A counterweight block apparatus includes a pair of interconnecting counterweight blocks having top and bottom surfaces, the counterweight blocks forming a plane of interconnection along adjacent sides thereof; and a shear bar releasably secured between the adjacent sides of the interconnecting counterweight blocks, generally perpendicular to the plane of interconnection, to provide resistance to relative vertical movement of the interconnecting counterweight blocks along the plane of interconnection. In another aspect, each counterweight block includes in at least one side thereof an indentation from a top of the counterweight block to a depth more shallow than the thickness of the counterweight block, the indentation defining a lip for hand grabbing. An aperture may be formed through the rest of the thickness of the counterweigh block at each indentation, wherein a securing strap can be run through each aperture of a stacked plurality of counterweight blocks to secure them to each other.

A controlling method for a hook deviation to regulate the deviation angle of a telescopic crane hook, involves following steps: A. Detecting the deviation angle and deviation direction of a rope, which is linked to the hook, in the horizontal plane relative to the direction of gravitational force; B. Judging whether the deviation angle is more than the predetermined value, if the deviation angle is more than the predetermined value, then turning to step C, and if the deviation angle is less than the predetermined value, then turning to step A; C. Compensatively controlling the deviation angle of the hook according to the deviation angle and direction. And a controlling system for the hook deviation and a controlling device for the hook deviation are provided. The method or system or device enables the detection of the deviation angle and direction of the hook in a quick and precise manner, and the compensatory control of the deviation angle of the hook is performed according to the detected deviation angle and direction, thus it avoids overdependence on human factor and reduces potential safety risks.

Disclosed is a hoist apparatus having an improved structure to load an object to be transported in a horizontal direction. The hoist apparatus includes a travel unit to travel along a rail, a carrier unit coupled to the travel unit so as to move in a first direction, and a cart unit coupled to the carrier unit so as to move in a second direction different from the first direction, wherein the cart unit includes a body portion, in which an object to be transferred is located, and a drive portion to drive the body portion in the second direction.

A gantry robot system includes a bridge assembly and a carriage assembly. The bridge assembly and/or a mounting plate supported by the carriage assembly can be rotationally skewed.

Rail-mounted lift systems are disclosed. In one embodiment, the lift system includes a rail having at least one conductor positioned on an upper interior surface of the rail. A carriage may be slidably disposed in the rail for relative movement to the rail. The carriage generally includes a carriage body, at least one pair of support wheels rotatably coupled to the carriage body and slidably engaged with the rail, and a conductor truck comprising at least one conductive roller rotatably attached to the conductor truck. The conductor truck may be mounted to the carriage body with a biasing member upwardly biasing the conductive roller into rolling engagement with the at least one conductor. A lift unit may be coupled to the carriage body and includes a motor paying out and taking up a lifting strap. The lift unit is electrically coupled to the at least one conductive roller.

A movement system includes a bridge crane, a trolley, and a movement device. The movement device includes an attachment portion, a plurality of housings, first and second curved elements, a cable, and a cable angle sensor. The curved elements are pivotally attached to housings and perpendicularly overlap with one another such that a first slot defined in the first curved element is perpendicular to a second slot defined in the second curved element. The first curved element is pivotable about a first axis and the second curved element is configured to pivot about a second axis. The cable extends from the attachment portion and through each of the slots. The cable is pivotable to angularly displace at least one of the curved elements about a respective axis. The cable angle sensor is configured to measure the angular displacement of the at least one of the first and second curved elements.

A portable lifting system includes a moveable base component including a scissors lift assembly, and a crane assembly coupled the movable base component, the crane assembly including a support member and a boom coupled to the support member.

A crane assembly includes a main body, a boom extending from the main body, a cable, and a hook coupled to an end of the boom opposite to the main body by the cable, where the crane assembly is configured for lifting items via the hook. The crane assembly further includes a projection extending outward from the boom and curving toward the main body. The projection is configured to receive the hook over an end of the projection such that tension in the cable maintains the hook in place on the projection. Gravity is sufficient to release the hook from the projection when the boom is raised and the tension in the cable is released.

