Abstract: A rocking compensation system for rail vehicles includes actuators which are arranged within primary helical compression springs of bogies for a targeted height adjustment of a bogie frame of the bogie.

Abstract: A rocking compensation system for rail vehicles includes actuators which are arranged within primary helical compression springs of bogies for a targeted height adjustment of a bogie frame of the bogie.

Abstract: Disclosed is a railway vehicle comprising at least one pneumatic spring for supporting a body. At least one mechanically actuated valve is disposed in at least one air supply/discharge tube of the at least one pneumatic spring in order to control air exchange of the at least one pneumatic spring. At least one switching means is provided between the at least one mechanical valve and the at least one pneumatic spring in the at least one air supply/discharge tube in order to control air exchange. Alternatively, at least one switching means is arranged between the at least one mechanical valve and at least one pressure source while at least one additional switching means is placed in a tube that connects the at least one mechanical valve to an environment in order to control air exchange.

Abstract: A pneumatic spring (LUF) for a rail vehicle (SFZ), comprising two bellow rims (BF1, BF2) mounted one above the other and interconnected by pneumatic-suspension bellow (LBA). One of the bellow rims (BF1) comprises a groove (NUT) and the other rim (BF2) comprises a counterpart (GGS) for the groove (NUT), which permit an automatic centering of the two bellow rims (BF1,BF2) in relation to one another in the transversal direction (Q) of the vehicle, if the pneumatic spring (LUF) fails.

Abstract: The rail vehicle (1) comprises a sub-frame (2) and a wagon body (3) disposed above it. Between the wagon body (3) and the sub-frame (2) a spring stage (4) is provided and between the wagon body (3) and the sub-frame (2) at least one actuator (6) is provided which is arranged to bring the wagon body (3) from a raised travel position into a lowered load/unload position against a restoring force produced by the spring stage (4) to keep it in the load/unload position. The wagon body (3) is raised into a travel position by the restoring force upon deactivation of the actuator (6).

Abstract: The rail car (1) with a substructure (2) and a car body (3) arranged thereon having a main suspension system (4) on a fluid basis is provided with at least one strut (5) supporting the car body (3) against the substructure (2). The pressure prevailing in the strut being correlated to the weight of the car body, and at least one emergency spring (6) supports the car body (3) against the substructure (2) in case of a failure of the main suspension (4). The at least one emergency spring (6) is biased and maintained in normal operation position (FIGS. 1, 2) by a force (F) generated by the pressure (p) prevailing in the strut (5). The emergency spring (6) expands from the normal operation position into an emergency operation position (FIG. 3) in which it resiliently supports the car body (3) in case of a failure of the main suspension system (4).

Abstract: A spring suspension device is provided for rail vehicles which is arranged in the region of the wheels in the form of a primary spring suspension between the wheel axle and a frame and/or in the form of a secondary spring suspension between the frame and the vehicle box body, wherein the spring suspension device includes at least one main spring and at least one auxiliary spring device assigned to the main spring, and wherein the at least one main spring comprises a hydropneumatic spring arranged in series with the auxiliary spring device. The auxiliary spring device is, for example, realized in the form of a coil spring. In a spring suspension system for a rail vehicle in which several such spring suspension devices are used, two or more hydraulic units of the hydropneumatic springs may be connected to a common gas reservoir by means of a synchronization unit.