Abstract: The bogie contains a bogie frame supported on two wheel sets with a coupling device via which the two wheel sets are coupled to one another so as to be steerable in opposite senses. The coupling device contains an additional adjustment device for the transmission of adjustment forces by which a steering movement in the same sense can be transmitted to each of the wheel sets independent of and superimposed on their oppositely directed settings. In this way an influence can be exerted on the shear movement between the wheel sets independently of the bending stiffness between the wheel sets and thus an ideal reaction of the bogie to the respectively arising free lateral acceleration can be achieved.

Abstract: The rail vehicle has at least one truck (1) with two wheelset units (12, 12') which are hingedly connected to one another via a coupling arrangement. This truck (1) is formed as a frameless support arrangement and the vehicle body (17) is supported on spring elements (10) and has at least one guide device or at least one pendulum (11) between the truck (1) and the vehicle body (17). The design is greatly simplified by the omission of the complicated bogie frame and is thus light and compact. The radially adjustable wheelset units (12, 12') can moreover be arranged with a small spacing from one another. The frameless truck (1) is accordingly particularly well suited for rail vehicles on rail networks which have narrow turning radii.

Abstract: The traction bogie comprises two wheel sets each coupled with a traction motor. The bogie frame is mounted resiliently on the wheel sets with provision for movement at least lengthwise of the bogie. Each of the casings of the traction motors is carried on the associated wheel set and is connected to the bogie frame to be movable in three dimensions. Also, each casing is connected to the bogie frame by way of two links which are adapted to transmit traction and braking forces and which are articulated to the bogie frame and to the casing to be pivotable around substantially vertical axes. The links are so disposed that their longitudinal axes converge and the imaginary extensions of the longitudinal axes intersect one another at an intersection point disposed in the vicinity of the wheel set and casing. The intersection point determines the position of an imaginary vertical rotational axis around which the wheel set and the associated traction motor can pivot relatively to the bogie frame.

Abstract: The rail vehicle body is constructed such that the base, roof and a centrally located bearing frame define a unitary bearing section member. The bearing frame may be composed of pairs of vertically stiffened walls, rows of vertically disposed posts, and one or more lattice girders. The side walls of the vehicle body are removably mounted so that ready access can be made to the chambers defined on opposite sides of the load-bearing frame. In addition, the load-bearing frame or frames are provided with apertures to provide access between the chambers on opposite sides of the bearing frame. Also, a drive means for driving the wheels of the vehicle body can be suspended from transverse girders forming the base of the vehicle body.

Abstract: The cross-coupling connects the two trucks of the vehicle together and employs a torsion shaft which is mounted on the vehicle body with torsionally stiff levers. The cross-coupling also has a shaft mounted on each truck with a pair of torsionally stiff arms. The innermost arms of the shafts are articulated via a hinged rod to an associated lever of the torsion shaft while the outermost arms are articulated through a rod to the vehicle body. In addition, piston cylinder units are provided for damping the rotational movements of the trucks relative to the body as well as independent damping means for damping the transverse movements of the vehicle body relative to the trucks.

Abstract: The devices for transmitting a traction force to the middle truck apply the force at a theoretical point of attack at a height (h) above the rails so as to have a moment exerted on the middle truck during traction which relieves the load on the leading axle of the middle truck by an amount equal to the relief force on each axle of the leading truck. Likewise, a load is added to the trailing axle of the middle truck equal to the force added to each axle of the trailing truck. This height is defined as ##EQU1## where a and b are the spacings between the axles and H is the height of the draw hook above the rails.

Abstract: The cross-coupling arrangement for coupling the end trucks to each other has a longitudinal shaft which is mounted via universal bearings at opposite ends on journal pins which are fixedly mounted relative to the vehicle. The shaft is articulated to the trucks via levers which are disposed at least approximately in the proximity of the transverse plane of the universal bearings.

