A crane jib system having a main jib, an auxiliary jib, and a telescoping cylinder. The main jib is comprised of main telescoping portions and the auxiliary jib is attached to the main jib and comprises auxiliary telescoping portions. The telescoping cylinder has a first telescopic part locking unit disposed on a base portion of the telescoping cylinder. The first telescopic locking unit is adapted to selectively engage the main telescoping portions. A second telescopic part locking unit is disposed on the telescoping cylinder above the first telescopic part locking unit. The second telescopic part locking unit is adapted to selectively engage the auxiliary telescoping portions.

A power generator is associated with a crane boom at or near the tip of the boom. The generator responds to movement of the lifting cable to initiate the transmission of a signal to a crane controller. The signal serves as a start-up or a wake-up signal to the crane controller which may then immediately analyze operation of, for example, an anti-two block device associated with the boom tip. The crane controller may then control the operation of the crane in accordance with signals received from the anti-two block device or immediately identify malfunctions of the anti-two block device and control the crane operations accordingly.

A pipe handling apparatus has a frame, a boom pivotally connected to the frame so as to be movable between a first position and a second position, an arm extending outwardly of the boom when the boom is in the second position, a gripper affixed to the end of the arm opposite the boom, a first line having a first end affixed to the boom, a second line interconnected to an opposite end of the first line and connected to the frame, and an actuator interconnected to the first and second lines. The actuator changes an angular relationship of the first and second lines so as to selectively tension the lines. The second line includes a first cable offset from linear alignment with the first line and a second cable extending in angular relationship with the first cable.

A cable-driven liner loading system for loading of an invertible liner onto a trailer bed and unloading the invertible liner from the trailer bed. A movable trolley is supported between a pair of tracks defined by C-shaped members. The movable trolley is actuated by a cable system that is driven by a winch and a set of pulleys, permitting the movable trolley to move along an axis of the trailer bed to facilitate loading of the invertible liner in a serpentine-like manner.

A lifting apparatus for a lift system is disclosed. The apparatus includes a) a motor adapted for providing a lifting force, b) at least one connector operatively connected to the motor, the connector adapted for connecting a load-bearing component to the motor, c) an information receiver for receiving a load limit information about the load-bearing component, d) a motor controller electrically coupled to the motor and the information receiver, wherein the motor controller is adapted to limit the lifting force of the motor based on the load limit information received by the information receiver.

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 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.

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 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.

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.

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.

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.

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.

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.

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 determination unit that determines whether a vehicle is in a lane change state where the vehicle is going to make a lane change from a travelling lane to a recommended lane; and a display control unit that causes a display unit to display the front image on which a guide line is superimposed, wherein the guide line has a front end point and a rear end point, are provided. In the lane change state, the display control unit sets a position of the rear end point in the front image such that the rear end point indicates a central position in a width direction of the vehicle, and, not in the lane change state, the display control unit sets a position of the rear end point in the front image such that the rear end point indicates a central position in a width direction in the travelling lane.