Abstract: A carbody support device of a railway vehicle, including support mechanisms installed between a front bogie and a carbody and between a rear bogie and the carbody in a traveling direction, and supporting the carbody against the respective bogies. The support mechanisms regulate both the front bogie and the rear bogie inclining in the same vehicle width direction with respect to the carbody when the railway vehicle travels through a curve, while the support mechanisms permit the front bogie and the rear bogie inclining in different vehicle width directions.

Abstract: There is provided a three-axle truck for a railcar having three wheelsets in a truck frame of the one truck, in which in each of the wheelsets, axle boxes are supported by the truck frame through axle springs, the truck frame has a structure for supporting a carbody whose weight is variable, and making variations in axle loads on the respective wheelsets be maintained at a preset value or less in spite of change of the carbody weight, and in this structure, spring constants of the both-end axle springs in the respective wheelsets located at both ends of three axles are set to be larger than a spring constant of the middle axle spring of the wheelset located in the middle.

Abstract: A rail vehicle, such as a locomotive, has at least one undercarriage with one or more wheel sets and an undercarriage frame. A vehicle body, resiliently supported on the undercarriage, has a vertical pivot pin passing through the undercarriage frame for traction linking the vehicle body. A limiting stop is connected to the pivot pin for limiting the vertical motion of the vehicle body relative to the undercarriage frame. The pivot pin has a horizontal through-hole in a downwardly protruding pin segment for supporting the limiting stop. Contact protrusions of the limiting stop protrude from the through-hole on both sides of the pivot pin. In the event of maximum vertical motion, the limiting stop contacts the undercarriage frame from below by way of the contact protrusions. The entrainment of the undercarriage is thus effected with great safety when the rail vehicle is lifted.

Abstract: A carrying structure of a rail vehicle upon which a carriage body is supported by coupling elements, where at least one coupling element is connected to the carrying structure via a positive and/or non-positive connection, and where at least a part of the carrying structure below or above the connection or at least one surface upwardly delimiting the coupling element is configured as a supporting element such that the coupling element can be attached at any desired location on the rail vehicle with little effort.

Abstract: 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.

Abstract: Two or more front-side vibration suppression force generation sources and two or more rear-side vibration suppression force generation sources are interposed between bogies and the vehicle body. A controller calculates a sway high-frequency vibration suppression force for suppressing vibration having a frequency which is not less than a frequency of a centrifugal acceleration acting on the vehicle body when the railway vehicle runs in a curve section. The controller lets at least a part of the front-side vibration suppression force generation sources and at least a part of the rear-side vibration suppression force generation sources output a resultant force of a yaw suppression force and the sway high-frequency vibration suppression force. The controller lets all the remaining vibration suppression force generation sources function as passive dampers when the railway vehicle runs in the curve section. Ride quality of the vehicle in the curve section is thereby improved.

Abstract: The linear actuator has a hollow main body having open and closed ends, a cylinder fixed to a closed side in the body and having an open end at open side, a linear motion rod having one end extending from the open end of the body and a wear ring on an outer circumference of the other end and slidably housed in the cylinder, and a hollow shaft rotatably supported in the body, wherein the shaft has magnet on outer circumferential surface, a winding section included on an inner surface of the body and the magnet configure a hollow motor, a nut coaxially fixed to the shaft and a screw on an outer surface of the linear motion rod are engaged with each other to configure a rotation/linear motion converter, and oil seals seal a gap between the shaft and the body in both sides are included.

Abstract: A steerable truck for a railway car is provided with a truck frame that is steered so as to be aligned with the tangential direction of a curved track by controlling only the steering angle of a rear wheelset. During travel along a curved track, the steering angle, which is the angle in a horizontal plane of the centerline of the rear wheelset with respect to an imaginary straight line connecting the center of the truck frame and the center of the curved track, is larger than the steering angle which is the angle formed between the imaginary straight line and the centerline of the front wheelset. As a result, a steerable truck for a railway car which has excellent ability to travel along a curve and which can be actually realized simply and at a low cost is provided.

