Abstract: A rail vehicle has a bogie, which is covered in such a way that a bogie cavity exists, which is formed in the under floor region of the rail vehicle by a cover assembly and walls adjacent to the bogie. A device for producing pressurized air is connected, with respect to flow, to an air inlet device in the walls of the bogie cavity in such a way that the air can be blown into the bogie cavity.

Abstract: The present disclosure relates to a leaf spring holder for the mounting of a leaf spring onto an axle body of a vehicle, comprising: a leaf spring saddle configured for mounting of the leaf spring, wherein the leaf spring saddle comprises a saddle surface comprising a deformation; an adaptive molded part configured to be arranged between the leaf spring saddle and the leaf spring, wherein the adaptive molded part seats on the saddle surface via a profile surface, wherein the profile surface comprises an at least partially negative profile of the deformation to increase a contact surface between the leaf spring saddle and the profile surface.

Abstract: An equalizer device for a suspension system of a vehicle having a tandem axle has an equalizer body adapted to cooperate with springs of a suspension system. A damping device has a first end that is pivotably mounted in a fixed location relative to the equalizer body and a second end that is pivotably mounted to the vehicle frame. The equalizer body is adaptable to pivoting to transfer a portion of an additional load carried on a forward axle through springs mounted thereon to springs of a rearward axle, thereby substantially equalizing load between the forward axle and the rearward axle. The damping device is adaptable to pivoting in response to pivoting of the equalizer body and dampens movement of the equalizer body when the equalizer body is pivoting to transfer the additional load.

Abstract: A railway truck is disclosed for use with a locomotive. The railway truck may have a first axle with a first end and an opposing second end, and a second axle with a first end and an opposing second end. The railway truck may also have a plurality of wheels connected to each of the first and second axles, and an equalizer operatively supported by the first and second axles in a vertical direction and constrained relative to the first and second axles in a tractive direction. The railway truck may further have a frame, at least one spring located vertically between the equalizer and the frame, and a link pivotally connected between the frame and the equalizer and configured to transfer tractive forces between the frame and the equalizer.

Abstract: A railway truck is disclosed for use with a locomotive. The railway truck may have a first axle with a first end and an opposing second end, and a second axle with a first end and an opposing second end. The railway truck may also have a plurality of wheels connected to each of the first and second axles, and an equalizer operatively supported by the first and second axles in a vertical direction. The railway truck may further have a frame, at least a first spring disposed vertically between the equalizer and the frame and configured to transfer vertical forces from the equalizer to the frame, and at least a second spring located on a side of the frame opposite the first frame and configured to transfer vertical forces from the frame to a bolster assembly.

Abstract: A railway truck is disclosed for use with a locomotive. The railway truck may have a first axle with a first end and an opposing second end, and a second axle with a first end and an opposing second end. The railway truck may also have a plurality of wheels connected to each of the first and second axles, and an equalizer operatively supported by the first and second axles in a vertical direction. The railway truck may further have a frame, at least a first spring disposed vertically between the equalizer and the frame and configured to transfer vertical forces from the equalizer to the frame, and at least a second spring located on a side of the frame opposite the first frame and configured to transfer vertical forces from the frame to a bolster assembly.

Abstract: A railway truck is disclosed for use with a locomotive. The railway truck may have a first axle with a first end and an opposing second end, and a second axle with a first end and an opposing second end. The railway truck may also have a plurality of wheels connected to each of the first and second axles, a first bearing assembly positioned at the first end of the first axle, and a second bearing assembly positioned at the first end of the second axle. The railway truck may further have an equalizer having a first end vertically supported by the first bearing assembly and a second end vertically supported by the second bearing assembly, and at least one pin connecting the equalizer to the first and second bearing assemblies and configured to transfer tractive forces between the plurality of wheels and the equalizer.

