A crane, in particular a lattice mast crane, having a bottom hook block with a load suspension means, in particular a load hook, wherein the bottom hook block has at least one winch whose outgoing control rope is connected or connectable to the crane boom for securing and/or aligning the load position or bottom hook block position.

The invention relates to a monitoring and alarm device for construction machinery having long and heavy booms, such as cranes, in particular mobile cranes, is characterized in that a monitor system is provided, which monitors parameters that may change in case of an undesired lowering of the boom or of boom sections in a non-operating condition, and triggers an optical and/acoustic and/or wireless alarm system if the parameters change.

A method of swing stopping control of a suspended load of a crane including a hoist and a trolley solves an equation of motion, given as an equation with respect to the deviation angle of a suspended load from the vertical direction when the trolley travels, for the trolley acceleration to thereby obtain the value of the acceleration or deceleration of the trolley, obtains speed patterns corresponding to the values of the acceleration or deceleration, drives the trolley according to the obtained speed patterns, and carries out control so that the deviation angle of the suspended load from the vertical direction becomes zero at the time when the acceleration or deceleration of the trolley is ended. Thus, even if the length of a rope holding the suspended load up is changed, a required speed pattern is produced to permit highly accurate positioning.

A luffing-jib tower crane, comprising a tower and a jib which is connected to the tower via a joint and is held by a luffing cable, wherein the length of the luffing cable can be changed by a drawing-in unit, by the luffing cable being wound onto or unwound from a cable drum of the drawing-in unit, wherein the angle of the jib with respect to the horizontal plane is measured by a first sensor winch is attached to the jib (first angular value), wherein a measuring device measures the length of the unwound part of the luffing cable, from which length the minimum angle of the jib with respect to the horizontal plane (second angular value) can be calculated, and the first angular value can be compared with the second angular value.

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.

An elevator including a car is arranged in a shaft. A set of compensator cables are attached to a bottom of the car and engaged with a compensator drum. A set of hoist cables are attached to a top of the car and engaged with a hoist drum to move the car vertically in the shaft, wherein the set of compensator cables and the set of hoist cables are configured to only move the car vertically.

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 valve unit includes a valve member that moves relative to a valve seat in response to a magnetic field generated by a coil. An input signal to the coil controls the extent of movement of the valve member relative to the valve seat, to control a gas flow rate therethrough. The gas valve unit also includes a setting adjustment device that provides a setting adjustment input utilized for calibrating or adjusting at least one gas flow rate. A valve controller is configured to receive an activation signal and to responsively send an input signal to the coil to move the valve member and establish at least one desired gas flow rate corresponding to the activation signal, wherein the valve controller is configured to adjust the input signal to the coil based on the setting adjustment input, to thereby enable field adjustment of at least one gas flow rate.

A one-handle valve cartridge has a low point of contact for installing the valve cartridge in a valve body. A retention nut bears down on the low point of contact to secure the valve cartridge in the valve body.

In a fluid control device, a check valve includes a first valve housing and a first diaphragm. The first diaphragm defines a first valve chamber and a second valve chamber. An exhaust valve includes a second valve housing and a second diaphragm. The second diaphragm defines a third valve chamber and a fourth valve chamber. The check valve is opened and closed by a difference in pressure between the first valve chamber and the second valve chamber. The exhaust valve is opened and closed by a difference in pressure between the third valve chamber and the fourth valve chamber.

In the method and apparatus of the invention, the process point is taken into account when the condition and performance of a control valve are monitored. In the condition monitoring of the valve, process measurements are used in addition to measurements inside the valve in such a manner that the process measurements identify the operating point at which the valve operates, and the measurements inside the valve are observed at these operating points to detect changes and to determine the condition of the valve. According to an aspect of the invention, the variables representing the operating point of an industrial process are considered when changes in the friction load of the valve and/or the load factor of the actuator are observed.

Disclosed herein is an improved method for reversed flow through a self-adjustable (autonomous) valve or flow control device (2), comprising the step of providing an overpressure on the side of the valve (2) opposite of the side of the inlet (10) exceeding a predetermined biasing force of the resilient member (24) causing lifting of the inner body part (4a) within the outer body part (4b) against said biasing force from a first position of fluid flow between an inner and an outer side of the valve (2) via the flow path (11) and to a second position of reversed fluid flow between said inner and outer side through the second flow path (25). An improved self-adjustable (autonomous) valve or flow control device (2) and use of said improved valve or flow control device are also disclosed.

A stepper-motor gas valve control is disclosed that includes a main diaphragm in a chamber that controllably displaces a valve relative to an opening in response to changes in pressure, to adjust fuel flow through the valve. A servo-regulator diaphragm is provided to regulate flow to the main diaphragm, to thereby control the rate of fuel flow. A stepper motor is configured to move in a stepwise manner to displace the servo-regulator diaphragm, to control fluid flow to the main diaphragm. A controller mounted on the stepper-motor regulated gas valve control receives and converts an input control signal from a heating system to a reference value between 0 and 5 volts, and selects a corresponding motor step value. The control responsively moves the stepper-motor in a step wise manner to displace the servo-regulator diaphragm and thereby regulates the rate of fuel flow through the valve.

