Munich, Germany
Munich, Germany

Siemens AG is a German multinational conglomerate company headquartered in Berlin and Munich. It is the largest engineering company in Europe. The principal divisions of the company are Industry, Energy, Healthcare, and Infrastructure & Cities, which represent the main activities of the company. The company is a prominent maker of medical diagnostics equipment and its medical health-care division, which generates about 12 percent of the company's total sales, is its second-most profitable unit, after the industrial automation division.Siemens and its subsidiaries employ approximately 343,000 people worldwide and reported global revenue of around €71.9 billion in 2014 according to their annual report. Wikipedia.

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The invention relates to a rail vehicle having a coupling arranged centrally in the front (6) region thereof, which is mounted in a crosswise extending traverse (4), wherein forces acting on the coupling are introduced into counter-bearings (7) via the traverse (4), which are supported on a front side of a car body (5) of the rail vehicle, wherein the traverse (4) is connected to one of the counter-bearings (7) via at least one elastic energy absorption arrangement (10).


News Article | May 11, 2017
Site: www.techrepublic.com

Siemens announced Thursday that it will invest $385,000 in Columbus, Ohio to help push it toward its goal of becoming the first US city to fully integrate self-driving electric vehicles, smart grids, smart streetlights, and collision avoidance sensors as part of its transportation system. The investment in advanced hardware and software will serve as a foundation for the city's connected vehicle efforts, so that vehicles can communicate with the traffic lights to improve driver and pedestrian safety, reduce congestion, and reduce emissions. Columbus is in the midst of a smart city transformation that focuses on transportation as a result of winning a $40 million grant from the US Department of Transportation in June 2016, along with an additional $10 million from Vulcan Inc. as part of the federal Smart City Challenge. "Columbus isn't just envisioning a city where their infrastructure is smarter, they're making it happen. With this connected vehicle technology, infrastructure like intersections and streetlights will have the ability to communicate with vehicles, buses, or even pedestrians to help drivers make decisions that can reduce congestion and increase safety," said Marcus Welz, CEO of Siemens Intelligent Traffic Systems, North America. SEE: How Columbus, Ohio parlayed $50 million into $500 million for a smart city transportation network (TechRepublic) The Siemens intelligent software and hardware package for Columbus includes connected vehicle-ready traffic control software (SEPAC) that provides detailed traffic signal phase timing, roadside units that allow traffic intersections to communicate with vehicles, and roadside unit management software that give real-time visibility into traffic flow and connected vehicle operations. Connected vehicle systems communicate between vehicles and infrastructure and give drivers suggestions in real-time like speed recommendations, curve speed warnings, or prioritization of specific vehicle fleets such as those that offer car-sharing. The US DoT reports that connected vehicles can potentially avoid or mitigate 80% of unimpaired crashes. As part of its Smart Columbus initiative, the city will determine the most effective use cases and locations to implement the connected vehicle technology. SEE: Columbus, Ohio: What's next for the DoT Smart City Challenge winner (TechRepublic) The Siemens investment is one of many for Columbus. Part of the reason the city was chosen as the federal Smart City Challenge winner was because of the support from private industry, as previously reported by TechRepublic. The original $50 million investment from the DoT and Vulcan has already been leveraged into $500 million in funding, and the overall goal is $1 billion, according to Alex Fischer, president and CEO of the Columbus Partnership.


Grant
Agency: GTR | Branch: EPSRC | Program: | Phase: Research Grant | Award Amount: 4.56M | Year: 2016

