Abstract: A side bearing for freight bogies of railway transport comprising a base, a plate, a cap, and a resilient element. The base has an annular protruding element, a centering protruding element, and two lateral protruding elements. The lateral protruding elements have J-shaped recesses. The plate has an annular protruding element with lugs, and an aperture for receiving the cap. The cap has an annular protruding element and a centering protruding element. A central opening is provided in the body of the resilient element for positioning on the protruding elements of the base and cap. The annular protruding element of the plate is telescopically mounted inside the annular protruding element of the base, and the cap is mounted inside the aperture of the plate. The lugs of the annular protruding element snap into the J-shaped recesses of the lateral protruding elements.

Abstract: Systems, devices, and methods for active vibration control using circular force generators. In one aspect, a vehicle includes a vehicle frame, a cabin, an engine, and a number of vibration control devices mounted on the vehicle frame. Each vibration device includes a circular force generator comprising at least one mass and at least one motor configured to rotate the mass. The vibration control devices are configured to perform active vibration control to reduce noise and/or vibration within the cabin resulting from the engine deactivating a subset of cylinders in operation.

Abstract: A railcar end unit is operable to be mounted in a center sill between buff and draft sill stops. The buff and draft end bodies are configured to be shiftably mounted relative to the center sill to engage the respective sill stops and to shift axially relative to one another along a unit axis. The end unit includes a buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition.

Abstract: A side bearing assembly for a truck assembly of a rail vehicle includes a base, a cap moveably coupled to the base, and one or more elastomer springs disposed between the base and the cap. The one or more elastomer springs include a foam having air pockets that are configured be compressed.

Abstract: A clamping plate is dimensioned to secure a flexible spring member to an end member for forming a gas spring assembly. The clamping plate includes a clamping plate wall with an axis and opposing surface portions oriented transverse to the axis. An opening extends into the clamping plate wall from along each of the opposing surface portions. An elongated damping passage extends in a spiral configuration through the clamping plate wall in fluid communication with the openings. A gas spring assembly includes a flexible spring member that defines a spring chamber, and an end member with an end member wall that defines an end member chamber. The clamping plate is secured to the end member and retains the flexible spring member thereon. The elongated damping passage is in fluid communication between the spring chamber and the end member chamber. Gas transfer between the spring chamber and the end member chamber generates pressurized gas damping during use of the gas spring assembly.

Abstract: A bogie (100) for a rail vehicle. The bogie (100) comprises a frame (10) that is mounted on one or more wheel axles (20). The bogie (100) comprises at least one support surface for a vehicle body (40). At least one liftable surface on the bogie (100) is designed in such a way that its vertical distance, from the support surface, can be modified by a lifting element (50).

Abstract: A lateral support element (304) include an element wall with a first surface facing away from an associated flexible wall (264) and a second surface facing toward the associated flexible wall. The lateral support element is disposed along the associated flexible wall such that an interface (334) is formed between an outer surface of the associated flexible wall and the second surface of the lateral support element. The interface is operative to generate a lateral spring-rate profile in an associated gas spring assembly that varies according to lateral displacement of the associated flexible wall and the lateral support element relative to one another. The interface can include a quantity of friction-reducing material and/or can be at least partially formed by a cross-sectional profile of the lateral support element that includes a convex profile segment. Gas spring assemblies and methods of assembly are also included.

Abstract: An apparatus is described for increasing a range of height adjustment of a strut suspension system. The apparatus includes multiple spacers that together allow for increased range of adjustment and ease of installation.

Abstract: A spring lock for a secondary spring that is arranged between the car body and the under frame of a rail vehicle. A spring locking element is provided which in the mounted state is supported on the car body and projects through a cutout and is connected to the secondary spring in such a way that it is prevented from extending. This facilitates the mounting of anti-wear washers under the secondary spring to a considerable degree.