Abstract: A method for minimizing tread damage and profile wear of wheels of a railway vehicle is provided. The railway vehicle includes two sets of wheels, or a bogie of a railway vehicle with two sets of wheels, wherein setpoint values for parameters characterizing the position of a wheel relative to the track are determined based on measured values of a variable parameter relevant for the creation of tread damage and profile wear during the movement of the railway vehicle, on condition that the tread damage and profile wear on the wheels of the railway vehicle are minimized, wherein the position of one set of wheels is adjusted according to the setpoint values by means of actuation, control, or a combination of both.

Abstract: The invention relates to devices for moving the buffers of articulated cars of railway vehicles travelling on a curve. The devices are disposed between two adjoining cars (6, 6?) articulated by a transversely centered coupling or linkage (12), said cars (6, 6?) including a front-end projecting element (9) which is joined to the coupling or linkage (12) extending from the rear end of the next car. In all embodiments of the invention, as the buffers (3) move sideways under the action of skids (2) or other means towards the center of the curve at the part of the device closest to the wheels (7) on the inner part of the curve, the sideways movement of the car into the curve is limited as the buffers (3) come into contact with the corresponding surface of the wheel set, obstructing the sideways movement of the car.

Abstract: A rail vehicle includes a car body, a first chassis, and a second chassis. The car body is supported on the first chassis by a first spring device, the car body is supported on the second chassis by a second spring device, the car body is coupled to the first chassis by a first roll compensation device, and is coupled to the second chassis by a second roll compensation device. The first roll compensation device and the second roll compensation device counteract roll motions of the car body toward the outside of the curve about a roll axis parallel to the vehicle longitudinal axis during curved travel. The first roll compensation device is designed in such a way and/or the first roll compensation device and the second roll compensation device are coupled to each other in such a way that a torsional load on the car body about the vehicle longitudinal axis is counteracted.

Abstract: A suspension for a rail vehicle includes a bogie pedestal 10, an axle box 11 and suspension springs 16, 18 and 19 arranged such that the axle box supports load exerted on the pedestal via the springs. The suspension includes a pair of wedge elements 20 urged, by means of springs 18 and 19, into engagement with faces 30 of the pedestal and faces 21 of the axle box. This engagement causes damping of axle box movements. Wedge elements 20 are urged resiliently in opposing directions A and B into frictional slidable contact at the faces 21 by means of additional preset springs 40 mounted at the pedestal 11. This further urging is independent of the load carried by the springs and provides improved suspension characteristics.

Abstract: A method for minimizing tread damage and profile wear of wheels of a railway vehicle is provided. The railway vehicle includes two sets of wheels, or a bogie of a railway vehicle with two sets of wheels, wherein setpoint values for parameters characterizing the position of a wheel relative to the track are determined based on measured values of a variable parameter relevant for the creation of tread damage and profile wear during the movement of the railway vehicle, on condition that the tread damage and profile wear on the wheels of the railway vehicle are minimized, wherein the position of one set of wheels is adjusted according to the setpoint values by means of actuation, control, or a combination of both.

Abstract: A swing motion rail road freight car truck is provided that has a truck bolster and a pair of side frames, the truck bolster being mounted transversely relative to the side frames. The side frames have spring seats for the groups of springs. The springs seats may be rigidly mounted in the side frames. Friction dampers are provided in inboard and outboard pairs. The biasing force on the dampers urges then to that act between the bolster ands and sideframes to resist parallelogram deflection of the truck. The bearing adapters and sideframe pedestal seats interact on a rolling linear contact interface that has a relatively small radius of curvature.

Abstract: A rail vehicle for transporting a long load over a railway route can have a depressed portion of the car body and a lift and shift apparatus mounted in the depressed portion which can vertically and horizontally adjust the long load on the rail vehicle. Generally, two such vehicles can be employed to support portions of the long load. The lift and shift apparatus can have a lifter/shifter mechanism provided in the depressed portion and can have hydraulic cylinders connected between the car body and the lifter/shifter for vertically adjusting the long load. An adapter receiver can be provided adjacent and slideable relative to the lifter/shifter. A saddle adapter can be provided adjacent to the adapter receiver. The saddle adapter can be rotatable relative to the adapter receiver. A saddle can be provided intermediate the saddle adapter and the long load.

