Abstract: A running gear for a low floor rail vehicle includes a frame, a single pair of independent left and right wheels, and a single pair of left and right rotation bearings attached to the frame that allow the left and right wheels to independently spin about a left and right spin axis, respectively. The running gear further includes a secondary suspension resting on the frame for supporting a vehicle body of the rail vehicle and lateral stop means fixed to the frame for laterally guiding the vehicle body of the rail vehicle. The lateral stop means includes a left and a right contact face facing a left and a right, respectively, transverse direction parallel to the transverse reference axis. The left and right contact faces are located between the left and right wheels.

Abstract: A wheel arrangement for a rail vehicle, such as a light rail vehicle, can include a wheel unit and an axle unit. The axle unit can be connected to a running gear structure of the rail vehicle. The axle unit can rotatably support the wheel unit. The axle unit can have a wheel bearing unit that forms a bearing for the wheel unit and defines a wheel axis of rotation of the wheel unit during operation of the rail vehicle. The axle unit can also have a wheel support unit and a primary suspension unit. The primary suspension unit can be located kinematically in series between the wheel support unit and the wheel bearing unit such that the wheel support unit supports the wheel bearing unit via the primary suspension unit in a manner resilient in at least two mutually transverse translational degrees of freedom.

Abstract: The present invention relates to a running gear frame for a rail vehicle, in particular, a rail vehicle having a nominal speed above 160 km/h, comprising a running gear frame unit (107) defining a longitudinal axis, a transverse axis and a height axis and comprising two longitudinal beams (108) and at least one transverse beam (110).

Abstract: The present invention relates to a running gear frame for a rail vehicle, in particular, a rail vehicle having a nominal speed above 160 km/h, comprising a running gear frame unit (107) defining a longitudinal axis, a transverse axis and a height axis and comprising two longitudinal beams (108) and at least one transverse beam (110).

Abstract: A running gear for a low floor rail vehicle includes a frame, a single pair of independent left and right wheels, and a single pair of left and right rotation bearings attached to the frame that allow the left and right wheels to independently spin about a left and right spin axis, respectively. The running gear further includes a secondary suspension resting on the frame for supporting a vehicle body of the rail vehicle and lateral stop means fixed to the frame for laterally guiding the vehicle body of the rail vehicle. The lateral stop means includes a left and a right contact face facing a left and a right, respectively, transverse direction parallel to the transverse reference axis. The left and right contact faces are located between the left and right wheels.

Abstract: The present invention relates to a running gear of a rail vehicle defining a longitudinal direction, a transverse direction and a height direction, the running gear comprising a first wheel unit (103.1) and a second wheel unit (103.2) defining a wheel unit axle distance, a running gear frame (104) supported on the first wheel unit (103.1) and the second wheel unit (103.2), and a first drive unit (107.1) driving the first wheel unit (103.1). The first drive unit (107.1) comprises a first reaction moment support unit (110) connected to the running gear frame (104) at a first support location to balance a drive moment exerted onto the first wheel unit (103.1) by the first drive unit (107.1). The first support location, in the transverse direction, is laterally offset from a center of the running gear frame (104). The first support location, in the longitudinal direction, is located at a first support location distance from a first wheel unit axle of the first wheel unit (103.

Abstract: A structural state of at least one component of a mechanically loaded target unit, in particular a target unit of a rail vehicle, can be determined by introducing, in an actual excitation step of an evaluation cycle, a defined actual mechanical input signal into the target unit, capturing, in an actual capturing step of the evaluation cycle, an actual mechanical response signal of the target unit to the mechanical input signal, and comparing, in an actual evaluation step of the evaluation cycle, the actual mechanical response signal to a previously recorded baseline signal to establish an actual differential feature and using the actual differential feature to determine the structural state. The baseline signal is representative of a previous mechanical response signal of the target unit to a previous mechanical input signal.