Abstract: Lateral support elements for engaging an associated flexible wall of an associated gas spring assembly can be displaceably mounted along an associated end member of the associated gas spring assembly, such as by way of an elastomeric mounting element. The elastomeric mounting element can be formed as an endless annular ring, from an elongated length of elastomeric material wound helically about an axis, a plurality of support element sections disposed in peripherally spaced relation to one another about an axis or from a plurality of concentric element rings formed from elastomeric and comparatively rigid materials. Gas spring assemblies including one or more of such lateral support element as well as suspension systems that includes one or more of such gas spring assemblies and methods of manufacture are also included.

Abstract: The invention offers an air spring for obtaining a vehicle that renders good comfortableness even at the time of the curved-track running. The air spring for a vehicle has an upper board, a lower board, a diaphragm, and a stopper rubber placed between the lower board and a lower plate. The air spring is provided with a mechanism for restraining the displacement of the stopper rubber, the mechanism having a first restraining member placed on either one of the lower plate and the lower board and a second restraining member placed on the other.

Abstract: A spring retention device particularly well suited to use on railcars. The spring retention device has first and second fingers that oppose each other at inclined interior surfaces to define an opening. The interior surfaces overlap and are inclined relative to opposed substantially parallel and planar surfaces with which the first finger is substantially aligned between aside from its terminal end which is bent so the first finger extends outwardly from the first planar surface. The opening terminates in an enlarged portion that has an interior surface defining the perimeter of the enlarged portion. The interior surface of the enlarged portion is substantially perpendicular to the planar surfaces. Springs having eyes that have their wire bent in substantially the same plane may be inserted through the opening, then when turned to align with the enlarged portion, the spring contained therein will be prevented from backing out of the opening.

Abstract: Methods and system are provided for a vehicle truck assembly which includes a spring coupling an axle carrier to a truck frame. In one example, the system comprises a substantially vertically-mounted hydraulic actuator which generates hydraulic forces between the axle carrier and the truck frame. The actuator includes a cylinder, a piston, and a piston rod. Further, the actuator is coupled between the axle carrier and the truck frame with longitudinal and lateral play so that the axle carrier can move laterally and longitudinally with respect to the truck frame while the actuator applies hydraulic force.

Abstract: A primary spring for chassis of rail vehicles is provided. The spring is designed as a substantially rectangular layered spring that is fitted into a bearing housing.

Abstract: The invention offers an air spring for obtaining a vehicle that renders good comfortableness even at the time of the curved-track running. The air spring for a vehicle has an upper board, a lower board, a diaphragm, and a stopper rubber placed between the lower board and a lower plate. The air spring is provided with a mechanism for restraining the displacement of the stopper rubber, the mechanism having a first restraining member placed on either one of the lower plate and the lower board and a second restraining member placed on the other.

Abstract: The present invention relates to an energy-absorbing unit, including a UIC buffer or a side buffer, which provides an additional irreversible shock-absorbing stage for e.g., a UIC buffer which can be retroactively installed, an energy-absorbing unit, is proposed which is mountable to the support frame or undercarriage, of e.g., a railborne vehicle as one complete exchangeable unit. The energy-absorbing unit hereto includes a base plate for preferably detachable connecting of the energy-absorbing unit to the support frame or undercarriage of a car body, a connecting plate, to which e.g., the UIC buffer can be connected, and a destructively-configured energy-absorbing element which is braced between the base plate and the connecting plate without play.

Abstract: A spring assembly has a first end member, a second end member spaced from the first end member, and an elastomeric body between the end members. The elastomeric body is configured to be compressed in a main load direction which coincides with a centre axis of the spring assembly. Further the elastomeric body has an internal cavity which is symmetric about the centre axis and extends at least partially between the end members. The elastomeric body also has interleaving elements and stopping element configured to mechanically limit compression of the elastomeric body in the main load direction.

Abstract: A locomotive truck and method for distributing weight asymmetrically to axles of the truck includes a first axle of a locomotive truck uncoupled from a traction system of the locomotive and a first suspension assembly coupling the first axle to the truck for applying to the first axle a first portion of a locomotive weight. The truck also includes a second axle coupled to the traction system and a second suspension assembly coupling the second axle to the truck for applying to the second axle a second portion of the locomotive weight greater than the first portion so that weight is asymmetrically distributed to the first axle and the second axle so as to transmit a corresponding incremental amount of tractive effort for a given amount of a driving torque applied to the second axle via the traction system of the locomotive.