Today we use many objects not normally associated with computers or the internet. These include gas meters and lights in our homes, healthcare devices, water distribution systems and cars. Increasingly, such objects are digitally connected and some are transitioning from cellular network connections (M2M) to using the internet: e.g. smart meters and cars - ultimately self-driving cars may revolutionise transport. This trend is driven by numerous forces. The connection of objects and use of their data can cut costs (e.g. allowing remote control of processes) creates new business opportunities (e.g. tailored consumer offerings), and can lead to new services (e.g. keeping older people safe in their homes). This vision of interconnected physical objects is commonly referred to as the Internet of Things. The examples above not only illustrate the vast potential of such technology for economic and societal benefit, they also hint that such a vision comes with serious challenges and threats. For example, information from a smart meter can be used to infer when people are at home, and an autonomous car must make quick decisions of moral dimensions when faced with a child running across on a busy road. This means the Internet of Things needs to evolve in a trustworthy manner that individuals can understand and be comfortable with. It also suggests that the Internet of Things needs to be resilient against active attacks from organised crime, terror organisations or state-sponsored aggressors. Therefore, this project creates a Hub for research, development, and translation for the Internet of Things, focussing on privacy, ethics, trust, reliability, acceptability, and security/safety: PETRAS, (also suggesting rock-solid foundations) for the Internet of Things. The Hub will be designed and run as a social and technological platform. It will bring together UK academic institutions that are recognised international research leaders in this area, with users and partners from various industrial sectors, government agencies, and NGOs such as charities, to get a thorough understanding of these issues in terms of the potentially conflicting interests of private individuals, companies, and political institutions; and to become a world-leading centre for research, development, and innovation in this problem space. Central to the Hub approach is the flexibility during the research programme to create projects that explore issues through impactful co-design with technical and social science experts and stakeholders, and to engage more widely with centres of excellence in the UK and overseas. Research themes will cut across all projects: Privacy and Trust; Safety and Security; Adoption and Acceptability; Standards, Governance, and Policy; and Harnessing Economic Value. Properly understanding the interaction of these themes is vital, and a great social, moral, and economic responsibility of the Hub in influencing tomorrows Internet of Things. For example, a secure system that does not adequately respect privacy, or where there is the mere hint of such inadequacy, is unlikely to prove acceptable. Demonstrators, like wearable sensors in health care, will be used to explore and evaluate these research themes and their tension. New solutions are expected to come out of the majority of projects and demonstrators, many solutions will be generalisable to problems in other sectors, and all projects will produce valuable insights. A robust governance and management structure will ensure good management of the research portfolio, excellent user engagement and focussed coordination of impact from deliverables. The Hub will further draw on the expertise, networks, and on-going projects of its members to create a cross-disciplinary language for sharing problems and solutions across research domains, industrial sectors, and government departments. This common language will enhance the outreach, development, and training activities of the Hub.


