In one embodiment, a system includes a vehicle, one or more probes coupled to the vehicle, and a controller. The vehicle is operable to traverse a distance. The one or more probes are operable to measure wind pressure and generate one or more wind pressure measurements. The controller is operable to receive the one or more wind pressure measurements from the one or more probes, determine a wind angle relative to the vehicle using the one or more wind pressure measurements, and determine a wind speed relative to the vehicle using the one or more wind pressure measurements and the wind angle.

A process for detecting a derailment of a rail vehicle having two or more rail vehicle parts and one or more articulations through which adjacent rail vehicle parts are rotatably connected with one another includes determining an angle of rotation between adjacent rail vehicle parts, and/or a quantity derived from the angle of rotation. The process further includes comparing the angle of rotation or the derived quantity with at least one reference value or threshold, or with at least one reference value range or threshold range. A test criterion indicating whether or not there is a derailment is defined based on the at least one reference value or threshold, and/or an expected relationship of multiple angles of rotation, and/or an expected relationship of the multiple quantities derived from the angles of rotation, relative to one another. The method further includes determining whether or not the test criterion is met.

According to some embodiments, a railcar comprises an interior wall and guard strips magnetically coupled to the interior wall. Each of the guard strips comprises a cushioning material for absorbing impact. The guard strips are configured to prevent an object loaded in the railcar from contacting the interior wall. The railcar further comprises protected magnetic fastening systems coupling each of the guard strips to the interior wall. Each of the protected magnetic fastening systems comprises a magnet and a rod comprising a first end and a second end. The first end is coupled to the magnet, and the second end extends through the guard strip. The protected magnetic fastening system may further comprise a cup washer coupled to the second end of the rod and secured with a fastener. The cup washer partially surrounds the fastener to restrict objects larger than the cup washer from contacting the fastener.

A transmission line 5 configured to be broken when it comes into contact with a rail 4 is installed on a disengagement prevention guide 1 attached to an axle box 3 of a railway vehicle. One end 5a and the other end 5b of the transmission line 5 are connected to a determination unit 6 to monitor continuity of the transmission line 5. In the event of a derailment, the determination unit 6 determines that a derailment has occurred when the disengagement prevention guide 1 makes contact with the rail 4 and the transmission line 5 breaks, thereby interrupting the continuity of the transmission line 5. This arrangement allows an accurate detection of a derailment, so as to prevent a railway vehicle from traveling when its wheels have become disengaged from a rail without an operator being aware of it, thus improving safety after the derailment occurs.

A method and a system for checking the correct rail position of a guide member of a guided vehicle. The system is based on the use of an electrical switch designed to cooperate with a guide member of the vehicle guided by at least one guide rail. The switch has two states, respectively a first state and a second state. In one of the states the electrical switch is open and in the other state the electrical switch is closed. The switch is mounted on a load-bearing structure such that it is able to interact with the guide member. The switch is able to switch from the first state to the second state by interacting with at least one part of the guide member.

In one embodiment, a probe includes a first facet associated with a first pressure port operable to measure a first wind pressure, a second facet associated with a second pressure port operable to measure a second wind pressure, and a third facet associated with a third pressure port operable to measure a third wind pressure. The second facet is adjacent to the first facet and the third facet adjacent to the second facet. The probe further includes a fourth facet adjacent to the third facet and a fifth facet adjacent to the fourth facet and to the first facet. The first facet, the second facet, the third facet, the fourth facet, and the fifth facet are located between a first end portion and a second end portion of the probe.

A portable, single-fixation, magnetic derailment mitigation device may be fixed on a rail track for measuring the deflection of the rail track. The magnetically fixing device is used for measuring vertical track deflection (sleeper voids), horizontal track deflection, ambient and rail temperature, rail angle, vibration, displacement, and location. The derailment mitigation device sends digital notifications and/or alarms during the live train and/or freight operations to help prevent derailments, rail buckles, breaks, and pull apart. The measured data and/or all events obtained from the derailment mitigation device is stored in the data storage such as cloud storage and viewed from any smart devices.

A portable, single-fixation, magnetic derailment mitigation device may be fixed on a rail track for measuring the deflection of the rail track. The magnetically fixing device is used for measuring vertical track deflection (sleeper voids), horizontal track deflection, ambient and rail temperature, rail angle, vibration, displacement, and location. The derailment mitigation device sends digital notifications and/or alarms during the live train and/or freight operations to help prevent derailments, rail buckles, breaks, and pull apart. The measured data and/or all events obtained from the derailment mitigation device is stored in the data storage such as cloud storage and viewed from any smart devices.

A transmission line 5 configured to be broken when it comes into contact with a rail 4 is installed on a disengagement prevention guide 1 attached to an axle box 3 of a railway vehicle. One end 5a and the other end 5b of the transmission line 5 are connected to a determination unit 6 to monitor continuity of the transmission line 5. In the event of a derailment, the determination unit 6 determines that a derailment has occurred when the disengagement prevention guide 1 makes contact with the rail 4 and the transmission line 5 breaks, thereby interrupting the continuity of the transmission line 5. This arrangement allows an accurate detection of a derailment, so as to prevent a railway vehicle from traveling when its wheels have become disengaged from a rail without an operator being aware of it, thus improving safety after the derailment occurs.

A portable, single-fixation, magnetic derailment mitigation device may be fixed on a rail track for measuring the deflection of the rail track. The magnetically fixing device is used for measuring vertical track deflection (sleeper voids), horizontal track deflection, ambient and rail temperature, rail angle, vibration, displacement, and location. The derailment mitigation device sends digital notifications and/or alarms during the live train and/or freight operations to help prevent derailments, rail buckles, breaks, and pull apart. The measured data and/or all events obtained from the derailment mitigation device is stored in the data storage such as cloud storage and viewed from any smart devices.