssteg (2) zwischen dem ersten Längssteg (1) und dem dritten Längssteg (3) angeordnet ist, wobei das Längsträgerteil (LT) einen zweiten Längsabschnitt (LA2) aufweist, in dem der dritte Längssteg (3) entfernt ist. Weiterhin werden ein Wagenkasten (W) mit dem Längsträgerteil (TR), ein Herstellungsverfahren des Längsträgerteils (TR) sowie ein Herstellungsverfahren eines Wagenkastens (W) mit dem Längsträgerteil (TR) vorgeschlagen.

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A system (100) and a method (200) for localizing a railway vehicle (1) travelling on a railway line (10) which is powered by a catenary line (2) comprising a current-conducting wire (3) supported by a plurality of spaced apart catenary poles (4), wherein at least one sensor (110) is installed on-board of the railway vehicle (1) and is configured to provide to a control and processing unit (140), while the railway vehicle (1) is travelling along the railway line (10), first signals (S<1>) indicative of the actual value of a first parameter detected related to said current-conducting wire (3). The control and processing unit (140) is configured to calculate, based on the first signals (Si) received, a second parameter indicative of a catenary pole (4) possibly detected along the railway line (10). A plurality of devices (120) are installed on board of the railway vehicle (1) and are suitable to provide to the control and processing unit (140) second signals (S<2>) suitable for identifying the catenary pole (4) possibly detected; and wherein the control and processing unit (140) is further configured to univocally identify the catenary pole (4) possibly detected based on the second signals (S<2>) and to calculate the actual position of the railway vehicle (1) along the railway line (10) based on the univocally identified catenary pole (4).

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The railway vehicle (10) is intended to circulate on rails (11) and comprises at least two cars (12), each car (12) having a structural body (14) defining a door entrance (29), and each car (12) having a floor (15) extending longitudinally along the railway vehicle. The railway vehicle (10) comprises bogies (16) having wheels (20) of a diameter inferior or equal to 1000 mm. Each structural body (14) held by a bogie (16) comprises lateral recesses (24) each receiving the upper part of a respective wheel (20). The floors (15) are all longitudinally flat and all at a same height. The door entrance (29) is at a height comprised between 800 and 1100 mm above rails (11).

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The noise damper (10) comprises a casing (16) delimiting an air passage, the casing (16) having walls (18) each comprising an acoustic insulation layer. The noise damper (10) comprises:- at least one baffle (20) arranged in the air passage to separate the air passage in several channels, each channel extending substantially parallel to a longitudinal direction (X) and- a helical deflector (24) arranged in each channel, extending parallel to the longitudinal direction (X).

L'invention concerne un véhicule ferroviaire (10) comprenant une voiture motrice avec deux lignes de traction (30), chaque ligne de traction comprenant un essieu moteur (32) et un moteur (34), le véhicule comprenant aussi un système de commande (18) du véhicule, chaque ligne de traction présentant un mode actif de fonctionnement, dans lequel l'essieu moteur est entrainé en rotation par le moteur, et un mode inactif de fonctionnement.Le système de commande (18) est configuré pour déterminer le nombre total courant de lignes de traction actives, pour déterminer une puissance individuelle de traction requise fournie par le nombre total courant de lignes de traction actives, pour commander le passage d'une des lignes de traction du mode actif au mode inactif, et pour commander conjointement la puissance fournie par chaque ligne de traction restant actives pour que l'ensemble fournisse ladite puissance individuelle de traction requise.

A nut (1) is provided with a through hole (11) defining a reference axis (A), the through hole (11) having a threaded portion (12), the nut (1) comprising: a head (13), a flange (14), an intermediate portion (15) extending axially between the head (13) and the flange (14), the intermediate portion (15) having a cylindrical wall (150), wherein the flange (14) protrudes radially relative to the cylindrical wall (150) and to the head (13) so as to define a shoulder (140) facing an axial direction towards the head (13).

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