Bombardier Transportation Gmbh

Waggon Union Gmbh

Abb Henschel Waggon Union Gmbh

Abb Henschel Aktiengesellschaft

Krupp Bruninghaus Gmbh

Wagon Union Gmbh

Alfred Lohmann

Guido Bieker

Herbert Budenbender

Gerhard Kampmann

Jani Dede

Gunter Ahlborn

Boris S Terlecky

Rolf Kramer

Michael Wusching

Uwe Reimann

Volker Brundisch

Rene Tutzauer

Eberhard Fiedler

Rudolf Irle

Johannes Stephanides

Wolfram Schwab

Eva Rother

Christian Bohme

Wolfram Hoehne

Mario Rettig

Ahlborn Gunter

A method for controlling an active running gear of a rail vehicle including at least one first wheel unit with two wheels, wherein by means of at least one first actuator, which acts between the first wheel unit and a vehicle structure supported thereon by means of a first primary spring mechanism, the turning angle of the first wheel unit about a vertical running gear axis relative to the vehicle structure is adjusted, in a first frequency range, as a function of the actual curvature of the track and/or the turning angle of the first wheel unit about a vertical running gear axis relative to the vehicle structure is adjusted, in a second frequency range, such that transversal movements at least of the first wheel unit, caused by track outlay disturbances or by a sinusoidal course, are counteracted.

Method for controlling an active running gear of a rail vehicle

A rotation impeding device for a vehicle having a first vehicle component comprising a running gear and a second vehicle component comprising a wagon body supported thereon the rotation impeding device comprising a friction element carrier for a first friction element, wherein the friction element carrier is connectable to the running gear or the wagon body in such a manner torsionally rigid about a height axis of the vehicle that the wagon body is supported on the running gear by means of the friction element, wherein the wagon body is rotatable relative to the running gear under a friction-laden relative movement between the first friction element and a second friction element impeding a rotation about the height axis. There is provided a force generating device with a contact element, wherein the force generating device is connectable to the vehicle component carrying the friction element carrier in such a way that it acts, via the contact element, on the friction element carrier in order to generate a contact force between the first friction element and the second friction element.

Rotation impeding device for a vehicle

A vehicle, in particular a rail vehicle, having a longitudinal axis, at least one first vehicle component which is supported via at least one first spring device on at least one first wheel unit and at least one second spring device on at least one second wheel unit, and having at least one first anti-roll device and a second anti-roll device which are coupled to one another via a coupling device, are each connected to the first vehicle component and counteract rolling motions of the first vehicle component. The first anti-roll device and the second anti-roll device are articulated to the coupling device at first and second articulation points, respectively. The coupling device is configured such that, caused by a counterforce-free first displacement of the first anti-roll device via the first and second articulation points, an opposing second displacement is introduced into the second anti-roll device.

Vehicle with anti-roll devices

Wheels for goods wagons with small and large diameters, in addition to wheel sets equipped with wheels of this type for running gear, which are dependent on a highly passive radial positioning when negotiating curves and must remain stable at high speed. The inventive wheel profile is characterized as a result of the relatively large entry radius into the transition area from the running surface to the wheel flange by a low equivalent conicity. This enables a quieter running of the wheel set when the latter is travelling in a straight line. In curves, there is a sufficient rolling circle differential, permitting less wear and tear.

Running profile of railway wheel

A device for connecting rail vehicles formed of a plurality of interconnected first and second car parts having a rotary joint with a swiveling crown, includes a rotary-restraint device provided in the joint region between each two car parts. The rotary-restraint device includes two sliding bodies disposed at the periphery of the swiveling crown of the rotary joint. The sliding bodies interact with one another in a frictionally engaged manner and are each fastened to one of the two car parts connected in the rotary joint.

Device for connecting rail vehicles

A running gear unit for low-floor rail vehicles includes a running gear frame on which individual wheels are rotatably mounted through a respective rocker and the rocker is articulatingly attached and supported by primary springs. The running gear frame is connected to a car body of the low-floor rail vehicle through two articulated rods having one end being articulatingly mounted at a distance from one another on a crossmember of the running gear frame and another end being likewise articulatingly attached to the car body. The car body is supported on the running gear frame through secondary springs being mounted in pockets near transverse ends of the crossmember. Transverse stops are disposed at a distance from one another in the crossmember for limiting transverse movement of the car body relative to the running gear unit. In order to construct the running gear unit in such a way that the floor area in the car body is at a continuous low level and the wheels of the running gear unit can be steered, the rocker is mounted on a horizontal axle disposed in the transverse direction of the running gear unit, on a bolster which is articulatingly secured about a vertical axis on the running gear frame.

