A levitated train is propelled by a system including at least a pair of wheels in cotact with a rail head. The rail head has a horizontal top surface and two vertical sides on either side of the horizontal top surface. A wheel of each wheel assembly has a cylindrical side face with flanges at the top and bottom. The cylindrical face of each of the wheels is in contact with the sides of the rail. The wheel assembly is power driven by a corresponding motor to impart motion to the train. The train is provided with a plurality of such wheel assemblies to be propelled along a rail track. The width of the wheels is greater than the width of the rail head. The flanges on the side of the wheels in a wheel assembly limit the freedom of motion of the train during the levitation.

A levitated train is propelled by a system including at least a pair of wheels in cotact with a rail head. The rail head has a horizontal top surface and two vertical sides on either side of the horizontal top surface. A wheel of each wheel assembly has a cylindrical side face with flanges at the top and bottom. The cylindrical face of each of the wheels is in contact with the sides of the rail. The wheel assembly is power driven by a corresponding motor to impart motion to the train. The train is provided with a plurality of such wheel assemblies to be propelled along a rail track. The width of the wheels is greater than the width of the rail head. The flanges on the side of the wheels in a wheel assembly limit the freedom of motion of the train during the levitation.

The pulling device includes at least one motor; an epicyclic (or planetary) gear train comprising a first element, a second element, and a third element selected from an internal sun gear, an external ring gear, and a planet carrier, the first element being integrally secured in rotation with the output shaft of the motor, the second element being designed to drive an axle of the vehicle in rotation; the detection means detecting an anomaly with respect to the motor; the releasable locking means, that are capable of assuming a locking configuration locking the third element in rotation, and a release configuration for releasing the third element; and the control means command—controlling the maintaining of the locking means in the locking configuration when no anomaly is detected, and moving of the locking means into the release configuration when an anomaly is detected.

The pulling device includes at least one motor; an epicyclic (or planetary) gear train comprising a first element, a second element, and a third element selected from an internal sun gear, an external ring gear, and a planet carrier, the first element being integrally secured in rotation with the output shaft of the motor, the second element being designed to drive an axle of the vehicle in rotation; the detection means detecting an anomaly with respect to the motor; the releasable locking means, that are capable of assuming a locking configuration locking the third element in rotation, and a release configuration for releasing the third element; and the control means command—controlling the maintaining of the locking means in the locking configuration when no anomaly is detected, and moving of the locking means into the release configuration when an anomaly is detected.

A railway vehicle comprises a traction system including an asynchronous electric motor or a synchronous electric DC motor operable by an inverter electronic drive system. The vehicle further comprises an electronic control unit coupled to the traction system and configured to receive signals/data/commands indicative of operating conditions of the vehicle and of the traction system and to determine, based on the received signals/data/commands, the occurrence of a coasting condition of the vehicle and the occurrence of an exit condition from the coasting condition of the vehicle. If a coasting condition of the vehicle occurs, the electronic drive system is controlled to cause the electric motor to undergo magnetic flux changes. If an exit condition from the coasting condition occurs, and depending whether the electronic drive system is on or off, the electronic drive system is controlled to increase torque of the electric motor or to reduce magnetic flux reduction.

A railway vehicle comprises a traction system including an asynchronous electric motor or a synchronous electric DC motor operable by an inverter electronic drive system. The vehicle further comprises an electronic control unit coupled to the traction system and configured to receive signals/data/commands indicative of operating conditions of the vehicle and of the traction system and to determine, based on the received signals/data/commands, the occurrence of a coasting condition of the vehicle and the occurrence of an exit condition from the coasting condition of the vehicle. If a coasting condition of the vehicle occurs, the electronic drive system is controlled to cause the electric motor to undergo magnetic flux changes. If an exit condition from the coasting condition occurs, and depending whether the electronic drive system is on or off, the electronic drive system is controlled to increase torque of the electric motor or to reduce magnetic flux reduction.

A disclosed controller is configured with logic that, when executed, performs actions to extend landing gear of a maglev vehicle. The actions include receiving a height control target value and transitioning between a standby control state and an active control state. The controller maintains the landing gear in a fixed position when the controller is in the standby control state, and the controller controls extension and retraction of the landing gear according to the height control target value when the controller is in the active control state.

A disclosed controller is configured with logic that, when executed, performs actions to extend landing gear of a maglev vehicle. The actions include receiving a height control target value and transitioning between a standby control state and an active control state. The controller maintains the landing gear in a fixed position when the controller is in the standby control state, and the controller controls extension and retraction of the landing gear according to the height control target value when the controller is in the active control state.

Disclosed are various embodiments for an automatic locking system for railgear. In an embodiment, the automatic locking system for railgear is an automatic mechanical locking system that can be incorporated into a front guide railgear assembly for use with conventional roadway vehicles. The automatic locking system can secure the railgear in a fixed orientation, either deployed for rail travel using the guide wheels of the railgear on rail tracks or stowed for highway travel such that the vehicle can operate using the conventional tires on a road, highway, and the like.

A magnetic traction assembly is disclosed for a railcar mover that provides additional downforce to improve traction for a railcar mover when required. The magnetic traction assembly may comprise a frame, an actuator, and a magnetic element positioned underneath a railcar mover. The magnetic element may be lowered to a deployed position, where the magnetic element is positioned near the railroad rails such that the magnetic field from the magnetic element interacts with the railroad rail creating an attraction force that provides additional downforce to the railcar mover.