Abstract: A railway truck is disclosed for use with a locomotive. The railway truck may have a first axle with a first end and an opposing second end, and a second axle with a first end and an opposing second end. The railway truck may also have a plurality of wheels connected to each of the first and second axles, and an equalizer operatively supported by the first and second axles in a vertical direction and constrained relative to the first and second axles in a tractive direction. The railway truck may further have a frame, at least one spring located vertically between the equalizer and the frame, and a link pivotally connected between the frame and the equalizer and configured to transfer tractive forces between the frame and the equalizer.

Abstract: A frame is disclosed for use with a railway truck. The frame may have a pivot housing, a first arm member extending outward from the pivot housing and having opposing distal ends, and a second arm member substantially identical to the first arm member and extending outward from the pivot housing opposite the first arm member. Each of the first and second arm members may have a generally planar upper plate, a generally planar lower plate, and plurality of webs vertically disposed between the generally planar upper and lower plates. An upper surface of the pivot housing may be generally co-planar with the generally planar upper plates of the first and second arm members.

Abstract: A kit and method for converting a locomotive from a first configuration to a second configuration having a different operational capability. The kit includes a traction assembly including a mechanical subassembly configured to mechanically couple a first axle of a truck to a traction system of the locomotive; and an electromotive subassembly configured to electromotively couple the first axle to the traction system of the locomotive via the mechanical subassembly. When the kit is installed in the locomotive, the locomotive is converted from the first configuration having the first axle uncoupled from the traction system and a second axle of the truck coupled to the traction system to the second configuration having the first axle coupled to the traction system and a second axle coupled to the traction system.

Abstract: An amusement ride vehicle capable of generating a natural “wheelie” motion with minimal acceleration is provided. Air springs are used to balance the vehicle about a predetermined center of gravity after passenger loading. The amount of balancing required is minimized by using a link, such as a pivoting control arm, to connect the front wheels of the vehicle to the front end of the chassis, thus enabling the chassis to be automatically balanced independent of the weight of the front wheels, without the need for computer control. Upon acceleration of as little as 0.5 Gs in a forward direction, the front end of the chassis rises smoothly and naturally into a upward arc while the front wheels remain engaged with the trackway. The amount of upward movement is limited by the length of the control arms, and can be further limited using stops, such as jounce and rebound bumpers.

Abstract: A vehicle adapted for operating on roadway and railway includes a frame, a plurality of roadwheels and at least two pairs of retractable railwheels. The rear railwheels are mounted to the frame by means of an adjustable suspension arrangement which is adapted for moving the railwheels between a roadway configuration, in which the railwheels are retracted and support and drive for the vechicle is provided by the roadwheels, and a railway configuration in which the railwheels are extended and adapted to locate the vehicle on a railway. In the railway configuration, at least one pair of railwheels are adapted to be driven. In one embodiment, railwheels are provided adjacent rear roadwheels of the vehicle and are adapted to be driven when in the railway configuration. The suspension for the rear railways may be adjusted such that the proportion of the weight of the vehicle supported by the railwheels is varied.

Abstract: This invention relates to a convertible road/rail power vehicle including a tractor unit provided with retractable wheel sets and rail equipment that enable it to be operated on either highways or railway tracks and when on rail to pull a multiplicity of loaded or unloaded railway cars.

Abstract: Device for controlling drive couplings of motor bogie axles of a locomotive. The axles are individually driven by motors (4, 5) controlled by a control assembly receiving signals from sensors (6) which are constituted for measuring the vertical load of at least one motor axle and are mounted on the primary suspension of the axle.

Abstract: An equalized or compensated suspension system is reproduced in a model of a locomotive and comprises an arrangement of levers and/or dummy leaf springs which are interconnected by links so as to imitate the suspension system of the original locomotive. The model locomotive has a chassis and generally vertically reciprocable wheel axles mounted along the chassis. Springs are disposed in housings fixed to the model's chassis and are arranged to act at opposite ends on the wheel axles and associated levers or dummy leaf springs of the suspension system.