Running gear unit for low-floor rail vehicles

A bogie or truck for high-speed rail vehicles or railway cars includes an H-shaped bogie or truck frame, primary springs cushioning the bogie frame, and a lateral bolster being movable relative to the bogie frame, receiving a coach or car body and being cushioned relative to the bogie or truck frame by air springs. The object is to provide a bogie with a low number of contact points with the coach body, which allows a configuration for rotational retardation, which has a minimum structural width and low weight, which permits small air spring bellows, which allows the installation of additional air reservoirs for the air springs below the lateral bolster and which has additional assemblies disposed at locations which keep the bearing components free from bending or torsional stresses. According to the invention, each air spring is supported directly on the side wall of the bogie frame. The lateral bolster carries friction plates on its upper surface near its transverse ends above its bearing on the air spring for supporting the coach body. The lateral bolster is movable relative to the bogie frame only vertically and horizontally transversely within a defined path and is guided horizontally in the longitudinal direction with play in guides of the bogie frame. The lateral bolster is connected to the coach body through a journal which transmits only horizontal forces, and can be freely rotated with the bogie frame relative to the coach body.

Bogie for high-speed rail vehicles

The present invention pertains to the connection of two multi-axle running gears into a running gear group for rail vehicles with low-lying platform, wherein the running gears have at least two wheel sets with small wheel base and a running gear frame consisting of side walls and crossbeams betweenn two axles. The wheel sets are mounted in the running gear frame via axle bearings, and each running gear is connected to the platform with false pivot only via a leaf spring and link suspension located transversely in front of and along each side wall. To ensure that the correct turn-out angle of each running gear and each running gear group is freely guaranteed during cornering, and at a correct axle load equalization of the running gears of each running gear group is ensured. The running gears of each running gear group are connected via a connecting beam that is arranged in the middle of the length of the running gears and is hinged on same, wherein the connecting beam is guided centrally with a clearance between guide brackets of the platform. The ends of each leaf spring of the running gears of each running gear group, which ends face each other, are connected to one another via their links by an equalizing lever, which is mounted on a bracket of the car bridge.

Connection of two-multi-axle running gears into a running gear group for

The present invention pertains to a bogie for high-speed railborne vehicles, in which the wheel sets are guided on the bogie frame by double leaf spring wheel forks. Stable, quiet straight travel of the bogie over straight sections at top speeds and radial adjustment of the wheel sets in rail bends at low tracking forces is achieved by arranging a a roll stabilizer damping the horizontal longitudinal movements between the axle bearing and the bogie frame between the leaf spring wheel forks of each double leaf spring wheel fork.

Bogie for high-speed railborne vehicle

Running gear (1) of a railway vehicle, which is suspended on the undercarriage (2) of the railway vehicel by blade support springs (3) and suspension attachment (8), with the additional arrangement of an additional blade spring as absorption spring (12); the absorption spring (12) is essentially more flexible than the rigid blade support spring (3), and the absorption spring (12), is tensed into the spring band (7) of the blade support spring (3). Blade support spring (3) and absorption spring (12) are kinematically connected in parallel.

Running gear of a railway vehicle

A bogie for rail vehicles with a low-seated loading ramp, comprises at least two sets of wheels with a small axle base and a bogie frame comprising lateral cheeks and a traverse extending between every two axles. The sets of wheels are clamped into the bogie frame by axle bearings, and the bogie is connected to the vehicle frame merely by a carrying leaf spring carried by suspension rings. A fixing device cooperates with the suspension rungs to limit the movement of the bogie relative to the rail vehicle. The rocking or swaying properties of the bogie are optimized to improve the running behavior on straight stretches as well as on curves while providing the required transverse play of the bogie. The construction is made more favorably by employing long suspension rings. The power transfer from the loading ramp through the carrying leaf spring to the bogie is improved by carrying leaf springs on spring brackets arranged laterally between the structure gauge and the freight hold of the vehicle and on the outside of the lateral cheeks and above the rails.

Bogie for rail vehicles

The invention relates to a slider (1) for track vehicles which allows for horizontal relative movements in the longitudinal as well as in the latitudinal direction between the superstructure, such as a freight car body or another vehicle body, and the running gear or between running gear parts. The invention has the task of retaining the effect of the friction in a slider of the described kind in one horizontal direction while eliminating it in the other direction. This problem is solved by mounting the slider on coupling elements, which allow for a nearly unrestricted sliding of the slider within a certain range in one of the two horizontal directions (longitudinally or latitudinally) and which fix the slider rigidly in the other one of the two horizontal directions. The coupling elements are rolling bearings or friction bearings arranged between the slider and the spring or they comprise an upper and a bottom metal cover plate with a middle rubber layer which includes vertically arranged sheet metal strips running parallel and spaced apart and in a straight line.

Growing community of inventors

Siegen-Eisern, Germany

Alfred Lohmann