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.

A running gear for a rail vehicle includes one or more wheel sets, each having a revolution axis and each being guided by a pair of transversally spaced axle boxes. The running gear further includes a running gear frame, a primary suspension assembly between each of the axle boxes and the running gear frame, and a secondary suspension stage for supporting a vehicle superstructure on the running gear frame. Each primary suspension assembly has at least a main spring assembly having a vertical stiffness and a horizontal stiffness that is identical in a transverse direction of the running gear frame and in a longitudinal direction of the running gear frame perpendicular to the transverse direction. The primary suspension assembly further has an anisotropic interface assembly in series with the main spring assembly between the running gear frame and the axle box. The anisotropic interface assembly is such that the primary suspension assembly has a transverse stiffness and a longitudinal stiffness wherein the transverse stiffness is substantially different from the longitudinal stiffness.

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.

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.

An axle box suspension of a railcar includes: a coupler extending from the axle box in a car longitudinal direction and including a tubular portion at a tip end portion of the coupler, the tubular portion opens toward both sides in a car width direction, the coupler coupling the axle box and a bogie frame; a core rod inserted into an internal space of the tubular portion, a pair of protruding portions provided at both respective sides of the core rod in the car width direction; an elastic bushing interposed between the tubular portion and the core rod; a pair of receiving seats at the bogie frame, including a pair of recess portions and a pair of groove portions, a pair of lids supporting the pair of protruding portions fitted into the pair of groove portions, and fasteners fixing the lids to the receiving seats.

The invention relates to a wheel axle guiding assembly comprising an axle box carrier, an axle box located longitudinally between a front part and a rear part of the axle box carrier; a front longitudinal hydro-mechanical converter between a front part of an axle box carrier and a rear longitudinal hydro-mechanical converter between the axle box and a rear part of the axle box carrier to allow a fore-and-aft movement of the axle box relative to the axle box carrier parallel to a longitudinal direction. Each of the front and rear longitudinal hydro-mechanical converters includes a housing, a plunger and an elastomeric body fixed to the housing and to the plunger so as to allow a fore-and-aft relative movement parallel to the longitudinal direction between the plunger and the housing, a single variable volume hydraulic chamber being formed between the housing, the plunger and the elastomeric body.

A railcar bogie includes a link mechanism configured to suppress displacement of an on-board unit attaching portion, the displacement being caused by an operation of a suspension. The link mechanism includes: a first link including the on-board unit attaching portion and a first pivot portion pivotably coupled to an axle box or a member that is displaced integrally with the axle box; and a second link including a second and third pivot portion, the second pivot portion being pivotably coupled to a bogie frame or member that is displaced integrally with the bogie frame, the third pivot portion being pivotably coupled to the first link. The on-board unit attaching portion is arranged at a bogie outer side of a center of an axle in a car longitudinal direction. The second pivot portion is arranged at a bogie middle side of the center of the axle in the car longitudinal direction.

A load measuring device for a railcar bogie in which a vibrationproof rubber between an axle box and a bogie frame includes a vertical load fluctuation sensor in parallel with the vibrationproof rubber and configured to deform in conjunction with elastic deformation of the vibrationproof rubber in a vertical direction, the vibrationproof rubber supporting a downward load from the bogie frame. The vertical load fluctuation sensor changes an electric output by the deformation of the vertical load fluctuation sensor in conjunction with the elastic deformation of the vibrationproof rubber in the vertical direction.

An elastomeric pad is provided for use in a railway car truck that includes two sideframes and a bolster. Each sideframe has a pedestal opening at each end to receive a bearing adapter assembly. The bearing adapter assembly includes a cast steel bearing adapter that is formed to fit on top of an axle bearing assembly. An elastomeric pad, comprised of a selected hardness elastomer, is fit on top of the bearing adapter. Contact buttons extend from the top surface and bottom surface of the elastomeric pad and are received in openings in the elastomeric pad. A conductor provides an electrical connection between the contact buttons.

The present invention provides a two-stage stiffness type elastomer combined device, including at least one small-stiffness elastic element and a large-stiffness elastic element, wherein the small-stiffness elastic element is arranged in an elastomer pre-compression device and is serially arranged with the large-stiffness elastic element under the action of a pre-compression load F1. The device has combined stiffness being hard at first and then becoming soft and is used as an elastic axle box suspension device of a railway vehicle, effectively solving the contradiction that a linear snaking critical operation speed of the vehicle and curve passing performance of the vehicle cannot be compromised. The device can also be applied to a variety of occasions requiring combined stiffness being soft at first and then becoming hard of an elastomer damping device between related members of the railway vehicle, so as to buffer the wheel rail impact of the vehicle, improve the dynamic performance of the vehicle and guarantee the operation safety of the vehicle to perfect the operation quality of the railway vehicle.