Siemens Mobility Austria Gmbh

Siemens Ag Osterreich

Siemens Ag Oesterreich

Siemens Mobility Gmbh

David Kreuzweger

Martin Teichmann

Christian Kueter

Alexander Prix

Christian Moser

Thomas Czerwinka

Jochen Ringswirth

Peter Seitz

Michael Sumnitsch

Gerald Schobegger

Christian Plankensteiner

Christian Kuter

Olaf Koerner

Hugo Rackl

Andreas Haigermoser

Markus Hubmann

Christian Karner

Olaf Körner

Andreas Schaefer-Enkeler

Bernhard Kittinger

Rüdiger Mangler

Stefan Langerwisch

Christian Küter

Michael Nowotka

Helmut Trantin

Gerhard Fuchs

Running gear for a rail vehicle includes a first drive unit, a running gear frame and a wheelset, wherein the first drive unit is supported via a first spring device and a second spring device on a first wheelset bearing housing or on a first swing arm and via a third spring device and a fourth spring device on a second wheelset bearing housing or on a second swing arm, where a first damper device, arranged between the first wheelset bearing housing or the first swing arm and the drive unit, is advantageously connected in parallel with the first spring device, the second spring device, the third spring device and the fourth spring device, where the damping device has a damper and, connected in series therewith, a first stop buffer and a second stop buffer to achieve a space-saving drive bearing having effective suspension and damping.

Running gear for a rail vehicle

A trim assembly having at least a first trim part fora vehicle, wherein the trim assembly is connected to an undercarriage of the vehicle via a bearing device, and wherein in order to create advantageous design conditions, the bearing device includes at least a first bearing, a second bearing and a third bearing, which are each connected to at least one component coupled to a first wheelset or a first wheelset bearing system of the undercarriage, the at least first trim part is mounted in an articulated manner with respect to a first bearing transverse axis of the undercarriage via the at least first bearing, and the at least first trim part is mounted with mechanical decoupling with respect to directions of motion parallel to an undercarriage longitudinal plane via the second bearing and the third hearing such that mechanical loads acting on the trim assembly are thereby reduced.

Trim assembly for a vehicle

A trim assembly includes at least one trim part for a vehicle, wherein the at least one trim part has at least one bearing device where, in order to provide advantageous construction conditions, the trim assembly includes at least one first emergency catch device having a first support, the at least one first emergency catch device includes at least one first catch bolt having a contact surface facing the at least one trim part and includes at least one first spacer, and the at least one first catch bolt and the at least one first spacer are connected to the first support so as to ensure the trim assembly is highly resistant to loss.

A chassis frame for a rail vehicle which includes at least one drive unit fastened to the chassis frame via at least one elongated fastener, wherein the at least one fastener is arranged transversely with respect to the direction of travel and protrudes into the chassis frame or is guided through brackets which are fixedly connected to the chassis frame and protrudes into a space above or below the chassis frame in order to reduce the weight for the bearing of the drive unit and to facilitate mounting of the drive unit.

Chassis frame with drive unit

A spring lock for a secondary spring that is arranged between the car body and the under frame of a rail vehicle. A spring locking element is provided which in the mounted state is supported on the car body and projects through a cutout and is connected to the secondary spring in such a way that it is prevented from extending. This facilitates the mounting of anti-wear washers under the secondary spring to a considerable degree.

Spring lock for secondary spring

A chassis for rail vehicles, particularly with inside-supported wheelsets, wherein the drive unit is elastically supported transversely to the travel direction via spring devices within the chassis frame, where the vibrational behavior is optimized and the space available for the drive unit is enlarged because the spring devices are supported directly on the housing of the bearing of the wheelset.

Chassis for rail vehicles

A rail vehicle includes a concealed undercarriage, particularly a bogie, wherein the covering or fairing comprises at least side elements that are arranged along the rail vehicle on the sides of the undercarriage and a bottom element that is arranged on the underside of the undercarriage, where the side elements are fixedly connected to the carriage body of the rail vehicle, the bottom element is fixedly connected to the undercarriage, and a gap is provided between the bottom element on one side and the side elements on the other side, and where the gap provides a distance between the wheels of the undercarriage and the bottom element on one side and the side elements on the other side, both in the fully turned and in the partially turned state of the undercarriage.

Rail vehicle having a concealed undercarriage

A wheelset bearing for the wheelset of a rail vehicle having an internally mounted truck that includes one bearing housing per side of the wheelset that encloses the wheelset bearing for the wheelset, where the wheelset bearing and bearing housing are within the wheels in an installed state and a torsion spring serves as a roll stabilizer that is connected to the bearing housing such that the torsion springs are rigidly connected to one bearing housing each on the two ends thereof (without interconnection of draw-pressure rods) so as to implement roll stabilization for the wheelsets in a manner that is as technically simple as possible.

Wheelset bearing for the wheelset of a rail vehicle having an internally mounted truck

A device transmits a force between a chassis and a body of a rail vehicle. The device is a structurally simple, space-saving device which allows spring movements and rotational movements of the body relative to the chassis. This is achieved in that at least one first traction link buffer, which has a first end face, and at least one second traction link buffer, which has a second end face, are fixed to the chassis. The first end face is spaced from the second end face in a longitudinal direction of the rail vehicle. The two end faces point in at least approximately opposite directions, and a stop plate with sliding portions which are mutually spaced in the longitudinal direction is provided on the body. The end faces of the traction link buffers rest against the sliding portions in a slidable manner at least along some sections.

Device for transmitting a force between the chassis and body of a rail vehicle

Growing community of inventors

Graz, Austria

David Kreuzweger