The electric vehicle can include: a payload interface, a payload suspension, a chassis, a set of bumpers, a sensor suite, a controller, a chassis suspension, and an electric powertrain. The electric vehicle 100 can optionally include a payload adapter, a power source, a cooling subsystem, and/or any other suitable components. The electric vehicle functions to structurally support a payload, such as a cargo container (e.g., intermodal container, ISO container, etc.), and/or to facilitate transportation of a payload via railway infrastructure.

A railroad car truck including one or two new side frames that each includes one or more of a plurality of different improvements that individually and in various combinations reduce, inhibit, or minimize the likelihood of stress fractures or cracks in the side frame.

Achieved is a rubber bushing for railroad trucks which has a novel structure and is capable of improving, for example, flame resistance to externally applied fire or the like without greatly degrading the basic properties demanded with respect to vibrational and load inputs. A rubber bushing 10 used for railroad car trucks comprises a shaft-like inner member 12 and an outer member 14, disposed on the outer peripheral side of the inner member 12 at a remove therefrom, which are linked by a rubber elastic body 16. A cover part 48 that covers an exposed end surface 44, from the outside thereof, where the rubber elastic body 16 is exposed to the outside between the axial ends of the inner member 12 and the outer member 14, is provided at an axial end of the rubber elastic body 16 as a separate member from the rubber elastic body 16.

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.

A railway self-generating express freight car bogie has a wheel-axle assembly, frame, journal box suspension device, bolster, foundation brake, side bearing, empty/load auto-adjustment equipment, central suspension device, longitudinal traction device, vertical damper and lateral damper. An axle-end generator is connected at the outer end of an axle of the wheel-axle assembly, the rotor part of the axle-end generator is connected to the end bearing of the wheel-axle assembly by the axle-end bolts, and the stator part is connected to the mount of the journal box suspension devices. The bogie is designed according to the zero-wear concept, and a large number of rubber components and hydraulic dampers are used to improve the lateral stability, linear stability and curve passing performance of the car, so that the bogie is highly adaptable to railway lines, and can meet the operating requirements within 160 km/h and reduce the workload of bogie operation and maintenance.

A chassis for rail vehicles includes at least one first wheel and one second wheel, at least one first wheel bearing having a first wheel bearing housing and a second wheel bearing having a second wheel bearing housing, at least one first primary spring and one second primary spring, at least one primary spring-loaded support structure and at least one active wheel positioning device, which has an actuator unit, where a first bearing and a second bearing are provided between the at least one wheel positioning device and the at least one support structure, and a guide is provided between the at least one wheel positioning device and the first wheel bearing housing, and where the unsuspended mass of the chassis is reduced by the suspension of the wheel positioning device on the primary spring-loaded support structure in order to create advantageous design conditions.

A chassis for rail vehicles includes at least one first wheel and one second wheel, at least one first wheel bearing having a first wheel bearing housing and a second wheel bearing having a second wheel bearing housing, at least one first primary spring and one second primary spring, at least one primary spring-loaded support structure and at least one active wheel positioning device, which has an actuator unit, where a first bearing and a second bearing are provided between the at least one wheel positioning device and the at least one support structure, and a guide is provided between the at least one wheel positioning device and the first wheel bearing housing, and where the unsuspended mass of the chassis is reduced by the suspension of the wheel positioning device on the primary spring-loaded support structure in order to create advantageous design conditions.

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 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.