Abstract: A running gear for a rail vehicle includes a front and a rear wheel sets, each provided with left and right wheels. A passive hydraulic wheel set steering system includes a control valve hydraulically connected to hydro-mechanical converters for converting motion of each of the wheels towards and away from the median transverse vertical plane. The control valve is movable between a first position in which the front left and right hydro-mechanical converter assemblies are disconnected from the rear left and right hydro-mechanical converter assemblies, and a second position in which each of the front left and right hydro-mechanical converter assemblies is connected to at least a respective one of the rear left and right hydro-mechanical converter assemblies.

Abstract: The present invention relates to a method for determining a value of at least one state parameter of a rail vehicle and/or of a track for a railway vehicle, wherein in at least one capturing step, at least one actual first capturing signal correlated with the actual value of the state parameter is captured, via a first signal sensor on a structure in the interior of the rail vehicle, wherein, for capturing the actual first capturing signal, a first signal sensor of a mobile end device is used. For determining the value of the at least one state parameter a frequency range of the first capturing signal actual above 1 Hz to 2 Hz, preferably 4 Hz to 15 kHz, more preferably from 10 Hz to 1 kHz, is evaluated.

Abstract: A running gear for a rail vehicle includes a front and a rear wheel sets, each provided with left and right wheels. A passive hydraulic wheel set steering system includes a control valve hydraulically connected to hydro-mechanical converters for converting motion of each of the wheels towards and away from the median transverse vertical plane. The control valve is movable between a first position in which the front left and right hydro-mechanical converter assemblies are disconnected from the rear left and right hydro-mechanical converter assemblies, and a second position in which each of the front left and right hydro-mechanical converter assemblies is connected to at least a respective one of the rear left and right hydro-mechanical converter assemblies.

Abstract: The present invention relates to a method for determining a value of at least one state parameter of a rail vehicle and/or of a track for a railway vehicle, wherein in at least one capturing step, at least one actual first capturing signal correlated with the actual value of the state parameter is captured, via a first signal sensor on a structure in the interior of the rail vehicle, wherein, for capturing the actual first capturing signal, a first signal sensor of a mobile end device is used. For determining the value of the at least one state parameter a frequency range of the first capturing signal actual above 1 Hz to 2 Hz, preferably 4 Hz to 15 kHz, more preferably from 10 Hz to 1 kHz, is evaluated.

Abstract: A rail vehicle includes a car body, a first chassis, and a second chassis. The car body is supported on the first chassis by a first spring device, the car body is supported on the second chassis by a second spring device, the car body is coupled to the first chassis by a first roll compensation device, and is coupled to the second chassis by a second roll compensation device. The first roll compensation device and the second roll compensation device counteract roll motions of the car body toward the outside of the curve about a roll axis parallel to the vehicle longitudinal axis during curved travel. The first roll compensation device is designed in such a way and/or the first roll compensation device and the second roll compensation device are coupled to each other in such a way that a torsional load on the car body about the vehicle longitudinal axis is counteracted.

Abstract: A vehicle, in particular a rail vehicle, having a vehicle longitudinal axis, a first body, a second body which is adjacent to the first body, a third body which is adjacent to the first body, a first anti-roll device which connects the first body and the second body, and a second anti-roll device which connects the first body and the third body. The anti-roll devices each counteract rolling motions between the bodies, which are connected via the anti-roll devices, about a roll axis parallel to the vehicle longitudinal axis. The first anti-roll device and the second anti-roll device are coupled to each other via a coupling device, and are configured along with the coupling device in such a way that at least one first displacement on the first anti-roll device causes at least one second displacement on the second anti-roll device.

Abstract: A vehicle, in particular a rail vehicle, having a longitudinal axis, at least one first vehicle component which is supported via at least one first spring device on at least one first wheel unit and at least one second spring device on at least one second wheel unit, and having at least one first anti-roll device and a second anti-roll device which are coupled to one another via a coupling device, are each connected to the first vehicle component and counteract rolling motions of the first vehicle component. The first anti-roll device and the second anti-roll device are articulated to the coupling device at first and second articulation points, respectively. The coupling device is configured such that, caused by a counterforce-free first displacement of the first anti-roll device via the first and second articulation points, an opposing second displacement is introduced into the second anti-roll device.

Abstract: A vehicle, in particular a rail vehicle, having a longitudinal axis, at least one first vehicle component which is supported via at least one first spring device on at least one first wheel unit and at least one second spring device on at least one second wheel unit, and having at least one first anti-roll device and a second anti-roll device which are coupled to one another via a coupling device, are each connected to the first vehicle component and counteract rolling motions of the first vehicle component. The first anti-roll device and the second anti-roll device are articulated to the coupling device at first and second articulation points, respectively. The coupling device is configured such that, caused by a counterforce-free first displacement of the first anti-roll device via the first and second articulation points, an opposing second displacement is introduced into the second anti-roll device.