Abstract: The present invention relates to a running gear of a rail vehicle defining a longitudinal direction, a transverse direction and a height direction, the running gear comprising a first wheel unit (103.1) and a second wheel unit (103.2) defining a wheel unit axle distance, a running gear frame (104) supported on the first wheel unit (103.1) and the second wheel unit (103.2), and a first drive unit (107.1) driving the first wheel unit (103.1). The first drive unit (107.1) comprises a first reaction moment support unit (110) connected to the running gear frame (104) at a first support location to balance a drive moment exerted onto the first wheel unit (103.1) by the first drive unit (107.1). The first support location, in the transverse direction, is laterally offset from a center of the running gear frame (104). The first support location, in the longitudinal direction, is located at a first support location distance from a first wheel unit axle of the first wheel unit (103.

Abstract: Method for determining the remaining service life of a component of a vehicle, in particular a railway vehicle, operated on at least one predefined track section of a track network, wherein the remaining service life is determined for a vehicle component of the vehicle mechanically stressed by the interaction between the vehicle and the track section, after a usage interval of the at least one track section, wherein the remaining service life of the vehicle component is determined from a prior loss of service life preset at the beginning of the usage interval for the vehicle component and from a current loss of service life of the vehicle component associated with the usage interval, and wherein the current loss of service life is determined using an actual measured usage of the at least one track section by the vehicle and a relative loss of service life related to the actual usage of the at least one track section, wherein the relative loss of service life has been determined in advance for the at least one

Abstract: A running gear frame for a running gear of a rail vehicle with a frame body, which is configured to be supported at least on one wheel unit of the running gear. The frame body has two longitudinal beams extending in a longitudinal direction of the running gear and at least one transverse beam extending in a transverse direction of the running gear. The transverse beam substantially rigidly connects the two longitudinal beams to each other. The frame body is at least partially made of grey cast iron material.

Abstract: Method for determining the remaining service life of a component of a vehicle, in particular a railway vehicle, operated on at least one predefined track section of a track network, wherein the remaining service life is determined for a vehicle component of the vehicle mechanically stressed by the interaction between the vehicle and the track section, after a usage interval of the at least one track section, wherein the remaining service life of the vehicle component is determined from a prior loss of service life preset at the beginning of the usage interval for the vehicle component and from a current loss of service life of the vehicle component associated with the usage interval, and wherein the current loss of service life is determined using an actual measured usage of the at least one track section by the vehicle and a relative loss of service life related to the actual usage of the at least one track section, wherein the relative loss of service life has been determined in advance for the at least one

Abstract: A running gear frame for a running gear of a rail vehicle with a frame body, which is configured to be supported at least on one wheel unit of the running gear. The frame body has two longitudinal beams extending in a longitudinal direction of the running gear and at least one transverse beam extending in a transverse direction of the running gear. The transverse beam substantially rigidly connects the two longitudinal beams to each other. The frame body is at least partially made of grey cast iron material.

Abstract: In order to reduce torsional vibrations and wheel slip in a wheel set for a rail vehicle the wheel set comprising a pair of wheels connected by an axle is provided with a vibration absorbing device comprising a mass, resiliently mounted on the wheel set and adapted to oscillate at the resonant frequency of torsional vibrations of the wheel/axle system. A method of preventing or reducing torsional vibrations in a wheel set of a rail vehicle is also disclosed, the method comprising determining the resonant frequency of torsional vibrations of the wheel/axle system and resiliently mounting a vibration absorbing device in the form of a mass, on the wheel set, the mass and its resilient mounting being selected to oscillate at or near that resonant frequency.

Abstract: A wheel set guidance assembly is provided for suspending a wheel set bearing (10) of a wheel set (20) to a bogie frame (30), comprising separate vertical (50), lateral (70) and longitudinal (40) guidance elements for independent guidance of the movement of the wheel set in vertical, lateral and longitudinal directions wherein the stiffness of the guidance elements can be selected independently of each other.