A control valve having a retainer for securing a seat ring within the valve body of the device is disclosed. The seat ring is disposed within a bore in the fluid flow path of the valve body of the control valve, and the retainer is attached to the inner surface of the valve body to retain the seat ring within the bore. The retainer includes threaded openings therethrough for receiving bolts that are tightened down on the seat ring to hold the seat ring against the inner surface of the bore and/or a gasket to form a tight seal and prevent leakage when the control device is in the closed position.

Systems, methods and apparatus for providing an electromagnetic flow controller. In one embodiment, an electromagnetic flow controller can have two substrates, a permanent magnet, and two electrical traces. One of the substrates may deflect away from the other substrate upon applying an electrical signal to at least one of the two electrical traces.

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 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 textile sleeve and method of construction thereof is provided. The textile sleeve has a water-based, impervious coating for protecting elongate members contained within the sleeve. The sleeve has a flexible, tubular wall of tightly braided yarns with a coating applied thereto to render the wall impervious to fluid. The coating is a water-based coating applied as two distinct, first and second layers. The first, underlying layer includes a dielectric enhancing additive and a thickening agent to enhance the impermeability of the wall. The second, outer layer contains a similar formulation as the underlying first layer, however, it is free of the thickening agent.

Energy-absorbing textile structure, in particular for use in vehicle construction, which has high-tensile yarns for absorbing force, is formed by a braided fabric (2) with standing ends (3) in the force input direction and in that the textile structure has at least one region (4) with local modification of the fiber structure (2, 3).

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 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.

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 tower control system, under an indexing mode of operation, receives a first signal from rail yard equipment. In response to the first signal, the tower control system establishes a positioning mode of operation. Under the positioning mode of operation, and in response to actuation of an interface of the tower control system, the tower control system sends a second signal to a lead powered rail vehicle of a consist. The second signal includes a first command to adjust a throttle setting of the lead powered rail vehicle, along with a second command to idle a throttle of any remote powered rail vehicle of the consist.

An electrical device not only controls train signals as trains advance, but also alters the voltage in the tracks leading up to the signals so that the trains will actually stop at a red signal, slow at an amber aspect and continue on at full speed when the signal is showing green. The electrical device of the present invention can change the “block signal” from “green” to “red”, thereby signaling the engineer behind the train to come to a stop. In addition, the electrical device can simultaneously change the voltage in the tracks to stop the approaching train at the red signal. Only when the forward train has cleared will the approaching train get a clear signal and voltage to resume its forward progress.

A method of detecting and signaling a hot box condition on a rail vehicle comprising the steps of acquiring temperature data from undercarriage components of the rail vehicle through temperature sensors provided in hot box detection devices; relaying temperature data through a wireless network of the hot box detection devices to a data recorder.

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.

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.

A mechanism for coupling a switch point to a point detector box having a point detector bar includes a first portion structured to be slidably coupled to the point detector bar and a second portion structured to be slidably coupled to the switch point.

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 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.

With respect to each of trains, a ground device 6 detects a train location in the control section on the basis of a propagation time of a radio wave between a vehicle radio set 4 and a wayside radio set 5, in the case in which the ground device 6 determines that the number of trains has reached the controllable number of trains or there is the possibility that the number of trains reaches the controllable number of trains in its own control section, a ground device 6 disposed in an adjacent control section to the control section in which the number of trains is reaching the controllable number of trains, when a train 2 scheduled to travel toward the control section stops in a station 8, prevents departure of the train 2 scheduled to pass through the border of the control section by making the train 2 wait at the station 8.

There is provided a radar system that includes an emitter system (e.g., an antenna), configured to emit electromagnetic pulses and detect electromagnetic pulses, and a reflection target, placed opposite the emitter system. The emitter system and the reflection target define an area of interest. A controller is configured to identify a reflection from the reflection target and, if the reflection is not identified, to stop sending a radar check signal. The radar system may be part of a warning horn control system, where the radar check signal is used as a control input for activating a warning horn.

A train control system includes: an on-board device 3 mounted on each of trains 2; a vehicle radio set 4; wayside radio sets 5 disposed on a ground; and a ground device 6 connected to the wayside radio sets 5. The ground device 6 obtains a location information of a train 2 and a location information of a following train 2 based on results of distance measurement based on communication between the wayside radio sets 5 and the vehicle radio sets 4, and the ground device 6 transmits them to an on-board device 3 of the train 2. The on-board device 3 calculates a stop limit position of the following train 2 based on the location information of the train 2 and the location information of the following train 2, and the on-board device 3 transmits the calculated stop limit position to the following train 2.