Embodiments of chemical delivery systems disclosed herein may include an enclosure; a first compartment disposed within the enclosure and having a plurality of first conduits to carry a first set of chemical species, the first compartment further having a first draw opening and a first exhaust opening to facilitate flow of a purge gas through the first compartment; and a second compartment disposed within the enclosure and having a plurality of second conduits to carry a second set of chemical species, the second compartment further having a second draw opening and a second exhaust opening to facilitate flow of the purge gas through the second compartment, wherein the first set of chemical species is different than the second set of chemical species, and wherein a draw velocity of the purge gas through the second compartment is higher than the draw velocity of the purge gas through the first compartment.

An arrangement for testing a fire suppression sprinkler system includes a supply conduit for supplying a fire suppression fluid to a plurality of sprinklers. A sensor senses a flow of fire suppression fluid through the supply conduit. A drain conduit drains fire suppression fluid when the fire suppression system is tested. A drain valve controls the flow of the fire suppression fluid so that when the fire suppression system is tested the fire suppression fluid is controlled to enter the drain conduit. A fire suppression fluid collection tank collects the fire suppression fluid which has entered the drain conduit for reintroducing the collected fire suppression fluid to the supply conduit. A circulation valve controls the flow of the fire suppression fluid so that when the fire suppression system is tested the fire suppression fluid enters the fire suppression fluid collection tank.

A substrate of a lab-on-a-chip system has two adjacent recesses, one serving as a flow channel and the other one being filled with an elastomer compound. In a first state, the elastomer compound and the substrate delimit the flow channel in a section. In a second state, the elastomer compound takes up the space in the recess in the substrate along a cross-section of the flow channel, thereby completely closing the flow channel. The substrate and the elastomer compound may be produced by injection molding techniques.

In one implementation, a method for providing a fluid at a target pressure may include providing a fluid at a velocity to a supply line through a dispenser, measuring a pressure of the fluid flowing through the supply line, comparing the measured pressure with the target pressure, and adjusting the velocity based on the results of the comparison.

A restriction engaging system includes, a restriction engager, one or more restrictions, and at least one counter configured to permit or prevent passage of a restriction engager through one of the one or more restrictions.

A valve assembly (10) is to be used in conjunction with a tubular member having an internal surface surrounding a passage into which the valve assembly is to be sealingly inserted. The valve assembly includes a tubular body (25) having a longitudinal passage and an outer surface to be located adjacent the internal surface. A seal (29) is mounted on the outer surface to engage the internal surface to sealingly connect the tubular body with the tubular member. A movable valve member (33) is movable between an open position providing for the flow of water from an upstream end to a downstream end of the passage of the tubular body and a closed position closing the passage. Resilient means, such as a spring (34) urges the valve member to the closed position. The resilient means is configured to provide for displacement of the valve member toward the open position when pressure beyond a predetermined pressure is applied upon the movable valve member.

In one featured embodiment, a spring assembly for a valve comprises a spring, a spring seat including a cup-shaped portion for seating one end of the spring, and a ball received within a recess formed within the cup-shaped portion of the spring seat. The ball is defined by a ball diameter. A disc prevents the ball from contacting a piston. The disc is defined by an outer diameter and includes a center opening defined by an inner diameter. A ratio of the inner diameter to the ball diameter is between 0.60 and 0.65.

A valve system oriented for an irrigation system which is activated by a control unit is disclosed. The system comprises a solenoid switch and a manual switch, wherein an electrical wire extends from the valve to the control unit. The manual switch operates as a hand handling rotating lever; another use of manual switch is to serve as a means to force close the solenoid valve's outlet opening so as to provide a mechanism responsive to preventing automatic opening of solenoid valve controlled by control unit.

A system and method are disclosed for containing an underwater gas or oil leak. The system and method may include a vortex device comprising a vortex chamber, a high pressure inlet tangentially engaging the vortex chamber, a low pressure inlet axially engaging the vortex chamber, and a low pressure outlet axially engaging the vortex chamber opposite the low pressure inlet. The vortex device may be positioned underwater proximate an underwater leak. A vortex may be generated within the vortex device. The vortex device may then collect a leak flow issuing from the underwater leak. The vortex device may collect the leak flow via the low pressure inlet, the high pressure inlet, or both.

