Crrc Qingdao Sifang Co., Ltd.

Cg Rail—chinesisch-Deutsches Forschungs- Und Entwicklungszentrum Für Bahn- Und Verkehrstechnik Dreden Gmbh

Cg Rail—chinesisch-Deutsches Forschungs—und Entwicklungszentrum Für Bahn—und Verkehrstechnik Dresden Gmbh

Jianying Liang

Donghua Wu

Sansan Ding

Xiaojun Deng

Shaoqing Liu

Fujie Jiang

Aiqin Tian

Lijun Ma

Huiqing Zhang

Qingjun Han

Qing Tian

Xiaojie Yu

Werner Hufenbach

Peng Lin

Xin Jiang

Peng Liu

Fei Wang

Honglei Tian

Yang Li

Haiyang Yu

Andreas Ulbricht

Jinghai Jiao

Bo Chen

Yonggui Zhang

Chunlei Gu

Dawei Chen

Hong Li

Yuwen Liu

Wenchao Zhang

Guimei Deng

Dalian Yu

Xiankai Liu

Bo Song

Guidong Tao

Xianliang Sun

Shi Xiao

Yanmin Li

Miao Wang

Shuanbao Yao

Yundong Han

Jian Du

Fujun Kou

Kelei Li

Jin Luan

Xing Chen

Yankun Li

Wenqiang Qu

Haitao Li

Zhicheng Guo

Jiajie He

Dawei Ruan

Xu Zhang

Chongcheng Zhong

Baoqiang Shan

Weibin Wang

Weitao Han

Yanchao Liu

Jichun Li

Qinglin Lin

Junhai Liang

Shuhai Li

Chuanming Sun

Jiankang Xue

Mengyang Shi

Bowen Jiang

An Zhang

Guizhen Yan

Chuanying Li

Xiaoguang Sun

Nianfang Wan

Yuanmu Zhong

Qinshu Tu

Chanjuan Xiao

Mingkun Liu

Jun Lin

Ming Gong

Wenmin Yu

Zhaohua Wang

Jinyu Zhang

Yonglin Shan

Pengfei Liu

Yongfeng Tai

Yingcan Hu

Yong Wang

Xin Liang

Degang Liu

Yunqi Shi

Chuangang Liu

A linear motor comprises a primary part and a secondary part opposite to each other. An air gap is reserved between the primary and secondary parts. The air gap has first spacing in non-operating state and second spacing in operating state. The side surface of the primary part facing the secondary part is provided with a magnetically conductive film that has elasticity in the thickness direction and a thickness greater than the first spacing and less than the second spacing. The magnetically conductive film comprises magnetically conductive base bodies and non-magnetically conductive base bodies alternately distributed along the surface of the magnetically conductive film, and the magnetically conductive base bodies are filled with magnetically conductive materials. The magnetically conductive base bodies cover magnetic poles on the side surface of the primary part facing the secondary part, and the non-magnetically conductive base bodies shield gaps between the adjacent magnetic poles.

Linear motor for maglev train, and maglev train

Embodiments of the present invention disclose a logic intelligent control system of train door based on intelligent control unit. The system comprises: a first intelligent control unit located in a selected vehicle of a train, a second intelligent control unit located in each of the other remaining vehicles of the train, and a door controller located in each vehicle. The first intelligent control unit is configured to output corresponding door control instructions through the corresponding door control instruction output port after acquiring door control operation information; the door control instruction input ports corresponding to the first intelligent control unit and the second intelligent control units are configured to drive corresponding door controller control ports to control the door controllers of a corresponding vehicle to execute the door control instruction after receiving the door control instructions.

Logic intelligent control system of train door based on intelligent control units

A power supply battery and a power supply system for high-speed maglev trains are disclosed. The power supply battery comprises: an electrolyte tank, a plurality of liquid flow pumps, and a plurality of aluminum-air battery reactors. The plurality of aluminum-air battery reactors are sequentially connected in series. The electrolyte tank comprises a plurality of elongate electrolyte grooves. One liquid flow pump corresponds to one aluminum-air battery reactor and one electrolyte groove.

Power supply battery and power supply system for high-speed maglev trains

A device for connecting a cross member for receiving pivot pins on two lower longitudinal members of a car body for a rail vehicle. The cross member has a transversal part that connects the two longitudinal members to each other in the region of the connection, and a longitudinal part that extends to the closest car front. The lower longitudinal members extend over the complete length of the car body and consist of multi-chamber hollow profiles made of a fibre composite material. The number of chambers of the multi-chamber hollow profile of each longitudinal member is reduced in the region of the connection such that the wall material of at least one chamber was removed in such a way that the webs to the adjacent chambers are exposed. At these places, load-introducing elements engage, to which load-introducing elements the cross member is attached.

Combined device having device for connecting cross beam for receiving pivot pins and two lower longitudinal beams of coach body for rail vehicle

A phase-change energy storage air duct of an automobile air conditioning system. A phase-change energy storage unit () is configured inside an air duct () of an air conditioning system. By means of phase-change heat absorption or release, residual heat in the air is absorbed, and the heat is released to air with a lower temperature, so that energy is recycled to achieve energy saving. The temperature of air entering a room or a carriage is kept stable, and thus the user experience is improved. When the air conditioning system fails, the phase-change energy storage unit () can still utilize stored cooling capacity or heat to cool down or heat up air in the air duct, so that a supply of air can be kept stable for a period of time, and thus the user experience is improved. The present application also relates to an automobile air conditioning system.