Abstract: A bridge crane includes at least one main girder (1), a trolley moving on the main girder or at least one hoist gear fixed to the main girder, end carriages (4) arranged at the ends of the main girder to support the main girder, wheels arranged to the end carriages intended to move along substantially parallel rails (7) substantially parallel to the end carriages and on the other hand substantially transverse in relation to the main girder and thus to support the entire crane on the rails, while slides (10 to 17) have been arranged between one end carriage (4) and the corresponding end (9) of the main girder (1) allowing a longitudinal movement of the end carriage (4) in relation to the main girder (1) and a rotation of the end carriage and main girder in relation to each other.

Abstract: A lateral energy absorbing device for an amusement ride vehicle includes a vehicle chassis with a driver for moving the vehicle along a path, and a vehicle body having an area for holding one or more passengers. Appropriate steering mechanisms are provided to permit lateral motion of the vehicle with respect to the path. The lateral energy absorbing device comprises an actuator having one end pivotally connected to the chassis and another end pivotally connected to a follower apparatus adapted to follow a predetermined route along the path. The actuator includes an energy absorber for limiting the lateral travel of the vehicle and for absorbing lateral kinetic energy of the vehicle when its lateral motion with respect to the path reaches or exceeds a predetermined distance.

Abstract: Anticentrifugal active lateral suspension apparatus for balancing the non-compensated centrifugal acceleration along a curve of a railway vehicle, including fluid pressure jacks, interposed transversely between the body and the opposite sides of each bogie, vales for connecting alternatively the jacks with a source of fluid under pressure, and transducers adapted to detect the non-compensated centrifugal acceleration and to generate corresponding piloting signals for the valves so as to apply, by the jacks, a force contrasting the centrifugal force acting on the body. The transducers comprise two accelerometers placed in proximity of the opposite ends of the vehicle and whose signals are supplied to an electronic processing unit arranged selectively to pilot the vales in different modes. The valves are electronic servo valves or proportional valves.

Abstract: An improved swing-motion truck in which the transom has been replaced by a pair of transverse radius or tie rods for coupling the two rocker seats of the two side frames of the truck. The ends of the rods are directly coupled to anchor brackets formed as part of the side-frame rocker seats via an elastomeric connection. The suspension springs of the railway freight car truck are seated directly upon the upper flat surface of the two rocker seats of the side frames of the truck, so that lighter-weight freight cars may be accommodated, without a friction-dependent coupling between the rocker seats and rods interconnecting the rocker seats, and where an overall lower height truck results to provide a low-deck car. The cooperating limit stops for lateral motion of the truck are mounted directly on the rocker seats themselves.

Abstract: 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.

Abstract: A stand alone double stack railroad well car for carrying stacked containers is disclosed. The car includes a platform suspended at each end upon swing hangers from a multiple axle truck or suspension system, utilizing leaf springs. Adjacent axles are connected by bridging beams which are pivotally connected to the leaf springs. Shear pads connected between the bridging beams and axles permit limited angular displacement of the axles relative to each other. Axle guards are provided for limiting lateral movement of the car relative to the trucks. An axle guard frame assembly is rotatably connected to the underside of the car body or platform at each end. It includes vertical axle guards which engage the axle bearing adapter housings to limit lateral movement. The rotatable connection of the axle guard frame assembly on the underside of the carbody permits limited rotational or pivotal movement of the axle guard frame as the suspension system negotiates a curve in the track.

Abstract: An axle for a rail vehicle is pivotally connected to two equal length swinging arms, each of which is pivotally connected to the rail vehicle. The axle rotates about a virtual vertical axis away from the axle and nearer to the center of the rail vehicle. The axle is then radial for all curves over which a rail vehicle would usually traverse. In addition, the overhang of the rail vehicle while traversing a curve is reduced since the rail vehicle chords between virtual axes.

Abstract: An improved truck mounting mechanism for a model railroad locomotive includes a gimbal body fixed to a wheel-bearing truck frame. A gimbal mount is provided for receiving the gimbal body. The gimbal mount is flexibly secured to the locomotive chassis and the gimbal mount and gimbal body are constructed and arranged to provide three-axis movement of the truck frame relative to the chassis.

Abstract: A railroad flatcar including an elongated center sill having undercarriage frames secured thereto at opposite ends thereof is disclosed. A single axle wheel truck is fixed to each undercarriage frame and suspends the car. Axle guard plate is provided to limit movement of the car laterally of the wheel trucks and to provide a restoring force to the car.