— The increasing number of vehicles leading to traffic congestion has contributed to the need of intelligent transportation system for advance traffic control measures, thereby, propelling the global ITS market. In addition, the global ITS market is bolstered as various governments across the world are framing specific programs and taking initiatives to implement ITS, owing to an alarming need of deploying an efficient transportation system. For instance, the U.S. Department of Transport (DOT) is focusing extensively upon manufacturing intelligent vehicles and deploying intelligent infrastructure. The U.S. DOT has started a Federal ITS program with an aim to make research initiatives, investigative study and support the deployment of the intelligent system through an organized investment. Furthermore, the implementation of ITS can contribute in significant pollution reduction, thereby, benefiting the environment. Browse market data tables and in-depth TOC of the Intelligent Transportation System (ITS) Market to 2025 @ http://www.theinsightpartners.com/reports/intelligent-transportation-system-its-market The major factor hindering the global ITS market is the slow growth of intelligent infrastructure owing to high installation cost for monitoring and controlling devices. Another key factor restricting the global ITS market is the lack of standardization and interoperability between different types of transportation and telecom technologies. However, the introduction of smart vehicles enabled with intelligent transportation system is expected to provide better driving experience, and is thus expected to contribute significantly towards the growth of the global ITS market. Another factor analyzed to propel the growth of intelligent transportation systems is public private partnerships (PPP) for advanced traffic management. Also, initiatives such as vehicle to infrastructure (V2I) and vehicle to vehicle (V2V) communication are estimated to be key factors boosting the global intelligent transportation system market. The intelligent transportation system market has been segmented on the basis of system into advanced traveler information system (ATIS), advanced public transportation system (APTS), advanced traffic management system (ATMS), advanced transportation pricing system (ATPS), commercial vehicle operation (CVO), and ITS-enabled transportation pricing system. Additionally, the intelligent transportation system market has been fragmented based on components such as interface board, sensors, surveillance camera, monitoring & detection systems, telecommunication network, and software among others. In addition, the intelligent transportation system market has been segmented based on applications, namely: traffic signal control system, traffic monitoring system, fleet management & asset monitoring system, parking availability system, traffic enforcement camera, collision avoidance system, and automotive telematics among others. Geography, the global ITS market has been segmented into five regions as North America, Europe, Asia Pacific (APAC), Middle East & Africa (MEA) and South America (SAM). Presently North America, followed by Europe, leads the global ITS market owing to increased investment in ITS solutions from both public and private domains. Some of the key players operating within the global ITS market include Agero, Inc., Xerox Corporation, Lanner Electronics Incorporated, Nuance Communications, Inc., Denso Corporation, Q-Free ASA, Siemens AG, Hitachi, Ltd., WS Atkins PLC, EFKON AG, Iteris, Inc., Garmin Ltd., Telenav, Inc., TomTom International BV, Kapsch TrafficCom AG, Thales Group, TransCore, LP, Addco LLC, Agero, Inc., Ricardo plc, and Sensys Networks, Inc. among others. Few Key Points from Table of Content Global Intelligent Transport System Market Revenue and Forecasts to 2025 - Components • Interface Board • Sensors • Surveillance Camera • Monitoring & Detection Systems • Telecommunication Network • Others (Software, etc.) Global Intelligent Transport System Market Revenue and Forecasts to 2025 - Applications • Traffic Signal Control System • Traffic Monitoring System • Fleet Management & Asset Monitoring System • Parking Availability System • Traffic Enforcement Camera • Collision Avoidance System • Others (Automotive Telematics, etc.) Global Intelligent Transport System Market Revenue and Forecasts to 2025 - Geographical Analysis • North America • Europe • Asia Pacific (APAC) • Middle East & Africa (MEA) • South America (SAM) Global Intelligent Transport System Market, Key Company Profiles Included Key Facts, Business Description, Financial Overview, SWOT Analysis and Key Developments • Agero, Inc. • Xerox Corporation • Lanner Electronics Incorporated • Nuance Communications, Inc. • Denso Corporation • Q-Free ASA • Siemens AG • Hitachi, Ltd. • WS Atkins PLC • EFKON AG • Iteris, Inc. • Garmin Ltd. • Telenav, Inc. • TomTom International BV • Kapsch TrafficCom AG • Thales Group • TransCore, LP • Addco LLC • Agero, Inc. • Ricardo plc • Sensys Networks, Inc Inquire about discount on this report @ http://www.theinsightpartners.com/discount/TIPTE100000134 About The Insight Partners: The Insight Partners is a one stop industry research provider of actionable intelligence. We help our clients in getting solutions to their research requirements through our syndicated and consulting research services. We are a specialist in Technology, Media, and Telecommunication industries. For more information, please visit http://www.theinsightpartners.com/


Grant
Agency: European Commission | Branch: FP7 | Program: MC-IAPP | Phase: FP7-PEOPLE-2012-IAPP | Award Amount: 976.59K | Year: 2013

Advanced automotive system design and development requires a multidisciplinary and intersectoral approach connected to the integration of new powertrain concepts, such as electric and hybrid ones. This approach involves knowledge concerning the NVH issues, and/or electric motor, associated power electronics to control motor speed and torque, the transaxle that transfers the mechanical energy to the wheels, the battery and its management unit, etc. The present proposal answers to two challenges of the electrification of the passenger cars: (i) noise-vibration-harshness (NVH) issues connected to the electric driveline integration and (ii) new advanced modelling and testing tools able to answer to the high integration level of electric vehicles (EVs). The main objective of DeMoTest-EV aims the development of advanced and extended design, modelling and testing tools for improved concept modelling and for higher prediction accuracy of noise and vibration generated by EVs powertrain. The achievement of the objective will be possible by enhancing knowledge, know-how and technological transfer between four European partners bringing together their experience in electrical machines and drives, NVH issues in automotive, modelling and testing tools for automotive applications. The mechanisms used for the transfer of knowledge within the frame of the project are collaborative research, two-way intersectoral secondments, sharing facilities, training and dissemination activities.


Patent
Siemens AG | Date: 2011-06-15

In a control network for a rail vehicle, control units of the rail vehicle are connected to each other in a ring shape via at least two communication paths. A first control unit transmits user data via a communication path in a first direction to a second control unit and test data associated with the user data for checking the user data via another communication path in a second direction opposite to the first direction to the second control unit. The second control unit can thus detect manipulation of data by a third party.