Abstract: A system and method for modification of a baseline ballast arrangement of a locomotive having an overall tractive effort rating based on symmetrical distribution of weight and driving torque applied by the locomotive to the respective axles of the locomotive. The system includes a locomotive truck comprising an un-powered first axle and a powered second axle. The system also includes a first suspension assembly configured to apply to the first axle a first portion of a locomotive weight and a second suspension assembly configured to apply to the second axle a second portion of the locomotive weight different from the first portion. An amount of locomotive weight allocated from the first axle to the second axle allows modification of a baseline ballast arrangement by reducing an amount of ballast in the baseline ballast arrangement corresponding to the amount of weight allocated from the first axle to the second axle.

Abstract: A spring arrangement for a vehicle, in particular a rail vehicle, with a first spring device and a second spring device, wherein the first spring device and the second spring device are mechanically arranged in series, and are designed to support a component of the vehicle on a further component of the vehicle in a support direction, the first spring device has a first transverse rigidity in a transverse direction running transverse to the support direction, the second spring device has a second rigidity in the transverse direction which is smaller than the first transverse rigidity. The first spring device and the second spring device are arranged nested in the support direction.

Abstract: An elastomeric spring including an elongated elastomeric body defining a longitudinal axis for the spring and having first and second longitudinal ends. An outer surface of the elastomeric body extends between the first and second ends and has four generally planar sides, with each planar side of the outer surface being disposed to one side of and generally parallel to the longitudinal axis of the spring so as to reduce radial bulging of the spring in all directions when an axial load is applied to the spring. The outer surface of the elastomeric body further includes four angled corner sections extending between the first and second ends of the elastomeric body and disposed a substantially common distance from the longitudinal axis of the spring. One corner section is disposed between any two adjoining sides on the outer surface of the elastomeric body.

Abstract: A suspension system for a vehicle frame from a steering axle has first and second air springs mounted on the steering axle and directly below the frame to support a portion of vehicle weight. A trailing U-shaped stabilizer bar functions as a roll stiffener, lateral control element and fore-aft movement control element. Upper torque rods are positioned over the U-shaped stabilizer bar, creating an effective parallelogram linkage with the stabilizer bar on each side of the vehicle.

Abstract: A damping system for a rail car truck utilizes friction wedges supported on side springs to damp relative movement between the rail car truck bolster and the side frames supporting it. Each friction wedge has a generally triangular shape with an angle &thgr; defined between a vertical friction surface which bears against a side frame and a sloping friction surface which moves relative to the bolster. The angle &thgr; and the force P of each side spring are defined by Fw W .

Abstract: A side bearing for a railcar having a car body and a bolster. The side bearing includes a top member adapted to be located adjacent the car body of the railcar. The top member includes a downwardly extending projection. The side bearing also includes a base member adapted to be located adjacent the bolster of the railcar. The base member includes an upwardly extending support member, a wear plate holder coupled to the support member, and a wear plate coupled to the wear plate holder. First and second adjustment members are attached to the support member to selectively move the wear plate holder and the wear plate along a horizontal axis to adjust and maintain a zero or minimal clearance between the wear plate of the base member and the projection of the top member and thereby control movement of the railcar truck/car body interface.

Abstract: An optical switch that any vibration or oscillation transmitted to the optical switch from the outside is substantially prevented from being transmitted to a movable electrode is provided. In an optical switch comprising: a stationary electrode; a movable electrode opposed to the stationary electrode with a predetermined space therebetween; and a mirror mounted to the movable electrode, wherein the movable electrode and the mirror are moved together by applying a voltage between the stationary electrode and the movable electrode thereby to switch the path of an incident optical signal to the optical switch, a buffer member provided with a diaphragm is attached to the bottom of the stationary electrode, and a vibration or oscillation is substantially prevented from being transmitted to the movable electrode by the damping effects of the diaphragm and the space area formed above the diaphragm.

