Siemens Mobility Austria Gmbh

Siemens Ag Osterreich

Siemens Ag Oesterreich

Siemens Aktiengesellschaft

Siemens Mobility Gmbh

Siemens Sgp Verkehrstechnik Gmbh

Sgp Verkehrstechnik Gesellschaft M.b.h.

Siemans Sgp Verkehrstechnik Gmbh

Sgp Verkenrstechnik Gessellschaft M.b.h.

Siemens Transportation Systems Gmbh & Co. Kg

Martin Teichmann

Christian Kueter

David Kreuzweger

Gerald Schobegger

Peter Seitz

Hugo Rackl

Thilo Hoffmann

Gerhard Weilguni

Andreas Kienberger

Olaf Koerner

Michael Sumnitsch

Andreas Haigermoser

Andreas Schaefer-Enkeler

Klaus Six

Herbert Haas

Herwig Waltensdorfer

Hans Hodl

Klemens Becher

Andreas Jöckel

Radovan Seifried

Thorsten Stuetzle

Martin Glinka

Christoph Adam

Alexander Prix

Thomas Czerwinka

Markus Hubmann

Christian Moser

Olaf Körner

Maximilian Simon

Jochen Ringswirth

Hans Bergner

Christian Kitzmüller

Gerhard Hojak

Florian Mair

Armin Schank

Jochen Brandstetter

Hans H&ouml;dl

Thilo Hoffman

Alexander Schimanofsky

Volker Schmitt

Gerhard Neurorh

Peter Veidl

Gottfried Kubata

Gerhard Neurohr

Stefan Zebunke

Andreas Kitzmüller

Johannes Hirtenlechner

Helmut Ritter

Tomas Ziskal

Michael Zekoll

Reinhard Wilding

Andreas Leitgeb

Marko Falkenstein

Klaus Montesi-Heimerl

Stefan Zierler

Xabier Gonzalez Larrache

Christian Küter

Michael Kammler

Thorsten Stützle

Peter Hösch

Bernhard Kittinger

Johannes Müller

Thomas Penz

Anton Diemling

Harald Jansky

Johann Blaha

Aaron Gabriel

Peter Drage

Daniele Suzzi

Andreas Seiwald

Stefan Karch

Florian Semrad

Christian Kuter

Karl Drobesch

Christian Madritsch

Klaus Paffrath

Marc Gottwald

Michael Goerner

Bernd Bilstein-hemmer

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 bogie of a rail vehicle has at least one wheelset with two oppositely situated wheels that are rigidly connected to one another, a wheelset bearing arrangement of the wheelset within the two wheels, a traction motor which directly drives the wheelset, and an aerodynamic paneling enclosure of the bogie. The traction motor is a permanently excited synchronous motor with liquid cooling.

Bogie of a rail vehicle

A chassis for rail vehicles includes at least one first wheel and one second wheel, at least one first wheel bearing having a first wheel bearing housing and a second wheel bearing having a second wheel bearing housing, at least one first primary spring and one second primary spring, at least one primary spring-loaded support structure and at least one active wheel positioning device, which has an actuator unit, where a first bearing and a second bearing are provided between the at least one wheel positioning device and the at least one support structure, and a guide is provided between the at least one wheel positioning device and the first wheel bearing housing, and where the unsuspended mass of the chassis is reduced by the suspension of the wheel positioning device on the primary spring-loaded support structure in order to create advantageous design conditions.

Chassis for rail vehicles

A chassis for rail vehicles includes at least one support structure, at least one first primary spring and a second primary spring, at least one first drive motor transmission unit connected to the at least one support structure via at least one first suspension element, at least one first wheelset and at least one first clutch connected to the at least one drive motor transmission unit and to the at least first wheelset, wherein the at least first drive motor transmission unit is connected to the at least one support structure via a coupling element that is loadable primarily in the direction of a chassis longitudinal axis so as to create advantageous construction conditions such that an advantageous movability of the support structure and the first wheelset relative to each other is achieved.

