Abstract: A longitudinal support and a transverse support for a chassis frame of a rail vehicle, wherein the longitudinal support includes a first box-shaped connection portion having a sectionally straight first circumferential edge for connection to the transverse support, where the transverse support has a second box-shaped connection portion having a sectionally straight second circumferential edge for connection to the longitudinal support within a transverse direction of the chassis frame, respectively on the end side, and where the first and second circumferential edges are each configured as four first and second connection edges to achieve a reduction of the weight of the longitudinal support and of the transverse support, and to lower the twisting rigidity of the chassis frame, where the connection edges are separated from each other by first and second recesses.

Abstract: A chassis frame for a rail vehicle includes a plurality of longitudinal beams formed as I-beams, wherein each longitudinal beam includes a longitudinal beam top flange, a longitudinal beam bottom flange and a web, a box-shaped transverse beam interconnecting the plurality of longitudinal beams, each longitudinal beam having a central section in which the longitudinal beam is connected to the transverse beam, where each longitudinal beam forms at least one wheelset guide bushing for connection to a wheelset guide, where a stiffening rib is arranged in each longitudinal beam on both sides of the web, and where the stiffening rib extends outward from the web in a transverse direction on both sides of the web and is configured such that the force flow from the wheelset guide bushing is conducted into the transverse beam such that the shear stiffness and transverse stiffness of the chassis frame is increased.

Abstract: A chassis frame for a bogie of a rail vehicle which includes at least one longitudinal member having an upper chord and a lower chord, wherein the longitudinal member has at least one end portion, a central portion, and a transition portion lying between the end portion and the central portion, and the end portion of the longitudinal member is formed as a spring cup for receiving a primary spring, where in order to improve the rigidity curve between the spring cup and the transition portion the lower chord is provided with a curvature in the region of the transition portion, where the curvature is formed such that the imaginary extension of the lower chord and the upper chord itself or the imaginary extension of the upper chord intersect in the end portion.

Abstract: A method of manufacturing a side frame of a rail car, where the side frame includes a pair of pedestals for mounting wheel sets, includes providing a side frame pattern for forming a drag portion and a cope portion of a mold. Cores that define an interior region of a cast side frame are also provided. The side frame pattern and the cores are configured to constrain a spacing between the pair of pedestals to within about ±0.038 inches.

Abstract: A railroad car truck may be assembled by spacing a pair of side frames to which is connected a transversely positioned bolster. End portions of the bolster are located within a window formed in a middle portion of each side frame to form a connection therebetween. Each side frame-bolster connection includes vertical cushioning provided by a set of coil springs interposed between a lower compression member of the side frame window and a bottom wall of the bolster. To damp the vertical cushioning of the bolster a pair of friction shoes carried by the bolster interact with wear plates fastened to vertical columns of the windows. The friction shoes impede bolster rotation which is maintained between fixed limits by contact between adjacent structural members of the bolster and side frame. To prevent undue flexing of the side window columns a stiffening rib may be selectively added to the columns.