A fuel transfer system for an aircraft includes an upper tank, a lower tank, a fuel transfer line connecting the upper tank to the lower tank, an upper fuel transfer line outlet in the lower tank, a lower fuel transfer line outlet in the lower tank, an upper float valve associated with the upper fuel transfer line outlet, and a lower float valve associated with the lower fuel transfer line outlet. The upper fuel transfer line outlet, which is in the lower tank, is in fluid communication with the upper tank. The lower fuel transfer line outlet, which is located in the lower tank, is in fluid communication with the upper tank.

A pump system containing no external parts or valves is provided. The pump system is characterized by a common type of actuating mechanism and incorporates reversibly expanding actuators, preferably electroactive actuators. Fluid is caused to move at a selected flow rate and direction by sequentially activating contiguous actuators located inside the pump. The pump may be used to pump a variety of fluids and may be used in various industrial, commercial, medical, aeronautical, or military applications.

A system and method determine when fluid is not flowing properly from a secondary infusion source during a secondary infusion. The system includes an upstream pressure sensor and a processor programmed to receive signals from the sensor and analyze the signals to determine if secondary fluid flow is proper. The processor samples the output signals from the upstream pressure sensor and analyzes the sampled signals to determine if a pressure rise in the infusion line has occurred when the secondary infusion is initiated. If a pressure rise, indicating that fluid from the secondary container has begun flowing into the infusion line, has not been detected, the processor is programmed to provide a signal indicating that attention should be given to the infusion set up.

The present invention is one that prevents standard gas from remaining in a standard gas line to prevent a concentration of standard gas from being reduced due to adsorption, modification, or the like, and has: a diluent gas line provided with a diluent gas flow rate controlling mechanism; a standard gas line provided with a standard gas flow rate controlling mechanism; an output gas line joined by the diluent gas line and standard gas line and outputs the standard gas having a predetermined concentration; an exhaust gas line connected to an upstream side of the standard gas flow rate controlling mechanism in the standard gas line and provided with an on/off valve and a flow rate control part; and a control part that, depending on a flow rate of the standard gas flowing through the standard gas line or the type of the standard gas, switches on/off the on/off valve.

A flow control device is disclosed. The flow control device includes a solenoid, the solenoid including an armature. Also, a piston connected to the armature. The piston includes a primary orifice. The piston having an open position and a closed position. A piston spring connected to the piston is also includes and at least one secondary orifice. The movement of the piston to the open position at least partially opens the at least one secondary orifice and the movement of the piston to the closed position at least partially closes the at least one secondary orifice. The movement of the armature actuates the piston movement and controls fluid flow from the primary orifice through the at least one secondary orifice.

A toothed cable is provided in which a strand can be securely joined to a core cable while maintaining flexibility of the strand. The toothed cable includes the core cable, a wire disposed spirally around the core cable at a fixed pitch, and the strand having a core thread and piles fixed to the core thread, the strand being disposed spirally along a groove having side walls and a bottom formed by the wire and the core cable. The toothed cable is obtained by a manufacturing method of disposing a meltable filament thread in the groove, disposing the strand in the groove with tension after the filament thread is disposed, melting the filament thread after the strand is disposed, and joining the strand to the core cable by solidifying the melted filament thread.

A system for making braided barbed sutures includes a filament winding assembly, and a guide assembly including at least one barbed insert dispenser opening defining a passageway for orienting a barbed insert. The guide assembly is adapted to dispense at least one barbed insert from the dispenser opening into the filament winding assembly for winding a plurality of filaments around the at least one barbed insert for making a braided barbed suture. The passageway of the dispenser opening is adapted to allow longitudinal movement of the barbed insert relative to the passageway while simultaneously preventing twisting movement of the barbed insert relative to the passageway. As the barbed insert is being dispensed, the barbed insert dispenser opening is selectively rotatable for imparting rotation to the barbed insert as the filaments are wound about the barbed insert. The passageway may be an elongated slit having a greater width than height.

