Abstract: A rail road freight car truck has a truck bolster and a pair of side frames, the truck bolster being mounted transversely relative to the side frames. The mounting interface between the ends of the axles and the sideframe pedestals allows lateral rocking motion of the sideframes in the manner of a swing motion truck. The lateral swinging motion is combined with a longitudinal self steering capability. The self steering capability may be obtained by use of a longitudinally oriented rocker that may tend to permit resistance to deflection that is proportional to the weight carried across the interface. The truck may have auxiliary centering elements mounted in the pedestal seats, and those auxiliary centering elements may be made of resilient elastomeric material. The truck may also have friction dampers that have a disinclination to stick-slip behavior. The friction dampers may be provided with brake linings, or similar features, on the face engaging the sideframe columns, on the slope face, or both.

Abstract: A hydraulic damper (100) comprises a cylinder (10) with a bottom wall (11), a head wall (12) and side walls (13) that define a damping chamber (15) containing a damping fluid (17); in the damping chamber (15) a piston (20) slides with a first face (20a) and a second face (20b) opposite to each other. In particular, the piston (20) defines a first chamber (21) and a second chamber (22) separate from each other and is integral to a shaft (25) with an external connection end (36). The piston (20) is suitable for carrying out a forward stroke (A), between a first dead point (BDP), towards a second dead point (TDP) and a back stroke (B) between the second dead point (TDP) and the first dead point (BDP).

Abstract: Disclosed is a spring assembly for level controlled support of a wagon body on a running gear of a vehicle, in particular of a railway vehicle, including a spring device and an actuator device, wherein the spring device takes up a first installation space, the actuator device takes up a second installation space, the spring device and the actuator device are connected to each other in a direction of action in a kinematically serial arrangement, and the actuator device is designed for at least partially compensating for a change in length of the spring device in the direction of action by a displacement at an actuator component in the direction of action, and wherein the first installation space and the second installation space overlap each other in the direction of action in an overlapping region. Also disclosed is a vehicle having such a spring assembly.

Abstract: An improved railway car truck is provided that includes two sideframes and a bolster. The bolster has laterally opposite ends, each end extending into and supported within a sideframe opening on a spring group. Each sideframe also has a pedestal opening at each end to receive a bearing adapter assembly. The railway car truck also includes a transom extending into and supported within a sideframe opening. The spring group is supported at each transom end. A lateral damping cylinder is connected between the bolster and the transom. A vertical damping cylinder is connected between the bolster and the sideframe.

Abstract: A device for the secondary suspension of a body of a rail vehicle, the device comprising a spring element which is between the body and a bogie and to ensure at least one raised transport level for the body during the journey of the rail vehicle. The spring element can be compressed by a traction cylinder when the rail vehicle is stationary, in order to adjust a sunken platform level for the body, which is arranged below the raised driving level. The traction cylinder is provided with means for mechanically decoupling the advancing movement of the body from a pressure reduction in the pressure chamber of the traction cylinder.

Abstract: A hydraulic stabilizer for a railway freight car truck, the truck having a bolster and side frames each respectively supporting at least one railway axle/wheel set. The hydraulic stabilizer being contained within the area of the spring set between the bolster and the side frame, and having a working cylinder and piston contained within a housing. The device having a rod seal affixed intermediate said cylinder and said piston; and an oil seal affixed intermediate said cylinder and said piston. The oil seal having at least two lip profiles extending radially inward to said cylinder.

Abstract: An auxiliary suspension for hydraulic or pneumatic railway car suspensions is disclosed. The auxiliary suspension includes a bumper assembly which is located below the railcar body. The bumper assembly further includes a bumper pad that is retracted when a certain level of pressure is present in the hydraulic or pneumatic suspension. In a retracted position, the passenger car has room to “kneel” at a station platform to align the car floor height with the station platform height. When pressure in the hydraulic or pneumatic suspension is absent, the bumper pad of the auxiliary suspension extends to allow safe operation of the passenger train.

Abstract: This damping device comprises: two symmetrical jacks (10, 10′), extending respectively between each support member (8, 6) and the housing (4), each jack (10, 10′) defining two chambers (24, 24′, 26, 26′) filled with a hydraulic fluid (16, 16′), two hydraulic lines (28, 28′) establishing fluid communication between, on the one hand, the first chambers (24, 24′) of the jacks and, on the other hand, the second chambers (26, 26′) of the jacks, two branch lines (30, 30′) opening into two accumulators (32, 32′) containing a compressed gas, and means (34, 36, 40, 42) capable of providing a controlled flow rate of the fluid outside the said chambers (24, 24′, 26, 26′) and means (38, 44) capable of providing a controlled flow rate of the fluid to the accumulators. The intensity of damping of the transverse and hunting components can be independently adjusted.