A friction assist side bearing assembly for a truck assembly of a rail vehicle includes a first friction member, a second friction member that opposes the first friction member, and a cap coupled to the first friction member and the second friction member. The cap is configured to contact a portion of a car body coupled to the truck assembly.

A friction assist side bearing assembly for a truck assembly of a rail vehicle includes a first friction member, a second friction member that opposes the first friction member, and a cap coupled to the first friction member and the second friction member. The cap is configured to contact a portion of a car body coupled to the truck assembly.

The invention relates to a railway vehicle comprising a car (14) and a bogie (16). The bogie (14) comprises a chassis (28) and a secondary suspension system (30). The secondary suspension system (30) comprises: a set (34) of springs; a jack (36) comprising two ends (44, 46); and a supply device (38) of the jack (36). The jack (36) is configured to go from a first so-called retracted configuration in which the jack (36) is only connected to the car (14) by the first end (44) to a second so-called deployed configuration in which the jack (36) is also connected to the chassis (18) by the second end (16). The power supply device (38) is configured, in the deployed configuration, to supply the jack (36) so as to move the car (14) away from the chassis (28) or to keep the distance between the car (14) and the chassis (28) constant.

The invention relates to a railway vehicle comprising a car (14) and a bogie (16). The bogie (14) comprises a chassis (28) and a secondary suspension system (30). The secondary suspension system (30) comprises: a set (34) of springs; a jack (36) comprising two ends (44, 46); and a supply device (38) of the jack (36). The jack (36) is configured to go from a first so-called retracted configuration in which the jack (36) is only connected to the car (14) by the first end (44) to a second so-called deployed configuration in which the jack (36) is also connected to the chassis (18) by the second end (16). The power supply device (38) is configured, in the deployed configuration, to supply the jack (36) so as to move the car (14) away from the chassis (28) or to keep the distance between the car (14) and the chassis (28) constant.

There is a damper wedge for a railroad car truck. It has a removable and replaceable friction element that reciprocates on the wear plate of the side frame column of the railroad car truck. It has a non-metallic wear surface; a spring seat that, in use, engages a spring of the railroad car truck; and an inclined damper wedge surface having a primary angle, alpha, and a secondary angle, beta. The inclined damper wedge surface has a curvature. The curvature has a working point. The working point is located in a central region of a contact patch, or working surface patch. The nonmetallic wear surface material is mounted to a carrier that mounts removably to the damper wedge body. The carrier has fingers that span the wedge and that transfer shear and resist torsion, the fingers preventing the non-metallic member from migrating out of position.

There is a damper wedge for a railroad car truck. It has a removable and replaceable friction element that reciprocates on the wear plate of the side frame column of the railroad car truck. It has a non-metallic wear surface; a spring seat that, in use, engages a spring of the railroad car truck; and an inclined damper wedge surface having a primary angle, alpha, and a secondary angle, beta. The inclined damper wedge surface has a curvature. The curvature has a working point. The working point is located in a central region of a contact patch, or working surface patch. The nonmetallic wear surface material is mounted to a carrier that mounts removably to the damper wedge body. The carrier has fingers that span the wedge and that transfer shear and resist torsion, the fingers preventing the non-metallic member from migrating out of position.

A damping system for a truck assembly of a rail vehicle includes a first friction shoe configured to engage a first portion of a side frame of the truck assembly, and a first lever pivotally coupled to the first friction shoe.

A damping system for a truck assembly of a rail vehicle includes a first friction shoe configured to engage a first portion of a side frame of the truck assembly, and a first lever pivotally coupled to the first friction shoe.

A permanent magnet direct-drive bogie and a rail vehicle thereof are disclosed. The permanent magnet direct-drive bogie comprises a frame (1), a wheel set (2), and a permanent magnet motor (3); the frame (1) comprises a longitudinal beam (11), a cross beam (12) perpendicular to the longitudinal beam (11), and end beams (13) arranged at both ends of the longitudinal beam (11); a hollow shaft (4) is sleeved on an axle (21) of the wheel set (2), a force transmission seat (5) is fixed on the axle (21), the permanent magnet motor (3) is sleeved on the hollow shaft (4), one end of the hollow shaft (4) is connected to the permanent magnet motor (3) through a flexible coupling (6), and the other end of the hollow shaft (4) is connected to the force transmission seat (5) through a flexible coupling (6); both longitudinal sides of the cross beam (12) are provided with protrusions (121); the permanent magnet motor (3) is flexibly connected to the frame (1) through a swing rod (7) and a suspension rod (17), one end of the swing rod (7) is hung on the protrusion (121), the other end is connected to a housing of the permanent magnet motor (3), and the axis of the swing rod (7) is arranged longitudinally; one end of the suspension rod (17) is connected to the housing of the permanent magnet motor (3), and the other end is suspended on the end beam (13); and the permanent magnet motor (3) is laterally movable.

A railcar truck and adapter pad system for placement between a roller bearing and side frame pedestal roof of a three-piece railcar truck. Many different features of the pad and/or the adapter-pad interface are configured to improve stiffness characteristics to satisfy both curving and high speed performance of the railcar truck.