Abstract: In combination with a railway locomotive brake valve having at least one exhaust valve assembly, at least one spring housing and at least one range spring, the improvement comprising a device for providing enhanced damping capabilities, whereby the device will minimize spring oscillation during operation of the locomotive brake valve.

Abstract: A hydropneumatic suspension system arranged on a bogie for a vehicle, particularly for a rail vehicle, and one hydropneumatic suspension unit respectively which is contained in the suspension system. For this purpose, the spring accumulator, the reservoir, the tank and the control unit are arranged in the area of the at least one spring strut, so that an essentially self-sufficient suspension unit is obtained. The suspension system may be used and connected to a levelling unit.

Abstract: The present invention discloses a method for manufacturing an energy absorption apparatus including an elastomeric spring for a railroad car. The method involves the step of creating a predetermined wear condition in the elastomeric spring for the energy absorption apparatus preferably prior to the energy absorption apparatus being arranged in operable combination with the railroad car. A conditioning process effects permanent deformation of the elastomeric spring while maintaining the preload force developed for the energy absorption apparatus to remain at a substantially stabilized level whereby simulating a predetermined wear condition for the energy absorption apparatus.

Abstract: A damping system for a rail car truck utilizes friction wedges supported on side springs to damp relative movement between the rail car truck bolster and the side frames supporting it. Each friction wedge has a generally triangular shape with an angle &thgr; defined between a vertical friction surface which bears against a side frame and a sloping friction surface which moves relative to the bolster. The angle &thgr; and the force P of each side spring are defined by Fw W .

Abstract: An improved device for isolating a vehicle frame from an axle assembly is provided. This device is characterized such that deflection caused by road shock is severely limited when the vehicle is in a loaded condition and substantially higher when the vehicle is in an unloaded condition. The device comprises an elastomer shear spring; a circular outer ring surrounding the shear spring and mounted to the axle assembly; and an inner plunger having a top surface to which a load is applied and a lower portion comprising an elastomer compression spring.

Abstract: An improved side bearing for installation between a railcar body and the bolster of the railcar track, said side bearing having an open cylindrical housing with a mounting plate, a top cap for vertically reciprocating within said cylindrical housing and a one piece compression spring resisting the reciprocation of the top plate, the compression spring being formed, of a copolymer elastomer having a ratio of plastic strain to elastic strain that is greater than 1.5 to 1.

Abstract: An active vibration damping arrangement which is adapted to improve passenger ride comfort in various types and categories of transport vehicles; especially such as, but not limited to railroads, buses, automotive devices, maglev (magnetic levitation) vehicles, trains and people mover devices in general. In essence, pursuant to specific physical applications and uses, the active motion and vibration damping arrangement is intended to provide a suitable supplemental damping system installed in addition to currently employed so-called passive vibration dampers which are widely employed in connection with such vehicles, transportation devices, vibration-susceptive machinery and the like.

Abstract: Running gear (1) of a railway vehicle, which is suspended on the undercarriage (2) of the railway vehicel by blade support springs (3) and suspension attachment (8), with the additional arrangement of an additional blade spring as absorption spring (12); the absorption spring (12) is essentially more flexible than the rigid blade support spring (3), and the absorption spring (12), is tensed into the spring band (7) of the blade support spring (3). Blade support spring (3) and absorption spring (12) are kinematically connected in parallel.

Abstract: A top cap and housing cooperate to create an internal void wherein is located two elastomeric springs, one on top of the other. Two different solid stop systems are incorporated into the top and housing. An interlocking system also movably secures the top cap and housing such that the two thermoplastic elastomeric springs can be subjected to a preload. The thermoplastic elastomeric springs are designed and housed so that through a cycle from free height to solid height they are folded and flexed rather than compressed.

Abstract: A hydraulic snubber device and more particularly, a snubber adapted to be interposed in the spring group between a bolster and a side frame member and having a single primary operating cartridge which is selectively usable with a plurality of differing configuration snubber casings or envelopes for a variety of spring group positions; and, further, a snubber device which is operationally positionable within the center of a spring group and is captively retained therein solely by communication of the snubber casing thereof with laterally adjacent springs of such a spring group.

