A chassis (100), in particular a low-floor chassis, for a rail vehicle, in particular for a tram-way. The chassis (100) comprises at least four wheels (4) each having a wheel bearing, at least two wheel axles for suspending the wheels (4), a chassis frame (1) and a primary suspension for suspending the wheels (4) relative to the chassis frame (1). The primary suspension has at least four torsion bars (20). Two torsion bars (20) each, in particular two torsion bars on one side of the chassis, are connected via a connecting element (21) in such a way that the torque of the torsion bars (20) oppose each other, in particular the torques essentially cancel each other out.

A chassis (100), in particular a low-floor chassis, for a rail vehicle, in particular for a tram-way. The chassis (100) comprises at least four wheels (4) each having a wheel bearing, at least two wheel axles for suspending the wheels (4), a chassis frame (1) and a primary suspension for suspending the wheels (4) relative to the chassis frame (1). The primary suspension has at least four torsion bars (20). Two torsion bars (20) each, in particular two torsion bars on one side of the chassis, are connected via a connecting element (21) in such a way that the torque of the torsion bars (20) oppose each other, in particular the torques essentially cancel each other out.

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.

Disclosed is a bogie for a rail vehicle. One embodiment of a rail vehicle includes a bogie frame and at least four wheels arranged at the bogie frame. The bogie frame has a first and second frame parts, each frame part including a longitudinal beam and a cross beam. Each cross beam can be fixedly attached at the first end to the respective longitudinal beam. Each cross beam includes a pin at the second end. The longitudinal beam of the first frame part includes a receptacle for the pin of the second frame part and the longitudinal beam of the second frame part has a receptacle for the pin of the first frame part. The bogie can include one or more at bushing that includes elastomeric material, such as an elastomeric flange bushing, where the bushing is fixed to each cross beam or to the pin of the cross beam.

Disclosed is a bogie for a rail vehicle. One embodiment of a rail vehicle includes a bogie frame and at least four wheels arranged at the bogie frame. The bogie frame has a first and second frame parts, each frame part including a longitudinal beam and a cross beam. Each cross beam can be fixedly attached at the first end to the respective longitudinal beam. Each cross beam includes a pin at the second end. The longitudinal beam of the first frame part includes a receptacle for the pin of the second frame part and the longitudinal beam of the second frame part has a receptacle for the pin of the first frame part. The bogie can include one or more at bushing that includes elastomeric material, such as an elastomeric flange bushing, where the bushing is fixed to each cross beam or to the pin of the cross beam.

A bearing housing including a casing; a rotary bearing with an exterior race mounted inside a bore of the casing, an interior race adapted to be mounted on a shaft and rolling members between the races; and a cap fastened to a front-end face of the shaft, the cap forming an abutment for the interior race on the front face. The bearing housing also comprises a sealing ring mounted in the cap and intended to be clamped axially between the end face of the shaft and the cap.

A bearing housing including a casing; a rotary bearing with an exterior race mounted inside a bore of the casing, an interior race adapted to be mounted on a shaft and rolling members between the races; and a cap fastened to a front-end face of the shaft, the cap forming an abutment for the interior race on the front face. The bearing housing also comprises a sealing ring mounted in the cap and intended to be clamped axially between the end face of the shaft and the cap.

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.

Provided is a method for controlling an anti-yaw damper, including: obtaining lateral acceleration signals of a frame and performing a first preprocessing on the lateral acceleration signals; obtaining a pressure difference between two chambers of an anti-yaw damper piston and performing a second preprocessing of the pressure difference; obtaining an MPPT algorithm objective function value at the current moment and an MPPT algorithm objective function value at the previous moment according to first preprocessing results and second preprocessing results, and comparing the MPPT algorithm objective function value at the current moment with the MPPT algorithm objective function value at the previous moment; and controlling the adjustment direction of an electromagnetic proportional valve of the anti-yaw damper according to the comparison result. According to the method, the damping force of the anti-yaw damper can be adjusted in real time, therefore the adaptability of the damper in different wheel wear conditions and the kinetic stability of a motor train unit are improved. Also provided is an apparatus for controlling an anti-yaw damper.

Disclosed is a railway vehicle with a car and a bogie. The bogie includes a chassis and a secondary suspension system. The secondary suspension system includes a jack and a power supply device of the jack fluidly connected to the jack by at least one flow limiter. The jack is configured to go from a first so-called passive configuration, in which the supply device is inactive, the jack then being able to passively damp the oscillations between the car and the chassis using the flow limiter, to a second so-called active configuration in which the supply device is configured to supply the jack in order to modify the distance between the car and the chassis or in order to keep the distance constant between the car and the chassis.