Abstract: A two-axled central support bogie for railway and tramway vehicles with two or more articulated bodies includes two cross members carrying the wheels, and a central longitudinal structure the ends of which bear on two air springs carried by respective central platforms formed by the cross members. The central structure carries means for its articulated connection with the articulation ends of the vehicle bodies, and the bogie also includes tie means for connecting the central structure with one of the cross members to prevent movements in a longitudinal direction and lateral resistance means for limiting movement in a transverse direction.

Abstract: The wheel and axle assembly of a single axle wheel truck for a railway car is prevented from exceeding acceptable lateral and longitudinal movement with respect to fixed body portions of the railway car by an axle stop arrangement positioned laterally outboard of the wheel truck springs. This axle stop arrangement controls the wheel set movement relative to the car body and, due to its laterally outboard positioning, engagement between the axle stop structure and the wheels is prevented.

Abstract: A swing link suspension of a four-wheeled rail vehicle has respective pivotal mountings for permitting relative lateral and longitudinal movements of the wheelsets and vehicle body. Those pivotal mountings permitting longitudinal movement are provided with separately formed linings of a material providing a controlled frictional restraint to the longitudinal movement. Longitudinally extending traction rods incorporating resilience in their lengths are connected between the wheelsets and the vehicle body to provide a resilient yaw restraint on the wheelsets.

Abstract: A bogie for a railroad vehicle comprises a pair of wheel sets mounted in a frame which is pivotally connected to the vehicle so that it can rotate about a substantially upright axis. The wheel sets are connected to the frame resiliently and by links which, upon the application of unbalanced force, axially to one of the wheel sets shifts the force-receiving end toward the other wheel set. The links can also be disposed so that any tendency for one of the wheel sets to move downwardly relative to the frame will result in a tendency for it also to move closer to the other wheel set. This has been found to increase high speed stability of the vehicle.

Abstract: An anti-skewing device for a bridge crane comprises a proximity switch near a first side of a first track and near a first end of the crane for detecting the proximity of the switch to the first side of the first track and thereby any skewing of the crane. There is an electrically activated brake for each set of wheels. A circuit connects the proximity switch to each of the brakes to slow one end of the crane relative to another end and thereby correct any skewing during movement of the crane.

Abstract: A single axle railroad wheel truck is disclosed having two wheels joined by a single axle. A frame supported on the wheels and axle defines four spaced apart hanger flanges. A pair of cross members parallel to the axle for supporting a railroad car body are supported on pairs of hanger members directly connected between a pair of said hanger flanges and each one of the cross members. Springs are disposed upon the cross members for supporting a car body thereon.

Abstract: The present structure provides for a plurality of members for maintaining a pair of laterally spaced side frames of a single axle truck in a squared relationship. The members are joined to the side frames by detach-safe connections, wherein latches are formed at the ends of the members to seatably engage with notches formed on brackets of the side frames.

Abstract: A railway truck assembly adapted to produce steering of the wheel axles radially to a curve to reduce wear and noise and characterized by a pivot connection between the bolster and the truck frame elements which; in cooperation with direct transmission of the load to the truck frame through the opposite ends of the bolster, allows to use a relatively thinner and centrally non-bulging bolster. Thus, more space is made available between the central portion of the bolster and the top of the rails; which space is advantageously used to install some equipment such as for instance a linear induction motor or LIM.

Abstract: A vehicle tilt control apparatus has an acceleration detector for detecting vibration in horizontal and lateral direction of a car body, a fluidically operating mechanism disposed between the car body and a truck and compensation circuits for compensating a centrifugal force component and a jolting component, respectively, of the output of the acceleration detector. The outputs of the compensation circuits are added and the resulting output is fed back to actuate a servo valve to control the fluidically operating mechanism. In this manner, the riding comfort to the passengers when the vehicle passes through a curved area and for the jolting is improved.

Abstract: A safety device for a banking vehicle includes a pair of cylinders which extend to hold the superstructure in an upright position. The cylinders are hydraulically connected to an accumulator which provides a pressurized fluid reservoir. A valve controls flow from the accumulator to the cylinders. Upon detection of a failure in one of the vehicle systems the valve moves to a position in which fluid flows from the accumulator to extend the cylinders. A pilot operated check valve is positioned between the accumulator and the cylinders to hold the cylinders in the extended position until the failure is rectified.