Abstract: A suspension arrangement for rail vehicles, including at least one pair of superimposed elastomeric shock absorbers, including a first shock absorber disposed between a first mandrel and a first bell-shaped member, and a second shock absorber disposed between a second mandrel and a second bell-shaped member. The first bell-shaped member and the second mandrel are disposed between the two shock absorbers and are interconnected in such a way that they can carry out not only a movement in the main direction of shock absorption, but also a pendulum movement about any axis disposed transverse to this main direction of shock absorption.

Abstract: In order to achieve in a truck for a track vehicle with an H-shaped truck frame which consists of a composite fiber structure serving the function of a primary spring, with two longitudinal beams connected to each other via transverse beams, a distribution of the loads of the truck frame suitable for composite fibers, the frame contains a torsion-elastic central plate member which couples the longitudinal beams to each other independently of the transverse beams, is designed in the truck plane as a frame stiffening element, is provided with load introduction points for the longitudinal and transverse support of the vehicle body and is designed as a bending-stiff composite fiber component for the transmission of longitudinal and transverse forces between the load introduction points and the longitudinal beams.

Abstract: A bogie with swiveling axles for pivotable mounting under the body of a rail vehicle of the metro or tram type having a bogie chassis (1) carried by two axles (2) provided with axle boxes (3) and capable of being swiveled by an articulated system moved by the rotation of the body, the chassis (1) being supported on each axle box via two resilient support elements (4, 8) at least partly constituted of elastomer and mounted above and below the box, a second articulated system (5) connecting two axle bones in such manner as to cause them to pivot about vertical axes of symmetry of the axles.

Abstract: A side bearing for railway cars mounted horizontally between truck and body bolsters to provide frictional engagement in a substantially vertical plane and having an elastomeric member to accommodate lateral movements. The elastomeric member is a resilient cartridge which is mounted to an upstanding flange of the side bearing's base. A friction member covers the end of the elastomeric member and also attaches to the upstanding flange.

Abstract: This invention relates to a superior suppressing of vibration in a car body when a vehicle runs on a straight railroad and a curvilinear railroad. The invention is comprised of a fluid pressure-acting mechanism arranged between the car body and the truck along with springs for positively controlling a force acting between the car body and the truck with the supplied pressure fluid, an acceleration detector for detecting an acceleration of the car body, and means for determining a displacement generated relatively between the car body and the truck under a steady acceleration acting against the car body.

Abstract: A side bearing unit for attachment to a bolster of a truck of a railroad car has a base which may be fastened to a top wall of the bolster. A housing, carried by the base, includes spaced sidewalls joined by end walls to define a cavity for an elastomeric device. A cap, positioned within the housing, is integrally joined to the elastomeric device with a top surface of the cap located above the housing for engagement with a wear plate attached to a bottom of a body of the car. During travel of the railroad car, sets of side bearing units are particularly effective in regulating independent rolling of the car body as well as impeding truck hunting.

Abstract: The articulation system relates to articulated tramway carriages comprising at least two bodies, the opposing ends of which are connected together in an articulated manner in order to maintain substantial continuity of the walking surface, and are supported by wheels at or adjacent to the articulation zone. In the articulation system, the end of each body is supported on its own axle provided with independent wheels, the opposing bodies and the relative axles being connected together by means of a drawbar, slidable connections and/or connecting rods to jointly form a bogie with a non-rigid frame. The axle is of double swanneck shape with uprights for connecting disc brakes on the outside of the wheels.

Abstract: Spring suspensions for the sprung mass of railway cars are disclosed and which provide torque arm support of both empty and loaded cars and control of axle movement, as in curving by hinging the outer ends of radial torque arms in support of the sprung mass above the vertical axes of the axles of the railway car trucks in which the inner ends of the torque arms are integral with hubs of torque reactive, loaded car spring elements mounted on the journal boxes and in which the hubs are concentric with the axles. In a construction where the loaded car spring elements are mounted on a cross bolster between a pair of axles at the ends of high productivity cars, axes of the spring elements are positioned above the axes of the axles and the outer ends of the torque arms are connected to the journal boxes. In either construction, empty car spring elements are disclosed which are interposed between the sprung mass and the car axles and which are hinged to the ends of torque arms of the loaded car spring elements.