A method of fabricating a mechanical member for aircraft, including a plurality of operations of braiding and depositing layers of braided reinforcing fibers on a mandrel (11) by using braiding machine. Each operation comprises braiding a braided layer and depositing it by moving the mandrel (11) along a central axis of the braiding machine. Each of the various superposed braided layers comprises both longitudinal fibers (12, 12G) that are parallel to a main direction of the mandrel (11), and interlacing fibers that are inclined. At least one operation is configured to form and deposit a braided layer having, in at least one cross-section of the member, a density of longitudinal fibers that differs depending on whether consideration is given to one angular region (S1) or another angular region (S2) of the same extent around the center of gravity (G) of the mandrel (11) in the section under consideration.

A rope having a cut-resistant jacket which includes a core comprised of a plurality of sub-ropes. The sub-ropes may be in a parallel strand configuration. The sub-ropes and the strands thereof may be made of fibers of a synthetic material, such as polyester, nylon, polypropylene, polyethylene, aramids, or acrylics. A cut-resistant jacket surrounds the core and is made from a material that has increased strength and/or abrasion resistance over the material of the core. The cut-resistant jacket may comprise steel wires and may further comprise braided steel wires or rope. The braided steel wires or rope may be covered with a plastic material for increased corrosion resistance. A filter layer may be disposed between the core and the cut-resistant jacket and may be wrapped around an outer surface of the core prior to the cut-resistant jacket being formed.

An exhaust connection coupler and a method for manufacturing a braid cover incorporated therein are provided. The method of manufacturing comprises the steps of providing a tubular sleeve formed of braided wire filaments and forming at least one end of the sleeve into shape using a forming die such that the at least one end of the cover includes a circumferential neck portion having a diameter smaller than the diameter of a body portion of the cover. In the method, the sleeve may be pressed between male and female forming dies in order to create the cover's desired shape, which can include a shoulder extending radially outwardly from the cover's neck portion and meeting the cover's body portion at a corner.

In a system and method for communicating data in a locomotive consist or other vehicle consist (comprising at least first and second linked vehicles), a first electronic component in the first vehicle of the vehicle consist is monitored to determine if the component is in (or enters) a failure state. In the failure state, the first electronic component is unable to perform a designated function. Upon determining the failure state, data is transmitted from the first vehicle to a second electronic component on the second vehicle, over a communication channel linking the first vehicle and the second vehicle. The second electronic component is operated based on the transmitted data, with the second electronic component performing the designated function that the first electronic component is unable to perform.

A train signaling system, including a traffic signaling chain terminus set up unit configured to set a terminus location of a train running on the track and transmit a wireless traffic signal, a plurality of traffic signaling chain relay units installed along the track and configured to forward the wireless traffic signal and allow the wireless traffic signal to form a traffic signaling chain comprising distance-to-go information of the train, and a traffic signaling chain detection unit configured to allow the train to achieve the receipt of the information on the traffic signaling chain and calculate the distance-to-go of the train. A method for detecting distance-to-go of a train is also provided.

Data representative of a train consist (the train consist comprising a plurality of locomotives and a plurality of cars) and data representative of a route for the train consist can be processed by a processor to automatically determine which locomotives in the train consist should be powered on and which locomotives in the train consist should be shut down for each segment of the route. The processor can make these determinations based on an analysis of the train consist data and the route data with respect to a plurality of considerations that affect train efficiency. Recommendations for locomotive startups and shutdowns in accordance with such automated determinations can then be presented to the train crew for the crew to use during train operations. It is believed that when train crews are in compliance with such recommendations, significant improvements in efficiency, particularly with respect to fuel consumption, can be achieved.

A vehicle coupling fault detecting system is disclosed. The system may include first and second selectively-pressurized fluid conduits containing first and second communication cables that are communicatively coupled when the first and second fluid conduits are connected together. A pressure sensor may detect a pressure within the fluid conduits when the conduits are connected together, and communicate a signal indicative of the pressure through at least one of the first and second communication cables. A controller may receive the signal and determine from the signal whether there is a fault in the connection between the first and second selectively-pressurized fluid conduits.

In a railway signalling system which transmits a control order to an on-board signalling system by a trackside signalling system, the on-board signalling system being mounted on a train running on a line and the control order being compliant with a signalling system of the line, the present invention allows the train to run through into lines with different signalling systems using a single on-board signalling system. When the train enters a line with a different signalling system from a current line, the on-board signalling system installs a train control application program compliant with the signalling system of the entering line. Then, the on-board signalling system executes the train control application program, allowing the train to be controlled on the entering line according to a control order created by the trackside signalling system of the entering line.

