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 present disclosure generally relates to a rail vehicle that includes a chassis and a rail clamp assembly coupled to the chassis. The rail clamp assembly includes a fixed central member and a pair of lugs each extending outwardly from opposing sides of the fixed central member. The rail clamp assembly further includes a pair of arms respectively coupled to the lugs to thereby provide respective pivot points to permit rotation of the arms about the pivot points. A pair of gripping tool assemblies are disposed at respective lower portions of the arms and are coupled to one another via a guide rod.

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 bogie is capable of being moved from a rest configuration to an active configuration in which the bogie carries at least one vertical load. The bogie includes a chassis, at least one pair of wheels, and a shaft extending along an axle axis for each pair of wheels. Each wheel has a wheel hub extending along a hub axis and an axle box attached to the chassis and receiving the associated hub. Each hub is rotatable relative to the associated axle box. For each hub, the hub axis forms a non-zero camber angle with the axle axis of the associated shaft when the bogie is in the rest configuration.

A chassis for a rail vehicle includes a chassis frame supported on at least first and second wheelsets and one A-frame linkage per wheelset on both sides of the chassis for horizontal axle guidance of the wheelset. Each A-frame linkage is connected in an articulated manner to one of two axle bearings of a wheelset by a wheelset-side bearing and to the chassis frame by two frame-side bearings. At least one of the bearings per A-frame linkage has a hydraulic bushing with variable longitudinal rigidity. The hydraulic bushing has at least one fluid chamber fillable with hydraulic fluid so that in the fluid chamber a hydraulic pressure can form for adjusting longitudinal rigidity. An acceleration sensor per axle bearing measures wheelset acceleration and an adjustment device adjusts hydraulic pressure in at least one of the fluid chambers depending on the measured wheelset acceleration.

A chassis for a rail vehicle, in particular for a locomotive. A chassis frame is supported on first and second wheel sets and one triangular link per wheel set on both sides of the chassis for horizontally guiding the axle of the wheel set. An A-arm is hinged to one of two axle bearings by a wheel set-side bearing and by two frame-side bearings. The latter have elastomer bushings with a constant longitudinal and transverse rigidity. The former have hydraulic bushings with constant transverse rigidity and variable longitudinal rigidity. The bearings of each A-arm are arranged on the corners of a horizontal isosceles triangle. The tip of the triangle forms the wheel set-side bearing and the base forms the frame-side bearings. This resolves the conflicting objectives between dynamic running behaviors of the chassis when cornering and the driving stability when traveling straight ahead at a high speed.

Running gear for a rail vehicle includes a first drive unit, a running gear frame and a wheelset, wherein the first drive unit is supported via a first spring device and a second spring device on a first wheelset bearing housing or on a first swing arm and via a third spring device and a fourth spring device on a second wheelset bearing housing or on a second swing arm, where a first damper device, arranged between the first wheelset bearing housing or the first swing arm and the drive unit, is advantageously connected in parallel with the first spring device, the second spring device, the third spring device and the fourth spring device, where the damping device has a damper and, connected in series therewith, a first stop buffer and a second stop buffer to achieve a space-saving drive bearing having effective suspension and damping.

A railcar steering bogie includes: a bogie frame supporting a bolster such that the bolster is swingable relative to bogie frame about a vertical axis; two wheelsets; axle box suspensions including respective axle beams coupling corresponding axle boxes to bogie frame, the axle boxes accommodating respective bearings supporting corresponding axles; and a steering mechanism steering at least one of the two wheelsets in accordance with the bolster's swinging relative to the bogie frame. The steering mechanism includes: a steering lever configured to turn relative to the bogie frame about fulcrum axis; a coupling link coupling the bolster and steering lever and configured to operate in conjunction with the bolster's swinging relative to the bogie frame; and at least one steering link coupling steering lever and axle beam and configured to steer the corresponding wheelset by displacing corresponding axle box through the corresponding axle beam in conjunction with steering lever's turning.

A running gear frame for a rail vehicle, comprising a frame body. The frame body comprises two longitudinal beams and a transverse beam unit providing a structural connection between the longitudinal beams, such that a substantially H-shaped configuration is formed. Each longitudinal beam has a free end section forming a primary suspension interface. Each longitudinal beam has a pivot interface section associated to the free end section and forming a pivot interface for a pivot arm. Each longitudinal beam has an angled section associated to the free end section, the angled section being arranged such that the free end section forms a pillar section. The pivot interface section is integrated into to the angled section and the frame body is formed as a monolithically cast component made of a grey cast iron material.

A chassis for a rail vehicle includes a chassis frame supported on at least first and second wheelsets and one A-frame linkage per wheelset on both sides of the chassis for horizontal axle guidance of the wheelset. Each A-frame linkage is connected in an articulated manner to one of two axle bearings of a wheelset by a wheelset-side bearing and to the chassis frame by two frame-side bearings. At least one of the bearings per A-frame linkage has a hydraulic bushing with variable longitudinal rigidity. The hydraulic bushing has at least one fluid chamber fillable with hydraulic fluid so that in the fluid chamber a hydraulic pressure can form for adjusting longitudinal rigidity. An acceleration sensor per axle bearing measures wheelset acceleration and an adjustment device adjusts hydraulic pressure in at least one of the fluid chambers depending on the measured wheelset acceleration.