Abstract: A supporting and guiding device for railway vehicles has at least four wheels 1, 2 mounted on a support intended to be fixed to the body 3 of a vehicle near one end thereof. The device includes a cross bar 8 maintained perpendicular to the vertical plane containing the longitudinal axis of the vehicle, and two longitudinal beams 5 which each carry at least two wheels. In use the beams extend longitudinally of the body on both sides of the vertical plane, and they are connected to each other by a rod 12 mounted on ball and socket joints 13.The longitudinal beams are hinged (9) to the common cross bar such that the wheels carried by the beams may become oriented in order to follow the curves of the track rails 6 and to be moved in order to pass over inequalities or unevennesses of said track.

Abstract: The devices for transmitting a traction force to the middle truck apply the force at a theoretical point of attack at a height (h) above the rails so as to have a moment exerted on the middle truck during traction which relieves the load on the leading axle of the middle truck by an amount equal to the relief force on each axle of the leading truck. Likewise, a load is added to the trailing axle of the middle truck equal to the force added to each axle of the trailing truck. This height is defined as ##EQU1## where a and b are the spacings between the axles and H is the height of the draw hook above the rails.

Abstract: In the railroad propulsion vehicle described, the traction forces are transmitted from the trucks to the vehicle body at a height h above the upper rail edges. The secondary support springs are each arranged at a distance x from the transverse center plane of the truck between the latter plane and the adjacent body end in order to balance out the tilting-up moment exerted on the leading truck. The distances h and x are adjusted to a desired distribution of the axle pressures A.sub.1 to A.sub.4 or the deviations Q.sub.1 to Q.sub.4 from a mean axle pressure value. On the basis of the chosen distribution, the values x and h can be calculated in a simple manner.The distribution of the deviations Q is, for instance, chosen so that all three leading axles are equally load-relieved and the fourth axle is loaded accordingly. According to another embodiment, the first axle is less load-relieved by .DELTA.Q than the second axle, and the latter is load-relieved the same as the third axle.

Abstract: A rail vehicle having a driving bogie frame and a vehicle frame, in which these frames are interconnected by means of supporting springs and at least one of the end faces of said frames are interconnected by air springs. The air springs communicate with a source of compressed air through a conduit system having two branch lines respectively connected to the interior of the air springs while adjustable pressure control valves are respectively arranged in these branch lines. The two branch lines are interconnected by a conduit having an adjustable throttle valve interposed therein. Depending on the respective driving direction of the vehicle by adjusting the valves in the branch lines a differential pressure is established between the air pressures in the air springs connected to the branch lines so that the respective end of the bogie frame is pulled up or pressed down so that the wheel set relief is compensated for.

Abstract: A secondary suspension for use on a railway three-axle truck frame. Each of the three axles are equidistantly spaced from one another and driven by a respective traction motor mounted on bearings on each axle and additionally supported by the truck frame. The truck also has a suitable traction load connection for attachment to a locomotive chassis. The secondary suspension comprises three laminated metal and rubber pads positioned between the upper surface of the truck frame and the locomotive chassis. Two of the pads are positioned forwardly of the central axle of the three axles, and to a respective side of the central longitudinal axis of the truck frame. The other pad is positioned on the central longitudinal axis rearwardly of the central axle.