Phase-change energy storage air duct and automobile air conditioning system

Some embodiments of the present disclosure provide a side wall component of a railway vehicle, and a railway vehicle. The side wall component of a railway vehicle includes: a side wall, including a side wall body; and a plurality of side wall upright columns, connected with the side wall body respectively, the plurality of side wall upright columns being provided along a length direction of the side wall body at an interval, wherein an auxiliary air duct of the railway vehicle is formed between at least two side wall upright columns and the side wall body in the length direction of the side wall body. The embodiment of the present disclosure enables the railway vehicle to be compact in structure.

Side wall component of railway vehicle, and railway vehicle

A rail transit braking energy recovery system. The rail transit braking energy recovery system comprises a braking motor, a fuel battery, an electrolytic bath, and a hydrogen tank. The braking motor is used for converting braking energy of the rail transit into electric energy. An output end of the braking motor is connected to a power input end of the electrolytic bath. The electrolytic bath comprises a hydrogen output end and an oxygen output end, the hydrogen output end is connected to the hydrogen tank, and the hydrogen tank is connected to the fuel battery and is used for supplying hydrogen to the fuel battery. In the system, only the electrolytic bath is structurally added, and the existing vehicle-mounted hydrogen tank is directly used for storing hydrogen, therefore the structure is simple, the self weight of the vehicle body is reduced, the energy conversion efficiency is high, and at the same time, the injection of hydrogen is reduced and the operation cost is reduced. In addition, the purity of the hydrogen obtained by means of electrolysis is high, so that the hydrogen can be directly supplied to the fuel battery to be used without being processed. Also provided is a hybrid power rail transit system.

Rail transit braking energy recovery system and hybrid power rail transit

Disclosed are an electromagnetic transverse active damping system, and a control method and apparatus therefor. The electromagnetic transverse active damping system comprises an electromagnet controller, wherein the electromagnet controller can determine a value of a damper target gap for an electromagnet active damper according to acquired train transverse acceleration, train position information and train speed, and control the action of the electromagnet active damper according to the determined value of the damper target gap; and electrical control is employed during the control of the electromagnet active damper by the electromagnet controller.

Electromagnetic transverse active damping system, and control method and apparatus therefor

Disclosed is an alarming and unlocking device. The alarming and unlocking device is installed in a passenger carriage and includes a control switch (), a communication device, and a locking device, wherein the control switch () is provided with an alarming position () and an unlocking position (); the control switch () is in signal connection with the communication device; when the control switch () is located at the alarming position (), the communication device is started to receive and send a voice signal; the locking device is installed on a door so as to control the door to lock or unlock; the control switch () is in signal connection with the locking device; and when the control switch () is located at the unlocking position (), the locking device performs an unlocking operation. According to the alarming and unlocking device, the problem that a structure for an alarming and unlocking device on a vehicle is relatively complex in the conventional art is solved.

Alarming and unlocking device

A method and a device for transmitting signals among compartments of a train are provided. The method comprises: receiving a first signal transmitted via a jumper cable, and extracting first data carried in the first signal; receiving a second signal transmitted wirelessly corresponding to the first signal, and extracting second data carried in the second signal; and determining whether the first data is identical with the second data, and outputting the first signal in a case that it is determined that the first data is identical with the second data, or outputting the second signal in a case that it is determined that the first data is not identical with the second data. The method and the device improve the reliability of transmission of signals among compartments of a train.

Method and device for transmitting signal among compartments of train

A rail vehicle bogie traction device is provided, which includes a center pin and two traction rubber bag assemblies. Each of the traction rubber bag assemblies includes a traction rubber stack and a rubber bag, the rubber bag is filled with fluid, and a pressure of the rubber bag is settable. The traction rubber stack is connected to the rubber bag. The center pin is fixed on a lower surface of a vehicle body chassis bolster. Each of the two traction rubber bag assemblies has one end connected to the center pin, and another end connected to a cross beam of a rail vehicle frame. The rail vehicle bogie traction device has nonlinear characteristics, which may effectively transmit a longitudinal load, and may also prevent high-frequency vibration of the frame from transmitting to the vehicle chassis bolster and the vehicle body via the traction device.

Rail vehicle bogie draw-gear

A mounting structure for equipment compartment bottom plate is provided. The bottom plate is detachably connected to a skeleton boundary beam of the equipment compartment. A sliding rail is fixedly connected to a side of the bottom plate where the bottom plate is lap-jointed to a skeleton lateral beam of the equipment compartment. One of the sliding rail and the skeleton lateral beam is provided with a recess and the other is provided with a protrusion engaged with the recess. In the mounting structure, the connection of the bottom plate and the skeleton lateral beam is achieved by the engagement of the recess and the protrusion. Therefore, connecting pieces for connecting the bottom plate and the skeleton lateral beam are removed and the number of the connecting pieces is significantly reduced.

Mounting structure for equipment compartment bottom plate

A chassis end plate assembly of a railway vehicle is provided, which includes an end plate; a bottom beam arranged at an inner side of a lower edge of the end plate, curved beams arranged at inner sides of two sides of the end plate, a buffer beam located above the end plate; and a reinforcing beam longitudinally arranged between the buffer beam and the bottom beam. The end plate assembly can increase the rigidity of an end portion of the vehicle and improve the vibration mode. The end plate assembly can be combined with an under-vehicle active device compartment so as to form an enclosed space, which may protect pipelines and devices under the vehicle. A railway vehicle provided with the chassis end plate assembly is further provided.

Railway vehicle and chassis end plate assembly thereof

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Shandong, China

Jianying Liang