Claims which contain your search:

16. A control network for a rail vehicle, comprising: at least two communication paths connecting control devices of the rail vehicle to one another in a ring shape; a first control device transmitting user data by way of a communication path in a first direction to a second control device; and the first control device transmitting test data associated with the user data for verifying the user data by way of another communication path in a second direction counter to the first direction to the second control device.

17. The control network according to claim 16, wherein the test data are sent from the first control device at regular time intervals or when an operating state of the rail vehicle changes.

18. The control network according to claim 16, wherein the user data comprise passenger information data and device control data.

19. The control network according to claim 16, wherein the user data are transmitted in data packets by way of a data network with ring topology between the control devices.

20. The control network according to claim 19, wherein the data network is an Ethernet data network.

21. The control network according to claim 20, wherein the data network is a Profinet network.

22. The control network according to claim 19, wherein the data network is an optical data network or an electrical data network with ring topology, disposed in a car of the rail vehicle.

23. The control network according to claim 22, wherein the data network with ring topology comprises a monitoring facility, to monitor a closed nature of the ring topology, with the test data and the user data being transmitted from the first control device to the second control device by way of a remaining communication path when the ring topology has been broken.

24. The control network according to claim 16, wherein the second control device is configured to initiate countermeasures if a verification of the user data received by the second control device based on the test data received by the second control device indicates that the user data does not originate from the first control device.

25. The control network according to claim 24, wherein the countermeasures comprise one or both of the following: sending an alarm message from the second control device to at least one further control device or activating a restricted operating mode by the second control device.

26. The control network according to claim 22, wherein the data network of a given car of the rail vehicle is connected by way of a higher order data network of the rail vehicle to further data networks of further cars or of a pulling unit for data transmission between the control devices of the rail vehicle.

27. The control network according to claim 26, wherein the higher order data network of the rail vehicle is a rail vehicle data bus or a rail vehicle data network with ring topology.

28. The control network according to claim 25, wherein the data network of a given car of the rail vehicle is connected to further data networks of further cars or of a pulling unit of the rail vehicle by way of electrically conductive rails, or by way of WLAN radio modules, or by way of voltage supply lines for supplying voltage to the rail vehicle for data transmission between the control devices of the rail vehicle.

29. The control network according to claim 16, wherein the test data provided to verify the user data comprise: checksums of the user data; or cryptographic keys for decrypting a cryptographically protected checksum of the user data; or parameters for setting up a cryptographic key; or data packet management data of data packets for transmitting the user data.

30. The control network according to claim 29, wherein the test data for verifying the user data comprise hash values of the user data or hash values of the data packet management data or hash values of the user data and of the data packet management data.

31. A method for transmitting data manipulation-proof between control devices of a rail vehicle, the control devices being connected to one another by way of at least two communication paths, the method which comprises: transmitting user data from a first control device by way of a communication path in a first direction to a second control device; and transmitting test data associated with the user data for verifying the user data from the first control device to the second control device by way of another communication path in a second direction counter to the first direction.


Patent
Siemens AG | Date: 2013-12-18

The invention relates to a 1st power supply arrangement for a rail vehicle. The rail vehicle includes at least one driven car with an intermediate circuit, a brake system and an energy supply system for supplying the brake system with operating energy. In order to improve the framework conditions to ensure reliable electrodynamic braking, the energy supply system contains at least two energy supply units, for the driven car, arranged at the intermediate circuit, for the redundant energy supply to the brake system.

Claims which contain your search:

16. A power supply device for a rail vehicle with at least one driven car and a braking system, comprising: a DC link and an energy supply system for supplying operating energy to the braking system; said energy supply system including at least two energy supply units for the at least one driven car connected on said DC link for redundant energy supply to the braking system.

17. The power supply device according to claim 16, comprising an AC train busbar for supplying operating energy to the braking system, wherein said at least two energy supply units are configured for redundant energy supply to the AC train busbar.

18. The power supply device according to claim 17, wherein said DC link has at least two segments and each of said at least two energy supply units is assigned to a dedicated said segment of said DC link, and wherein said two segments are disconnected from one another and are used, via said energy supply units for redundant energy supply to said AC train busbar.

19. The power supply device according to claim 16, further comprising two input power converters for the driven car for respectively supplying energy to an entire said DC link and a switching device for connecting said two input power converters to at least one of said energy supply units for supplying energy thereto.