Abstract: In the railroad propulsion vehicle described, the traction forces are transmitted from the trucks to the vehicle body at a height h above the upper rail edges. The secondary support springs are each arranged at a distance x from the transverse center plane of the truck between the latter plane and the adjacent body end in order to balance out the tilting-up moment exerted on the leading truck. The distances h and x are adjusted to a desired distribution of the axle pressures A.sub.1 to A.sub.4 or the deviations Q.sub.1 to Q.sub.4 from a mean axle pressure value. On the basis of the chosen distribution, the values x and h can be calculated in a simple manner.The distribution of the deviations Q is, for instance, chosen so that all three leading axles are equally load-relieved and the fourth axle is loaded accordingly. According to another embodiment, the first axle is less load-relieved by .DELTA.Q than the second axle, and the latter is load-relieved the same as the third axle.

Abstract: The rail car is provided with a roll support device which is independent of the resilient weight support springs. The roll support device provides resistance to the rolling motions of the car body relative to the truck frame and includes connecting elements which couple the body and truck together. The elements are inclined to the vertical center plane of the car body and include an angle of more than 10.degree.. Under the action of a centrifugal force on the body, the connecting elements are subjected to a relative tilting motion which causes a roll inclination of the car body in opposition to the centrifugal force.

Abstract: The low slung traction means serves to transmit traction or braking forces between the rail vehicle body and the supporting undercarriage. In one embodiment, the traction means has a horizontal intermediate member connected to the undercarriage via inclined rods and connected to the body via a second longitudinal connecting rod. In addition, the intermediate rod is coupled to the vehicle body via a guide means formed by a linkage. The traction and braking forces are transmitted exactly at the force attack point given by the imaginary intersection of the inclined rods and the moment exerted on the intermediate rod by the traction and/or braking forces is compensated by a corresponding reaction moment via the guide linkage. Other embodiments utilize transverse cross-pieces, T-shaped intermediate members, lever cross-intermediate members and the like.

Abstract: The coupling arrangement includes a longitudinally extending shaft, means for supporting the shaft on the vehicle body and a linkage which connects the trucks to the shaft. Each linkage employs a transverse steering rod which is articulated to the end of a truck at a predetermined connection point which lies in an inclined plane passing through a guide member connecting the truck to the vehicle body and through a transverse center plane of the vehicle body.

Abstract: The braking control means (33,33a) which serve to set the brakes are connected in parallel and the shut-off and lifting control means (33', 34) which permit lifting of the brakes are connected in series with the braking units (9). A single intact braking control means (33,33a) ensures braking, while all shut-off and lifting control means (33',34) must be connected correctly for lifting the brakes. The control means (33,33a,34) are provided with positioning means (41) which can be actuated via two control lines (42a, 43a) each and a switch (48) which can be switched between an "on" position lifting the brake and an "off" position which causes the brake to be set and in which at the same time a short-circuit-like connection between the two control lines (42a, 43a) is established in order to prevent any energy supply to the positioning means (41) and, thereby, unintended lifting of the set brakes.

Abstract: The hydraulic activators are provided with a relief valve which serves to permit communication between the disengaging cylinder chamber and the work cylinder chamber. The open position of the relief valve occurs when the release apparatus for the rotatable friction brake member is closed. The closed position of the relief valve occurs after the rotating brake is released. The relief valve can be mounted in the release apparatus of the working piston.

Abstract: The bogies are connected together via fluid pressure operated reciprocating actuators and pressure lines in order to have the trailing bogie carry out complementary lateral movements to the lead bogie. The actuators each have a longitudinal axis directed at a downwardly inclined angle relative to the central vertical plane of the vehicle and bogies and are each mounted for universal movement on a respective bogie as well as on the vehicle body or a middle bogie.

Abstract: The drive means for each wheel set is connected via a two bar-like connecting member to an intermediate portion of the bogie frame or to a cross-member in a manner such that longitudinal forces are transferred to the vehicle body. Also, the opposite side of the drive means is mounted on an axle of the wheel set and is connected to the bogie frame in a manner so as to permit the transmission of transverse forces to the bogie frame.

Abstract: Two sets of independently rotatable gear wheels are interconnected between the differential gear coupled to the motor and the two respective reduction drives coupled to the gear wheel rack and pinion drive and adhesion wheel drive. The sets of gear wheels are connected at different drive positions to the differential gear to permit a reduction in stresses in the gear wheel drive and associated rack. A blocking device which is used to block the drive of the gear wheel when needed also allows the adhesion wheel drive to be driven at a higher rate. A clutch is used to vary the drive between the gear wheel and adhesion wheel drive.