Abstract: 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.

Abstract: A running gear unit for a rail vehicle, having a running gear frame body. The frame body includes 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 suspension interface section associated to a free end section of the longitudinal beam and forming a primary suspension interface for a primary suspension device. Each longitudinal beam has a pivot interface section associated to the primary suspension interface section and forming a pivot interface for a pivot arm. The primary suspension interface is configured to take a total resultant support force acting in the area of the free end section when the frame body is supported on the associated wheel unit.

Abstract: A rail vehicle unit, having a running gear and a wagon body unit. The wagon body unit is supported on the running gear via a suspension device, a first rotational buffer device and a second rotational buffer device being associated to the running gear and the wagon body unit. The first rotational buffer device and the second rotational buffer device are adapted to damp a rotational motion between the running gear and the wagon body unit about a rotational axis parallel to the height direction. The first rotational buffer device and the second rotational buffer device are configured to form a traction link between the running gear and the wagon body unit.

Abstract: 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.

Abstract: A running gear unit for a rail vehicle, having a running gear frame body. The frame body includes 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 suspension interface section associated to a free end section of the longitudinal beam and forming a primary suspension interface for a primary suspension device. Each longitudinal beam has a pivot interface section associated to the primary suspension interface section and forming a pivot interface for a pivot arm. The primary suspension interface is configured to take a total resultant support force acting in the area of the free end section when the frame body is supported on the associated wheel unit.

Abstract: A rail vehicle unit, having a running gear and a wagon body unit. The wagon body unit is supported on the running gear via a suspension device, a first rotational buffer device and a second rotational buffer device being associated to the running gear and the wagon body unit. The first rotational buffer device and the second rotational buffer device are adapted to damp a rotational motion between the running gear and the wagon body unit about a rotational axis parallel to the height direction. The first rotational buffer device and the second rotational buffer device are configured to form a traction link between the running gear and the wagon body unit.

Abstract: Disclosed is a spring assembly for level controlled support of a wagon body on a running gear of a vehicle, in particular of a railway vehicle, including a spring device and an actuator device, wherein the spring device takes up a first installation space, the actuator device takes up a second installation space, the spring device and the actuator device are connected to each other in a direction of action in a kinematically serial arrangement, and the actuator device is designed for at least partially compensating for a change in length of the spring device in the direction of action by a displacement at an actuator component in the direction of action, and wherein the first installation space and the second installation space overlap each other in the direction of action in an overlapping region. Also disclosed is a vehicle having such a spring assembly.

Abstract: Disclosed is a spring assembly for level controlled support of a wagon body on a running gear of a vehicle, in particular of a railway vehicle, including a spring device and an actuator device, wherein the spring device takes up a first installation space, the actuator device takes up a second installation space, the spring device and the actuator device are connected to each other in a direction of action in a kinematically serial arrangement, and the actuator device is designed for at least partially compensating for a change in length of the spring device in the direction of action by a displacement at an actuator component in the direction of action, and wherein the first installation space and the second installation space overlap each other in the direction of action in an overlapping region. Also disclosed is a vehicle having such a spring assembly.