20. The power supply device according to claim 19, wherein said switching device is configured for splitting said DC link into two segments, which are disconnected from one another, are each fed by an input power converter and each have an energy supply unit, and for connecting said two energy supply units to at least one of said two input power converters when said segments are otherwise disconnected.

21. The power supply device according to claim 20, wherein said energy supply unit with a relatively lower power is connected to at least two input power converters and a relatively more powerful said energy supply unit, during regular operation, is configured and conditioned only for supplying energy to an AC train busbar for supplying operating energy to the braking system.

22. The power supply device according to claim 16, further comprising a DC storage device connected to at least one of said energy supply units and configured to supply energy to an AC train busbar via said at least one energy supply unit.

23. The power supply device according to claim 16, comprising a DC train busbar, said energy supply system including at least two energy supply units for redundant energy supply to said DC train busbar.

24. The power supply device according to claim 23, further comprising a DC source, in addition to said energy supply units, said DC source being configured for feeding said DC train busbar.

25. The power supply device according to claim 23, wherein each of said energy supply units feeding said DC train busbar has at least two DC storage devices.

26. The power supply device according to claim 16, comprising an AC train busbar having said at least two energy supply units connected thereto by way of a parallel circuit, and a number of AC lines connected to the braking system for supplying operating energy to the braking system, wherein said energy supply units are connected to said AC lines by way of a parallel circuit, and further comprising a switching device for selectively connecting and disconnecting the number of AC lines to or from said AC train busbar.

27. The power supply device according to claim 26, wherein each of said energy supply units is connected to a dedicated input power converter and comprising a further energy supply unit connected to one of said input power converters of one of said energy supply units, and connected to the braking system via a further AC line without any coupling to said AC train busbar by way of a switching device, and wherein said further energy supply unit is configured for redundant energy supply to the braking system.

28. The power supply device according to claim 26, wherein a further energy supply unit is fed from a DC storage device without a DC link and is connected to the braking system via a further AC line, without coupling to said AC train busbar, by way of a switching device, and wherein said further energy supply unit is configured for redundant energy supply to the braking system.

29. The power supply device according to claim 16, comprising a plurality of AC lines connected to the braking system for supplying operating energy to the braking system, wherein said two energy supply units are connected to said AC lines by way of a parallel circuit, and wherein the braking system has a plurality of operating units each having a plurality of AC feed lines producing a connection between the operating units and the AC lines, and wherein a number of AC feed lines equals a number of AC lines.

30. The power supply device according to claim 16, further comprising a plurality of AC lines connected to the braking system for supplying operating energy to the braking system, wherein the braking system has a plurality of operating units each provided with redundancy and split into subsets, and wherein each subset and each operating unit is fed in each case from only one of said AC lines.


Patent
Siemens AG | Date: 2012-08-06

A spring lock for a secondary spring that is arranged between the car body and the under frame of a rail vehicle. A spring locking element is provided which in the mounted state is supported on the car body and projects through a cutout and is connected to the secondary spring in such a way that it is prevented from extending. This facilitates the mounting of anti-wear washers under the secondary spring to a considerable degree.

Claims which contain your search:

9. A spring lock assembly, comprising: a secondary spring disposed between a car body and an under frame of a rail vehicle; a spring locking element supported, in a mounted state thereof, on the car body or on a part that is fixedly connected to the car body, said spring locking element projecting through a cutout and being connected to said secondary spring so as to prevent said secondary spring from expanding.

10. The spring lock assembly according to claim 9, wherein said secondary spring is a conical spring, and further comprising a spring retainer connecting said secondary spring to the car body.

11. The spring lock assembly according to claim 9, wherein said secondary spring is a pneumatic spring mounted to the car body.

12. The spring lock assembly according to claim 9, wherein said secondary spring is a helical spring mounted to the car body.

13. The spring lock assembly according to claim 9, wherein said secondary spring is a spring formed with a plurality of parts and wherein only one of said parts is blocked by said locking element.

14. The spring lock assembly according to claim 13, wherein said plurality of parts includes a relatively softer part and said locking element is disposed to block only said relatively softer part.

15. The spring lock assembly according to claim 9, wherein: said spring locking element comprises a substantially cylindrical shaft with an upper end and a lower end, a T-shaped handle on said upper end and a threaded portion on said lower end; and said supporting element is fixed to said shaft, and said spring locking element, in the mounted state thereof, is screwed by way of said thread to a corresponding counterpart of said secondary spring.