A system includes a determination module and a communication module. The determination module is configured to be located onboard a first vehicle configured to travel along a first route including a crossing corresponding to an intersection of the first route with a second route. The determination module is configured to be communicatively coupled with a remote crossing module. The determination module is configured to determine, based on a speed of the first vehicle, timing information corresponding to a time at which the first vehicle will travel proximate to the crossing on the first route. The communication module is configured to transmit the timing information to the remote crossing module. The timing information includes a reference time configured as an absolute time corresponding to a time for impeding travel of a second vehicle along the second route through the crossing.

A distributed power (DP) control system is contained within a non-freight carrying intermodal container for communicating with and receive instructions and/or commands from a command system of a lead distributed power locomotive within a train. The container is configured to be provided on a car adjacent to a remote non-distributed powered (non-DP) locomotive provided within a length of the train. One or more connection hoses connect the distributed power control system within the container to the non-DP locomotive to control application of at least its brake system.

A system for communicating a dataset may include at least a first and a second communication line. The system may also include a first transceiver configured to communicate a first data signal indicative of the dataset over the first communication line and a second transceiver configured to communicate a second data signal indicative of the dataset over the second communication line. The system may also include a processor. The processor may be configured to receive the first data signal and the second data signal and compare the first data signal and the second data signal to determine whether the first data signal or the second data signal comprises a more accurate signal. The processor may also be configured to determine the dataset based upon the more accurate signal.

A dynamic concrete form includes a sleeve defining a passage extending between first and second open ends. A first attachment feature extends outwardly in a first direction from the sleeve at the first open end and a second attachment feature extends outwardly in a second direction that is opposite the first direction at the second open end. In a first position, the passage has a first axial length, the first open end lies in a first plane, and the second open end lies in a second plane. In a second position, the passage has a second axial length that is greater than the first axial length, the first open end lies in the first plane or a first new plane that is parallel to the first plane, and the second open end lies in the second plane or a second new plane that is parallel to the second plane.

An insulated concrete form including of first and second spaced sidewalls forming a cavity therebetween, said sidewalls having an inside surface and interconnected by a plurality of form ties, and a form insert made of an insulative material positioned adjacent the inside surface of at least one sidewall which thereby increases the R-value of the resulting structure.

The present invention is directed to a flexible concrete form system having both flexible and rigid parts that are easily assembled and disassembled using a multi-contact point connection system. The concrete form system can be extended or stacked in a wide variety of configurations to accommodate almost any desired concrete shape.

The present invention discloses a method and a forming system that reduces the hydrostatic pressure caused by casting freshly mixed concrete or other cementicious material into vertical forms. Reducing the hydrostatic pressure in forms enables relatively weak materials to be used as form boards and minimizes the amount of bracing necessary to support the form boards—both of which lead to lower construction costs. The method uses the highly thixotropic properties of no-slump or low-slump concrete which enable the concrete to be quickly changed from a semi-solid state to a liquid and back to a semi-solid state numerous times before it hardens and without affecting the concrete's quality. Since hydrostatic pressure is only present when a liquid state exists, minimizing the amount of liquid concrete in vertical forms will also minimize the hydrostatic pressure present.

A fixed form suitable for use in framing concrete with arches is described as is an adjustable form and a system for forming concrete. The fixed form has an arch with a fixed radius terminating at arch ends. At least one frame element is attached to the arch wherein the frame element terminates at an arch end at a frame face and the frame face is perpendicular to a tangent of the arch at the arch end. The adjustable form has an adjustable radius.

A concrete side form system suitable for factory casting or site casting concrete. The side form includes a substantially rigid longitudinally extending wall. The wall has a first face to define the edge profile of a concrete panel poured onto a casting bed bounded by the wall and a second face opposite the first face having formation to enable the wall to be secured to the casting bed. The wall includes a longitudinally extending frame having formation along at least one of its edges to removably receive a removable longitudinal insert to provide a shape along an edge of the concrete panel. The removable inserts provide the system with the ability to simply, easily and cost effectively change the edge profile of concrete poured against the side form.

A method for demolding concrete blocks which are cast in a resilient mold supported in a rigid frame, the mold having a top surface and at least one cavity with an opening on the top surface, which cavity holds a cured cast concrete block. The mold has two opposing edges. The demolded blocks are stacked on a collection surface. A support is positioned over the cavity and the mold, the support and the frame are inverted and positioned in demolding apparatus. After two opposing edges of the mold are engaged by the demolding apparatus, the support is withdrawn to allow the mold to sag. The blocks may release from the mold and fall onto the collection surface. If any blocks remain in the mold, a plunger mechanism is pushed against the sagging mold to release the blocks. Guide members may facilitate positioning the blocks on the collection surface.