Abstract: The cross-coupling connects the two trucks of the vehicle together and employs a torsion shaft which is mounted on the vehicle body with torsionally stiff levers. The cross-coupling also has a shaft mounted on each truck with a pair of torsionally stiff arms. The innermost arms of the shafts are articulated via a hinged rod to an associated lever of the torsion shaft while the outermost arms are articulated through a rod to the vehicle body. In addition, piston cylinder units are provided for damping the rotational movements of the trucks relative to the body as well as independent damping means for damping the transverse movements of the vehicle body relative to the trucks.

Abstract: Disclosed is an articulated rail car for transporting two large wheeled vehicular truck trailers in "piggyback" fashion. The articulated rail car comprises two separate car bodies each supported by single axle railroad wheel truck assemblies mounted at each end of each body. A semi-permanent coupling joins the two car bodies so that the car can articulate around curves and bends in the railroad track. Utilization of the single axle trucks permits the rail car to maintain the normal number of axles (four) for rail cars even though the car is articulated in the center. The car bodies comprise a central spine extending upwardly along the length of the car for providing vertical strength. A tire support surface extends outwardly from each side of the central spine below the level of the central spine so that the vertical height of the wheel vehicular trailers transported by the articulated rail car is reduced allowing easier passage under structures and through tunnels.

Abstract: An improved suspension system for an uncrowned wheel rolling on a flat track characterized by a wheel frame assembly including a wheel frame and at least one uncrowned wheel connected in supporting relation with the frame and adapted to be seated in rolling engagement with a flat track, a load supporting bed, and a plurality of flexural struts interconnecting the bed in supported relation with the frame, each of said struts being disposed in a plane passing through the center of the uncrowned wheel surface along a line substantially bisecting the line of contact established between the wheel surface and the flat surface of the truck and characterized by a modulus of elasticity sufficient for maintaining the axis of rotation for the wheel in substantial parallelism with the line of contact established between the surfaces of the wheel and track.

Abstract: A railway car includes a central steering axle transversely movable on the car body in response to track curvature. Actuating members connected to the transversely movable axle include longitudinally extensible and retractable elements which steer end axle assemblies about vertical pivot axes, the actuating members and associated elements including helical gearing.

Abstract: A device for reducing the lateral movements of a railway vehicle caused by irregularities in the rail. The railway vehicle contains at least one wheel which is mounted for limited rotation around a generally vertical axis. A separate power-operated control means for performing limited rotation receives signals from a sensing means so that the wheel is turned around the generally vertical axis in such a direction that the effect of the irregularities are reduced.

Abstract: A vehicle has a wheeled chassis and a body movably mounted thereon, the body being able to carry goods and/or passengers. An accelerometer detects forces acting on the vehicle as the vehicle passes through a curve and is arranged to activate a vehicle body tilting and lateral displacing system. A first power mechanism tilts the body relative to the chassis toward the center of the curve. A second power mechanism laterally shifts the body relative to the chasis by applying lateral forces that are independent of the tilting forces. The lateral movement can be either toward or away from the center of the curve.

Abstract: A vehicle bogie or similar wheel carrying unit which carries a vehicle body and which is connected to a device which holds the carrying unit at a predetermined distance from the ground, the vehicle body and/or carrying unit being provided with means for inclination of the vehicle around a generally horizontal axis in the direction of motion of the vehicle, wherein the vehicle body in its entirety is movable on the carrying unit in generally horizontal directions perpendicular to the direction of motion of the vehicle, the magnitude of said movement being controllable by a control device engaging the vehicle body.

Abstract: A railway vehicle bogie has a primary stage suspension between the undercarriage and the axle boxes consisting of resilient chevron blocks having high vertical flexibility and transverse rigidity, and a second stage suspension between the undercarriage and the vehicle having reduced vertical flexibility and high horizontal flexibility, the secondary suspension being formed only of vertically superposed resilient blocks operating in compression and having their axis of compression inclined with respect to the vehicle body, the blocks being distributed about an imaginary centre of pivotal movement of the bogey with respect to the vehicle body.