A system includes a communication module and a determination module. The communication module is configured to be located onboard a vehicle configured to travel along a route including plural sub-routes. The communication module is configured to receive route occupancy information from an off-board wayside module disposed along the route. The route occupancy information corresponds to a presence or absence of vehicular traffic on each sub-route within a range of a route detection system operably coupled to the wayside module. The determination module is configured to be located onboard the vehicle, and to obtain position information from one or more onboard detection units disposed onboard the vehicle. The determination module is configured to determine a particular sub-route on which the vehicle is disposed using a comparison of the position information obtained from the one or more onboard detection units and the occupancy information received from the off-board wayside module.

A consist communication system is disclosed for use with a train consist. The system may have a sensor associated with a component of the consist and configured to generate a signal indicative of a performance parameter of the component. The system may further include a controller, a fluid conduit, at least a first cable disposed within the fluid conduit and configured to transmit the signal from the sensor to the controller, and a glad-hand coupling fixedly connected to an end of the fluid conduit.

Considerable damage to rails, wheels, and trucks can result from geometric anomalies in the wheelsets, rails, and truck hardware. A solution for identifying and quantifying geometric anomalies known to influence the service life of the rolling stock or the ride comfort for the case of passenger service is described. The solution comprises an optical system, which can be configured to accurately perform measurements at mainline speeds (e.g., greater than 100 mph). The optical system includes laser line projectors and imaging cameras and can utilize structured light triangulation.

A communication system for a vehicle consist may include a control module that interfaces with router transceiver units coupled to a cable bus, and can communicate network data between vehicles having a transceiver unit over a cable bus.

A train system that includes a plurality of train units including a first train unit and second train unit coupled together. Each first and second train unit includes a controller configured to detect a change in train configuration of the train units, and comprising a plurality of inputs; train integrity signal lines spanning each train unit and coupled with the controller at the plurality of inputs and configured to transmit signals between a front end and a rear end of the train system, the signals indicating a status of train integrity of the train system; and a plurality of relays in communication with the controller, and configured to indicate a coupling or non-coupling status of each train unit.

A method designed to replace a compromised instrument case with a new case without the need to disconnect any wire, relay or any other electric equipment is described herein. The instrument panel is supported for example by a temporary support frame during the dismantling of the old case and the assembly of the new case. The new case is therefore assembled on site around the instrument panel. The new instrument case includes a floor which is made of at least two parts, one on each side of the wiring. The instrument case therefore remains in a normal working mode during the entire replacement procedure thus preventing downtime. As well, the amount of manpower required for the replacement of an instrument case is drastically reduced.

In accordance with a predetermined segment definition rule based on a point-switch protection section, a point switch control direction, and a train advancing direction, a plurality of segments are defined in advance with respect to a railway network. Segment competition information in which a competitive relationship between the plurality of segments is set in advance is prepared. A segment use permission setting part determines whether or not a competition for a use-requested segment in terms of a train operation occurs between the plurality of trains, by using segment competition information and segment use permission status information. A use-requested segment for which it is determined that no competition occurs is incorporated, as a use permission segment, into use permission segment information of the corresponding train. In accordance with a result of the competition determination, the segment use permission status information is updated.

A method of monitoring and/or controlling components of a railway system which includes a track and at least one train that is operable to run on said track, comprises the steps of: a) providing an acoustic transducer proximate the railway for picking up acoustic signals; b) receiving acoustic signals from the transducer; and c) analyzing the received signals.

An on-board device capable of receiving train control signals from ground-side equipment of train control systems of different types or the like to control the speed of a train and the like appropriately, is provided. An on-board device 10 mounted on a train 1 includes ATC/TD antennas 11a, 11b that receive an ATC signal including train control information from loop coils installed along a route of the train 1, a vehicle radio set 12 that receives a CBTC signal including train control information from wayside radio sets installed along the route, an ATC control unit 141 that controls the train 1 based on the train control information in the ATC signal, a CBTC control unit 142 that controls the train 1 based on the train control information in the CBTC signal, and a selection unit 143 that selects the ATC control unit 141 or the CBTC control unit 142.