Abstract: A wheel set guidance assembly is provided for suspending a wheel set bearing (10) of a wheel set (20) to a bogie frame (30), comprising separate vertical (50), lateral (70) and longitudinal (40) guidance elements for independent guidance of the movement of the wheel set in vertical, lateral and longitudinal directions wherein the stiffness of the guidance elements can be selected independently of each other.

Abstract: A magnetic rail brake for a rail vehicle is disclosed of the type comprising a magnet (5) supported from the rail vehicle a small distance above the rail (4). The magnet is supported by springs which are overridden on actuation of the magnet. A guide assembly guides the magnet for movement in a substantially vertical plane while allowing limited lateral movement. The magnet is provided with an extension arm (20) arranged to contact the rail vehicle at a distance from the magnet which is substantially greater than either the maximum extent of vertical movement or the maximum extent of lateral movement. By controlling the motion of the extension arm within these limits of lateral and vertical motion, unwanted and excessive tilting of the magnet can be avoided.

Abstract: In order to reduce torsional vibrations and wheel slip in a wheel set for a rail vehicle the wheel set comprising a pair of wheels connected by an axle is provided with a vibration absorbing device comprising a mass, resiliently mounted on the wheel set and adapted to oscillate at the resonant frequency of torsional vibrations of the wheel/axle system. A method of preventing or reducing torsional vibrations in a wheel set of a rail vehicle is also disclosed, the method comprising determining the resonant frequency of torsional vibrations of the wheel/axle system and resiliently mounting a vibration absorbing device in the form of a mass, on the wheel set, the mass and its resilient mounting being selected to oscillate at or near that resonant frequency.

Abstract: A railed vehicle with bodies and at least one chassis is disclosed, rotatably mounted about a vertical axis, whereby rotating coupling elements are provided between chassis and body. At least two tie rods (6, 7, 6?, 7?, 27, 28, 29) with predetermined spring rate and damping are arranged as torque coupling elements between chassis (1, 26) and body, with a predetermined separation in the transverse direction of the chassis. The tie rods (6, 7, 6?, 7?, 27, 28, 29) are each flexibly connected to brackets (9) on the body, at one end and to a transverse support (2) of the chassis frame, at the other end. A tie rod (6, 7, 6?, 7?, 27, 28) comprises a universal housing, with a shell (12) and end head pieces (13, 14), which guides a push-/pull-rod (11), whereby, within said universal housing at least one friction ring set is mounted and which can be operated by a push-/pull-segment (18) of the push-/pull-rod (11).

Abstract: A railed vehicle with bodies and at least one chassis is disclosed, rotatably mounted about a vertical axis, whereby rotating coupling elements are provided between chassis and body. At least two tie rods (6, 7, 6′, 7′, 27, 28, 29) with predetermined spring rate and damping are arranged as torque coupling elements between chassis (1, 26) and body, with a predetermined separation in the transverse direction of the chassis. The tie rods (6, 7, 6′, 7′, 27, 28, 29) are each flexibly connected to brackets (9) on the body, at one end and to a transverse support (2) of the chassis frame, at the other end. A tie rod (6, 7, 6′, 7′, 27, 28) comprises a universal housing, with a shell (12) and end head pieces (13, 14), which guides a push-/pull-rod (11), whereby, within said universal housing at least one friction ring set is mounted and which can be operated by a push-/pull-segment (18) of the push-/pull-rod (11).

Abstract: A rail vehicle, includes an air-suspended body having an underside, an air spring having a base point and an internal air pressure, and cars supporting the body. The body rests on the cars and swings out on the air spring. There is also an emergency spring which has a core. Guide and damping devices are further disposed between the body and the cars. The guide and damping devices serve to stabilize the cars at traveling speeds of >100 km/h and suppress any sway of the cars. The guide and damping devices include a friction plate loaded against the underside of the body by the internal air pressure of the air spring. The friction plate is linked to the core of the emergency spring or the base point of the air spring to form a connection to the cars in a longitudinal direction for suppressing the sway of the cars.