16. The spring lock assembly according to claim 9, wherein: said spring locking element comprises a substantially cylindrical shaft with an upper end and a lower end, a T-shaped handle on said upper end and a bayonet coupling on said lower end; and said supporting element is fixed to said shaft, and said spring locking element, in the mounted state thereof, is connected by way of said bayonet coupling to a corresponding counterpart of said secondary spring.

17. A spring lock assembly, comprising: a secondary spring disposed between a car body and an under frame of a rail vehicle; and a spring locking element supported, in a mounted state thereof, on the under frame of the rail vehicle or on a part fixedly connected to the under frame, said spring locking element projecting through a cutout and being connected to said secondary spring so as to prevent said secondary spring from expanding.


Forces in a vehicle interface between the suspension and a body are identified. Rather than using many or all strain gauges, some more easily and rapidly installed acceleration sensors are instead used to measure local deformation. To remove or reduce the effects of rigid-body motion captured by accelerometers, an inertial measurement unit is also used. The forces are estimated from a behavior model accounting for both rigid and flexible motions.

Claims which contain your search:

1. A system for identifying forces in a vehicle interface, the system comprising:- a plurality of strain gauges positioned by connection points of a car body with a suspension;- a plurality of accelerometers positioned by the connection points;- an inertial measurement unit connected with the car body; and- a processor configured to estimate the forces at the connection points from a combined rigid-flexible car body model and input signals from the strain gauges, accelerometers, and inertial measurement unit.

4. The system of one of the preceding claims,wherein the inertial measurement unit comprises global positioning unit and a gyroscope or accelerometer, the inertial measurement unit being positioned on the car body away from the connection points.

5. The system of one of the preceding claims,wherein the signals from the accelerometers are responsive to local deformations of the car body and rigid body motions of the car body, wherein the signal from the inertial measurement unit is responsive to the rigid body motions, and wherein the processor is configured to estimate the forces with cancelation of the rigid body motions using the signal from the inertial measurement unit in the rigid-flexible care body model.

6. The system of one of the preceding claims,wherein the processor is configured to estimate with the combined rigid-flexible car body model being in a state estimator with the signals from the inertial measurement unit and the accelerometers.

7. The system of claim 6,wherein the state estimator is an augmented Kalman filter configured to estimate the forces from the signals.

8. The system of one of the preceding claims,wherein a flexible part of the combined rigid-flexible car body model is responsive to a frequency response function computed from other signals of the accelerometers.

10. The system of one of the preceding claims,wherein a flexible part of the combined rigid-flexible car body model comprises a linear dynamic model in state-space form derived from a computer-aided engineering model of the car body.

11. The system of one of the preceding claims,wherein the processor is configured to output the forces to a display.

12. In a non-transitory computer readable storage medium having stored therein data representing instructions executable by a programmed processor for identifying forces in a vehicle interface, the storage medium comprising instructions for:- receiving information over time from a rigid body sensor and flexible body sensor on a car body, the information being obtained during handling of a vehicle of the car body;- combining the information into a state machine implemented by the programmed processor, the state machine comprising a behavior model of the car body; and- identifying forces from a suspension on the car body in response to the handling with the state machine.

14. The non-transitory computer readable storage medium of claim 12 or 13 ,wherein receiving the information from the flexible body sensor comprises receiving the information from accelerometers and strain gauges at connection points of the suspension with the car body.

16. The non-transitory computer readable storage medium of one of claims 12 -15,wherein combining into the state machine comprises combining the information with the behavior model comprising a rigid-flexible car body model.

17. The non-transitory computer readable storage medium of claim 16,wherein the rigid-flexible car body model comprises a linear dynamic model in state space form derived from a force-to-acceleration frequency response function matrix.

18. The non-transitory computer readable storage medium of claim 16,wherein the rigid-flexible car body model comprises a linear dynamic model in state space form derived from a computer-aided engineering model of the car body.

19. A method for identifying forces in a vehicle interface, the method comprising:- modeling the forces at the vehicle interface using at least three types of sensors including strain gauges and accelerometers at connection points between a suspension and a car body and including an inertial measurement unit;- receiving, by a computer, signals from the sensors;- estimating, by the computer, the forces by input of the signals to the modeling.