A railcar has an on-board system for detecting conditions of the railcar. The on-board system includes a plurality of condition sensors positioned on the railcar. A transceiver is in communication with each of the plurality of condition sensors so as to receive condition data from the plurality of condition sensors. The transceiver transmits the condition data to a receiving station remote from the railcar for review and analysis.

The invention relates to an apparatus and method which allows information representing a state or condition or an action to be performed as part of a control system to be present to one or more users. The information is selected and generated in a manner which removes or at least reduces the risk of potentially catastrophic error occurring which would be possible if, for example, the information is corrupt or lost during subsequent transmission, remote processing and/or displaying. One such use of the apparatus and method of the invention is in relation to transport vehicles and the control of the movement of said vehicles along predefined geographical paths.

A method and system for verifying trackside conditions in safety critical railroad applications by reporting the status of trackside signals and switches to a remote train control system. The system comprises at least one sensor for providing trackside conditions electrically connected to a circuit for providing trackside conditions to a railroad, said sensor being powered by voltage applied to the circuit such that the sensor is energized only when said electrical component is engaged. The system and method further comprises a method and system which is failsafe and which enables the control system to independently verify signals from each sensor.

A method for determining a slack condition of a vehicle system includes determining when each of first and second vehicles reaches a designated location along a route. The method also includes communicating a response message from the second vehicle to the first vehicle responsive to the second vehicle reaching the designated location, calculating a separation distance between the first vehicle and the second vehicle based on a time delay between a first time when the first vehicle reached the designated location and a second time when the second vehicle reached the designated location, and determining a slack condition of the vehicle system based on the separation distance. The slack condition is representative of an amount of slack in the vehicle system between the first and second vehicles.

A train control system with pulse code-modulated cab signaling, especially for defining traveling speeds, includes a code generator acting upon a signal generator in dependence on a direction of travel. An output signal of the signal generator is supplied to a current track circuit covering a track section. In order to economize on components, the signal generator includes a transmitting device for modulating the input signals of both code generators. The transmitting device is connected to circuit connection adaptation devices on one of two entry ends of the track section through travel direction-specific outputs.

A locomotive warning system includes an acoustical warning subsystem configured to emit variably directed sound. A controller subsystem is responsive to an initiation command and is configured to trigger the acoustical warning subsystem to begin a sounding sequence when the initiation command is received at a first directivity angle and to continue the sound blast sequence at increasing directivity angles for a pre-establish time and/or distance traveled.

A ground device 1 transmits train control information to an on-board device mounted on a train. The ground device 1 receives a train detection signal (TD signal) from a train with an ATC/TD on-board device mounted thereon through loop coils 21 to 2m, and receives a train position signal from a train with a CBTC on-board device mounted thereon through wayside radio sets 61 to 6n. Based on the input train detection signal and train position signal, the ground device 1 detects the position of each train traveling on a route R, generates control information on each train based on the detected position of each train, and converts the control information to an ATC signal and a CBTC signal. The ATC signal is transmitted to the loop coils 21 to 2m through information transmission units 4, and the CBTC signal is transmitted through the wayside radio sets 61 to 6n.

A system and method for determining dynamically changing distributions of vehicles in a vehicle system are disclosed. The system and method determine handling parameters of the vehicle system. The handling parameters are determined for different distributions of the vehicles among different groups at different potential change points along a route. The system and method also determine whether to change the distributions at potential change points based on the handling parameters. Based on determining that the distributions are to change, a selected sequence of changes to the distributions is determined at one or more of the potential change points along the route. Change indices are generated based on the selected sequence. The change indices designate times and/or the one or more potential change points at which the distributions changes. The vehicles included in a common group have common designated operational settings while the vehicles are in the common group.

A detection system may include a transmitter associated with a first train configured to emit an end-of-train signal. The detection system may include a receiver associated with the transmitter and configured to receive the end-of-train signal from the transmitter. The receiver may also be configured to receive at least one remote signal from a second train and determine whether the second train is a collision threat based on the remote signal from the second train.