Abstract: An elastomeric mounting comprises a plurality of elastomeric layers having a plurality of reinforcement layers interleaved between and bonded to the elastomeric layers wherein confronting surfaces of the reinforcement layers are of corrugated profile having a plurality of peaks and valleys and are arranged so that the peaks of one surface are aligned with the valleys of the other surface. The reinforcement layers may all be the same size and shape and maybe disposed either vertically above one another or in echelon.

Abstract: A cargo body with a rubber tired truck permanently connected to its rear end, is propelled along the highway by any conventional highway tractor. For rail service the highway truck is cradeled in a railroad wheeled truck and the front end of each cargo body is supported on the rear end of its preceding cargo body. Additionally, an array of second stage springs carry the doubled load in rail service, stabilizers are provided for the railroad axles; and a single axle railroad dolly is used to connect the cargo bodies to a locomotive or any of its cars.

Abstract: A composite constant contact side bearing for railroad cars that comprises a body, that may be either cage mounted or free mounted, having a top wall that supports the car body bolster, a bottom wall structure that is to be supported by the truck bolster, oppositely facing side walls that extend the length of the body, and oppositely facing end walls that extend normally of the body side walls, with the body comprising a rigid filler block enclosed within a polyurethane casing that defines the body top wall, end walls, and side walls, with the filler block being of generally quadrilateral parallelepiped configuration, but defining a depending stud from its underside that protrudes from the polyurethane casing below the filler block.

Abstract: Herein disclosed is a shock absorber which is to be used with a vehicular coupler. The shock absorber includes a shock absorbing frame which has a pair of shoulders. Further inclusive are a pair of follower plates which are adapted to be held to abut against the shoulders of the shock absorbing frame. A main elastic member is clamped under compression between the paired follower plates. A pair of auxiliary elastic members are also clamped under compression, respectively, between the shock absorbing frame and those faces of the follower plates, which are opposite to the faces contacting with the main elastic member. The initial pressure applied to the main elastic member is balanced by the initial pressures to the auxiliary elastic members. Thus, the paired follower plates can take their neutral positions without being forced onto the shoulders of the shock absorbing frame.

Abstract: A height adjusting device for the truck of a railroad vehicle including spring retainer supporting members consisting of a plurality of concentric segments which are arranged around the axis of a spring retainer in symmetry with respect to the axis. Each segment has an upper surface which is so stepped that the height thereof is successively increased as the distance of the upper surface from the spring axis increases, providing thereby a plurality of horizontal supporting surfaces, and a tongue or groove for locating and fixing the segment. The spring height can easily be adjusted simply by changing the position of the segments relative to the spring retainer.

Abstract: A railway track working machine is equipped with a device for blocking the suspension of its axles, which device comprises, for each axle box a movable support sliding in a vertical guide fixed to the machine chassis and vertically displaced by a rod of a jack. Restoring springs ensure that the movable support bears against the rod of said jack. The movable support comprises a vertical stop, a transverse stop and two longitudinal stops intercepting during and at the end of the travel of the jack bearing members integral with the axle box in order to immobilize the latter in the vertical, transverse and longitudinal directions with respect to the chassis. This device is suitable for machines whose tools are generators of reaction forces which are capable to displace the machine chassis with respect to the railway track in the three aforementioned directions.

Abstract: A primary suspension spring disposed between a wheel journal and a railway truck side frame includes top and bottom elastomeric members which form a ring around the journal. Both members include a relatively large cut-away portion towards their centers to provide soft vertical and longitudinal spring rates for a car body. Relatively small amounts of elastomeric material are disposed longitudinally towards the front and rear of the large cut-away portions towards the tangents of the wheel journal.