A running gear for a rail vehicle includes first and second independent wheel assemblies on opposite sides of a longitudinal vertical median plane of the running gear, each having an independent wheel and a bearing assembly for guiding the wheel about a revolution axis fixed relative to the bearing assembly. In a reference position of the running gear, the revolution axes of the first and second wheel assemblies are coaxial and perpendicular to the longitudinal vertical median plane. The running gear further includes one or more steering actuators for moving the bearing assembly of at least one of the two wheel assemblies away from the reference position in a longitudinal direction parallel to the longitudinal vertical median plane, a wheel flange contact detection unit for detecting a contact between a flange of the wheel with a rail, and a controller for controlling the one or more steering actuators.

The present disclosure discloses a rail vehicle. The rail vehicle includes: a plurality of bogies, where the bogie has a straddle recess suitable for straddling a rail; and a vehicle body, where the vehicle body is connected to the plurality of bogies and pulled by the plurality of bogies to travel along the rail, and the vehicle body includes a plurality of compartments hinged sequentially along a length direction of the rail; the plurality of compartments forms at least one compartment group, the compartment group includes three compartments hinged sequentially, and the bottom of each of only compartments that are located at two ends of the compartment group and that are of the three compartments is connected to the bogie; and in the length direction of the rail, a surface that is of a compartment at at least one end of the vehicle body and that faces away from an adjacent compartment is provided with an escape door that can be opened and closed. The rail vehicle according to this embodiment of the present disclosure facilitates optimization of the structure of an escape passage, reduction in occupied space and the weight borne by the rail, and improvement in stability, and is flexible in steering and low in costs.

The present disclosure discloses a rail vehicle. The rail vehicle includes: a plurality of bogies, where the bogie has a straddle recess suitable for straddling a rail; and a vehicle body, where the vehicle body is connected to the plurality of bogies and pulled by the plurality of bogies to travel along the rail, and the vehicle body includes a plurality of compartments hinged sequentially along a length direction of the rail; the plurality of compartments forms at least one compartment group, the compartment group includes three compartments hinged sequentially, and the bottom of each of only compartments that are located at two ends of the compartment group and that are of the three compartments is connected to the bogie; and in the length direction of the rail, a surface that is of a compartment at at least one end of the vehicle body and that faces away from an adjacent compartment is provided with an escape door that can be opened and closed. The rail vehicle according to this embodiment of the present disclosure facilitates optimization of the structure of an escape passage, reduction in occupied space and the weight borne by the rail, and improvement in stability, and is flexible in steering and low in costs.

A failure determination device includes an acquirer to acquire pressure values of air springs provided to bogies included in a vehicle to support a vehicle body included in the vehicle, a compensator to perform compensation of the pressure values of the air springs depending on the position of the vehicle, and a determiner to determine, based on the pressure values of the air springs compensated by the compensator, whether any failure occurs in the air springs.

A failure determination device includes an acquirer to acquire pressure values of air springs provided to bogies included in a vehicle to support a vehicle body included in the vehicle, a compensator to perform compensation of the pressure values of the air springs depending on the position of the vehicle, and a determiner to determine, based on the pressure values of the air springs compensated by the compensator, whether any failure occurs in the air springs.

A moving body control device for controlling a moving body, including an information acquisition unit that acquires moving body-specific information including a bogie position and a vehicle body mass, a moving body position, a moving body velocity, and track information including a curvature for each position of the track, and a feedforward steering angle calculation unit that calculates a steering angle by using the moving body-specific information, the moving body position, the moving body velocity, and the track information. The feedforward steering angle calculation unit calculates the steering angle according to a sum of a kinematic component calculated based on a geometrical relationship between the bogie position and the curvature of a track, and a dynamic component calculated based on an equation of motion including the bogie position, the vehicle body mass, the moving body velocity, and the curvature and a curvature change rate of the track.

A railcar steering bogie includes a bogie frame, a wheelset, an axle box suspension, a steering mechanism configured to steer the wheelset, a brake unit, and a brake unit support link. The brake unit includes: a main body frame; a brake shoe supported by the main body frame and pressed against a wheel tread of the wheel during braking. The brake unit support link couples the axle box suspension and the brake unit and transmits displacement of the axle box in a car longitudinal direction to the brake unit at least during steering performed by the steering mechanism. The brake unit support link restricts the brake unit from being displaced outward in a car width direction by a predetermined distance or more during the braking. At least one of a side surface of the brake unit support link and a side surface of the brake unit includes a sliding surface.

A railcar steering bogie includes a bogie frame, a wheelset, an axle box suspension, a steering mechanism configured to steer the wheelset, a brake unit, and a brake unit support link. The brake unit includes: a main body frame; a brake shoe supported by the main body frame and pressed against a wheel tread of the wheel during braking. The brake unit support link couples the axle box suspension and the brake unit and transmits displacement of the axle box in a car longitudinal direction to the brake unit at least during steering performed by the steering mechanism. The brake unit support link restricts the brake unit from being displaced outward in a car width direction by a predetermined distance or more during the braking. At least one of a side surface of the brake unit support link and a side surface of the brake unit includes a sliding surface.

A method for determining changes in the longitudinal-dynamic behavior is disclosed, in particular of an undercarriage, of a railway vehicle for identifying a current driving condition of the railway vehicle, wherein variables, which cannot be measured and which characterize the longitudinal-dynamic behavior, are reconstructed and evaluated via a system model of the railway vehicle by means of a cybernetic observer from a known or metrologically determined input signal and at least one measuring signal of the observed railway vehicle as an observed real reference system. The at least one measuring signal of the observed railway vehicle and a corresponding reconstructed measuring signal of the system model are compared and the deviation determined by comparison is recursively tracked with a regulator so that the determined deviation is minimized.

A method for determining changes in the longitudinal-dynamic behavior is disclosed, in particular of an undercarriage, of a railway vehicle for identifying a current driving condition of the railway vehicle, wherein variables, which cannot be measured and which characterize the longitudinal-dynamic behavior, are reconstructed and evaluated via a system model of the railway vehicle by means of a cybernetic observer from a known or metrologically determined input signal and at least one measuring signal of the observed railway vehicle as an observed real reference system. The at least one measuring signal of the observed railway vehicle and a corresponding reconstructed measuring signal of the system model are compared and the deviation determined by comparison is recursively tracked with a regulator so that the determined deviation is minimized.