Bombardier Transportation Gmbh

Abb Henschel Waggon Union Gmbh

Abb Henschel Aktiengesellschaft

Abb Daimler-benz Transportation (technology) Gmbh

Waggon Union Gmbh

Wagon Union Gmbh

Daimler Chrysler Ag

Alstom Holdings

Alstom Transportation Germany Gmbh

Guido Bieker

Alfred Lohmann

Reinhard Pieper

Gerhard Kampmann

Herbert Budenbender

Rolf Kramer

Gunter Ahlborn

Mike Baert

Rene Tutzauer

Paul Bottcher

Christian Bohme

Eva Rother

Wolfram Schwab

Reinard Pieper

Gehard Kampmann

Heinz Dieter Dörner

Marc Breemeersch

Ralf Heckmann

Adrian Raczko

Heinz-Dieter Doerner

Paul Böttcher

Helmut Klein

Karsten Kiessling

A running gear for a low floor rail vehicle includes a frame, a single pair of independent left and right wheels, and a single pair of left and right rotation bearings attached to the frame that allow the left and right wheels to independently spin about a left and right spin axis, respectively. The running gear further includes a secondary suspension resting on the frame for supporting a vehicle body of the rail vehicle and lateral stop means fixed to the frame for laterally guiding the vehicle body of the rail vehicle. The lateral stop means includes a left and a right contact face facing a left and a right, respectively, transverse direction parallel to the transverse reference axis. The left and right contact faces are located between the left and right wheels.

Running gear with a single pair of independent left and right wheels and lateral stop means, and associated low floor rail vehicle

The present invention relates to a running gear frame for a rail vehicle, in particular, a rail vehicle having a nominal speed above 160 km/h, comprising a running gear frame unit () defining a longitudinal axis, a transverse axis and a height axis and comprising two longitudinal beams () and at least one transverse beam ().

Running gear frame for a rail vehicle

The present invention relates to a running gear of a rail vehicle defining a longitudinal direction, a transverse direction and a height direction, the running gear comprising a first wheel unit () and a second wheel unit () defining a wheel unit axle distance, a running gear frame () supported on the first wheel unit () and the second wheel unit (), and a first drive unit () driving the first wheel unit (). The first drive unit () comprises a first reaction moment support unit () connected to the running gear frame () at a first support location to balance a drive moment exerted onto the first wheel unit () by the first drive unit (). The first support location, in the transverse direction, is laterally offset from a center of the running gear frame (). The first support location, in the longitudinal direction, is located at a first support location distance from a first wheel unit axle of the first wheel unit (), which is at least 35% of the wheel unit axle distance.

Running gear for a rail vehicle

Method for determining the remaining service life of a component of a vehicle, in particular a railway vehicle, operated on at least one predefined track section of a track network, wherein the remaining service life is determined for a vehicle component of the vehicle mechanically stressed by the interaction between the vehicle and the track section, after a usage interval of the at least one track section, wherein the remaining service life of the vehicle component is determined from a prior loss of service life preset at the beginning of the usage interval for the vehicle component and from a current loss of service life of the vehicle component associated with the usage interval, and wherein the current loss of service life is determined using an actual measured usage of the at least one track section by the vehicle and a relative loss of service life related to the actual usage of the at least one track section, wherein the relative loss of service life has been determined in advance for the at least one track section and at least the type of the vehicle.

Determining the remaining service life of a vehicle component

A running gear frame for a running gear of a rail vehicle with a frame body, which is configured to be supported at least on one wheel unit of the running gear. The frame body has two longitudinal beams extending in a longitudinal direction of the running gear and at least one transverse beam extending in a transverse direction of the running gear. The transverse beam substantially rigidly connects the two longitudinal beams to each other. The frame body is at least partially made of grey cast iron material.

Chassis frame of a rail vehicle

In order to reduce torsional vibrations and wheel slip in a wheel set for a rail vehicle the wheel set comprising a pair of wheels connected by an axle is provided with a vibration absorbing device comprising a mass, resiliently mounted on the wheel set and adapted to oscillate at the resonant frequency of torsional vibrations of the wheel/axle system. A method of preventing or reducing torsional vibrations in a wheel set of a rail vehicle is also disclosed, the method comprising determining the resonant frequency of torsional vibrations of the wheel/axle system and resiliently mounting a vibration absorbing device in the form of a mass, on the wheel set, the mass and its resilient mounting being selected to oscillate at or near that resonant frequency.

Reduction of torsional vibration in rail vehicle wheel sets

A wheel set guidance assembly is provided for suspending a wheel set bearing () of a wheel set () to a bogie frame (), comprising separate vertical (), lateral () and longitudinal () guidance elements for independent guidance of the movement of the wheel set in vertical, lateral and longitudinal directions wherein the stiffness of the guidance elements can be selected independently of each other.

Wheel set guidance assembly

A railed vehicle with bodies and at least one chassis is disclosed, rotatably mounted about a vertical axis, whereby rotating coupling elements are provided between chassis and body. At least two tie rods () with predetermined spring rate and damping are arranged as torque coupling elements between chassis () and body, with a predetermined separation in the transverse direction of the chassis. The tie rods () are each flexibly connected to brackets () on the body, at one end and to a transverse support () of the chassis frame, at the other end. A tie rod () comprises a universal housing, with a shell () and end head pieces (), which guides a push-/pull-rod (), whereby, within said universal housing at least one friction ring set is mounted and which can be operated by a push-/pull-segment () of the push-/pull-rod ().

Railed vehicle with bodies and at least one chassis

A rail vehicle, includes an air-suspended body having an underside, an air spring having a base point and an internal air pressure, and cars supporting the body. The body rests on the cars and swings out on the air spring. There is also an emergency spring which has a core. Guide and damping devices are further disposed between the body and the cars. The guide and damping devices serve to stabilize the cars at traveling speeds of &gt;100 km/h and suppress any sway of the cars. The guide and damping devices include a friction plate loaded against the underside of the body by the internal air pressure of the air spring. The friction plate is linked to the core of the emergency spring or the base point of the air spring to form a connection to the cars in a longitudinal direction for suppressing the sway of the cars.

Rail vehicle

A rail vehicle includes a self-supporting car body having a floor and a roof as well as side walls with windows and an entrance region. The side walls are each formed by a framework connected to the floor in a flexurally rigid manner and the side walls have side-wall elements. The side-wall elements are of rigid construction and are fastened in a non-load-bearing manner to the framework through the use of an adhesive connection. The adhesive connection serves to dampen oscillations occurring during operation of the rail vehicle.

Rail vehicle with oscillation damping side wall construction

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 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

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

Kirchhundem, Germany

Guido Bieker