Bombardier Transportation Gmbh

Carl Freudenberg Kg

Andreas Wolf

Michael Wusching

Cedric Zanutti

Wolfgang Auer

Detlef Cordts

Federic B Carl

Mario Bonk

Thimo Schönemann

Dominique Wallet

Matthew Bradley

The invention relates to a wheel axle guiding assembly comprising an axle box carrier, an axle box located longitudinally between a front part and a rear part of the axle box carrier; a front longitudinal hydro-mechanical converter between a front part of an axle box carrier and a rear longitudinal hydro-mechanical converter between the axle box and a rear part of the axle box carrier to allow a fore-and-aft movement of the axle box relative to the axle box carrier parallel to a longitudinal direction. Each of the front and rear longitudinal hydro-mechanical converters includes a housing, a plunger and an elastomeric body fixed to the housing and to the plunger so as to allow a fore-and-aft relative movement parallel to the longitudinal direction between the plunger and the housing, a single variable volume hydraulic chamber being formed between the housing, the plunger and the elastomeric body.

Wheel axle guiding assembly with longitudinal hydro-mechanical converters and associated running gear

A running gear for a rail vehicle includes one or more wheel sets, each having a revolution axis and each being guided by a pair of transversally spaced axle boxes. The running gear further includes a running gear frame, a primary suspension assembly between each of the axle boxes and the running gear frame, and a secondary suspension stage for supporting a vehicle superstructure on the running gear frame. Each primary suspension assembly has at least a main spring assembly having a vertical stiffness and a horizontal stiffness that is identical in a transverse direction of the running gear frame and in a longitudinal direction of the running gear frame perpendicular to the transverse direction. The primary suspension assembly further has an anisotropic interface assembly in series with the main spring assembly between the running gear frame and the axle box. The anisotropic interface assembly is such that the primary suspension assembly has a transverse stiffness and a longitudinal stiffness wherein the transverse stiffness is substantially different from the longitudinal stiffness.

Running gear for a rail vehicle and associated rail vehicle

A rail vehicle unit, having a running gear and a wagon body unit. The wagon body unit is supported on the running gear via a suspension device, a first rotational buffer device and a second rotational buffer device being associated to the running gear and the wagon body unit. The first rotational buffer device and the second rotational buffer device are adapted to damp a rotational motion between the running gear and the wagon body unit about a rotational axis parallel to the height direction. The first rotational buffer device and the second rotational buffer device are configured to form a traction link between the running gear and the wagon body unit.

Rail vehicle unit

The present invention relates to a spring device including a spring body substantially made of a polymeric material and defining an axial direction and a radial direction. The spring body, in the axial direction, has a central section located between a first end section terminating in a first outer end surface and a second end section terminating in a second outer end surface, the central section having at least one radially waisted section. The first end section has a recess extending, in the axial direction, from the first outer end surface towards the central section such that an axial spring body cavity is formed, the axial spring body cavity being confined by a compliant inner surface. An insert is inserted into the axial spring body cavity, the insert contacting the inner surface of the spring body to modify a rigidity of the spring device.

Spring device for a rail vehicle

Disclosed is a spring assembly for level controlled support of a wagon body on a running gear of a vehicle, in particular of a railway vehicle, including a spring device and an actuator device, wherein the spring device takes up a first installation space, the actuator device takes up a second installation space, the spring device and the actuator device are connected to each other in a direction of action in a kinematically serial arrangement, and the actuator device is designed for at least partially compensating for a change in length of the spring device in the direction of action by a displacement at an actuator component in the direction of action, and wherein the first installation space and the second installation space overlap each other in the direction of action in an overlapping region. Also disclosed is a vehicle having such a spring assembly.

Spring assembly for level control in a vehicle

A spring arrangement for a vehicle, in particular a rail vehicle, with a first spring device and a second spring device, wherein the first spring device and the second spring device are mechanically arranged in series, and are designed to support a component of the vehicle on a further component of the vehicle in a support direction, the first spring device has a first transverse rigidity in a transverse direction running transverse to the support direction, the second spring device has a second rigidity in the transverse direction which is smaller than the first transverse rigidity. The first spring device and the second spring device are arranged nested in the support direction.

Growing community of inventors

Winterthur, Switzerland

Andreas Wolf