Chassis for rail vehicle

A chassis for a rail vehicle, in particular with inboard wheel sets, with at least one transmission, at least one transversely mounted drive motor and at least one chassis frame, wherein the chassis frame includes at least one crossmember and at least a first longitudinal carrier and a second longitudinal carrier, where at least a first elastic bearing, a second elastic bearing and a third elastic bearing are arranged between the drive motor and the chassis frame, and where in each case one of the elastic bearings is arranged on at least one of the longitudinal carriers in order to provide advantageous construction conditions.

Chassis for a rail vehicle

A spring arrangement for a vehicle, particularly a rail vehicle with at least one wagon and at least one bogie, wherein so as to create favorable construction conditions the spring arrangement includes at least one suspension spring, at least one pre-stressed damping spring, a contact body connected to the damping spring, and at least one first auxiliary spring, where a first longitudinal axis of the suspension spring, a second longitudinal axis of the damping spring, a third longitudinal axis of the contact body, and a fourth longitudinal axis of the first auxiliary spring are arranged parallel to each other, and where the contact body is arranged between the damping spring and the first auxiliary spring such that a low level of overall rigidity of the spring arrangement is obtained for a height adjustment of the vehicle.

Spring arrangement for a rail vehicle

A connecting member for connecting two longitudinal members of a bogie frame of a rail vehicle includes at least one fastening point for receiving add-on components, at least a first member element with a first member portion and a second member element with a second member portion, wherein the first and second member elements are connected to one another in a force-fitting manner by at least two connecting devices such that the member portions overlap one another at least in certain portions in order to damp vibrations that occur and to thus prevent oscillation of the system.

Connecting member for two longitudinal members of a rail vehicle

A device for reducing vibrations of a vehicle, in particular a rail vehicle, wherein the device includes at least a vehicle frame, a brake carrier, a mechanically operative brake unit and a suspension bracket that interconnects the vehicle frame and brake carrier, where the suspension bracket includes at least one element elastically connecting the vehicle frame to the brake carrier that allows movement of the brake carrier in the transverse direction of the vehicle frame in order to dampen vibrations.

Device for reducing vibrations of a rail vehicle

An assembly for a vehicle, in particular a rail vehicle, includes an undercarriage unit having at least one first wheel set supported on a track and a main body supported on the first wheel set. The main body has a coupling mechanism for mechanically coupling to at least one car body of the vehicle. At least one first driving motor for driving the first wheel set, at least one power supply unit for supplying the driving motor with electrical power and at least one inverter unit are provided. The power supply unit is disposed at least partially in a region of the undercarriage unit in order to permit the undercarriage unit of the assembly to be expanded with regard to the functionalities of the undercarriage unit.

Assembly having an undercarriage unit

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.

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 rail vehicle having tilting technology includes a car body supported on at least two chassis. At least one of the chassis is connected to the car body by an active tilting technology system and at least one additional chassis is connected to the car body by a passive tilting technology system. The tilt of the car body is applied exclusively by the active tilting technology system. Thus, uncontrolled twisting and loading of the car body is avoided.

Rail vehicle having tilting technology

A chassis frame for rail vehicles includes two longitudinal beams and at least one transverse beam which is disposed between the longitudinal beams and hinged thereto. The longitudinal beams are designed in a bent shape and extend through a corresponding cutout of the transverse beam.

Chassis frame for rail vehicles

A method for controlling a pneumatic spring assembly of a motor vehicle includes deriving discrete condition parameters from a condition of the motor vehicle, wherein the discrete condition parameters are combined into parameter sets. Each parameter set is furthermore associated with a defined height control behavior, and wherein a height control behavior that is associated with a specific condition of the vehicle is set by activating at least one valve of the pneumatic spring assembly.

Method for controlling a pneumatic spring assembly of a motor vehicle

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Graz, Austria

Martin Teichmann