20. The method of claim 19,wherein modeling comprises applying a rigid-flexible car body model as a state machine.


Patent
Siemens AG | Date: 2013-10-25

A car body part, in particular a car body part of a rail vehicle, includes an extruded part with at least one fastening portion which is suitable for fastening an item of equipment, and extends in the extrusion direction of the extruded part. The extruded part is locally weakened by mechanical reworking and the fastening portion is flexible as a result of local weakening and forms a flexible fastening portion. An assembly having the car body part and an item of equipment and a method for producing the assembly are also provided.

Claims which contain your search:

16. A car body part or rail vehicle car body part, comprising: an extruded part having at least one fastening portion being suitable for fastening an item of equipment and extending in an extrusion direction of said extruded part; said extruded part being mechanically reworked to provide a local weakening; and said at least one fastening portion being flexible due to said local weakening, forming at least one flexible fastening portion.

17. The car body part according to claim 16, wherein: said extruded part includes a fastening having material removed to form at least one locally weakened location along said extrusion direction; and said at least one flexible fastening portion is disposed in the vicinity of said at least one locally weakened location.

18. The car body part according to claim 17, wherein said at least one flexible fastening portion is disposed above said at least one locally weakened location.

19. The car body part according to claim 16, wherein: said extruded part includes a fastening rail being weakened locally or removed at least at two locations disposed one behind another in said extrusion direction; and said at least one flexible fastening portion is formed by a portion of said fastening rail lying between said two locations in said extrusion direction.

20. The car body part according to claim 17, wherein said fastening rail of said extruded part has a cross section with a closed contour being open in the vicinity of said at least one locally weakened location.

21. The car body part according to claim 19, wherein said fastening rail of said extruded part has a cross section with a closed contour being open in the vicinity of said locally weakened locations.

22. The car body part according to claim 17, wherein said fastening rail of said extruded part has a cross section with an open contour.

23. The car body part according to claim 19, wherein said fastening rail of said extruded part has a cross section with an open contour.

24. An assembly, comprising: a car body part according to claim 16; and an item of equipment mounted on said at least one mechanically reworked and locally mechanically weakened flexible fastening portion of said car body part.

25. The assembly according to claim 24, wherein said item of equipment is screw-connected on said at least one flexible fastening portion and said at least one flexible fastening portion is deformed locally as a result of said screw connection.

26. The assembly according to claim 24, wherein: said car body part forms a roof or a roof part of a rail vehicle car body; and said item of equipment is mounted on said roof or roof part.

27. The assembly according to claim 26, wherein: the assembly forms a rail vehicle; said item of equipment includes a converter, a transformer, an air-conditioning component or a current collector or is formed by a component; and said item of equipment is mounted on said roof of said rail vehicle car body part.

28. A method for producing an assembly having a car body part formed by an extruded part and an item of equipment, the method comprising the following steps: mechanically weakening the extruded part locally by mechanical reworking and forming at least one flexible fastening portion for fastening the item of equipment; and mounting the item of equipment on or at the at least one flexible fastening portion.

29. The method according to claim 28, which further comprises carrying out the mounting step by screw-connecting the item of equipment on or at the at least one flexible fastening portion.

30. The method according to claim 28, which further comprises removing material of the extruded part to carry out the step of weakening the extruded part locally by mechanical reworking.

31. The method according to claim 30, which further comprises carrying out the step of removing the material of the extruded part by milling or boring.

32. The method according to claim 29, which further comprises pressing a fastening surface of the item of equipment flatly onto a fastening surface of the at least one flexible fastening portion of the extruded part as a result of the screw-connecting of the item of equipment at the at least one flexible fastening portion.

33. The method according to claim 32, which further comprises deforming a region about the fastening surface of the at least one flexible fastening portion as a result of the screw-connecting of the item of equipment on the at least one flexible fastening portion of the extruded part.

34. The method according to claim 28, which further comprises effecting the local weakening of the extruded part by locally opening a contour having a closed cross section of a fastening rail of the extruded part.

35. The method according to claim 28, which further comprises: locally weakening or removing a fastening rail of the extruded part at least at two locations disposed one behind another in an extrusion direction; and forming the at least one flexible fastening portion by a portion of the fastening rail disposed between the two locations in the extrusion direction.

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