Abstract: The invention relates to a method for active radial control of the wheels (11, 53, 103, 108, 115) of at last one wheel unit (8, 9, 10, 51, 52) on a chassis, in particular a bogie on a tracked vehicle, whereby control movements are applied to the wheel unit (8, 9, 10, 51, 52) and an integrated regulation with control movements in at least two non-identical frequency ranges are carried out. First control movements in a first frequency range and second control movements in a second frequency range, different form the first frequency range are superimposed and applied to the wheel unit (8, 9, 10, 51, 52). The invention also relates to a device for carrying out the method.

Abstract: A method for controlling an active running gear of a rail vehicle including at least one first wheel unit with two wheels, wherein by means of at least one first actuator, which acts between the first wheel unit and a vehicle structure supported thereon by means of a first primary spring mechanisms, the turning angle of the first wheel unit about a vertical running gear axis relative to the vehicle structure is adjusted, in a first frequency range, as a function of the actual curvature of the track and/or the turning angle of the first wheel unit about a vertical running gear axis relative to the vehicle structure is adjusted, in a second frequency range, such that transversal movements at least of the first wheel unit, caused by track outlay disturbances or by a sinusoidal course, are counteracted.

Abstract: A running gear for a rail vehicle includes first and second independent wheel assemblies on opposite sides of a longitudinal vertical median plane of the running gear, each having an independent wheel and a bearing assembly for guiding the wheel about a revolution axis fixed relative to the bearing assembly. In a reference position of the running gear, the revolution axes of the first and second wheel assemblies are coaxial and perpendicular to the longitudinal vertical median plane. The running gear further includes one or more steering actuators for moving the bearing assembly of at least one of the two wheel assemblies away from the reference position in a longitudinal direction parallel to the longitudinal vertical median plane, a wheel flange contact detection unit for detecting a contact between a flange of the wheel with a rail, and a controller for controlling the one or more steering actuators.

Abstract: A traction control assembly for connection between a monorail bogie frame and a monorail car. The traction control assembly comprising a first traction link pivotally connected to a first bell crank mechanism and a second traction link pivotally connected to a second bell crank mechanism. The first traction link and the second traction link are capable of absorbing traction forces applied to the monorail bogie. The traction control assembly further comprises a cross link interconnecting the first bell crank mechanism and the second bell crank mechanism and a passive steering assist device interconnecting the first bell crank mechanism and the second bell crank mechanism. The steering assist device causes the traction control assembly to insert shear forces on the monorail bogie during travel of the monorail bogie over a curved section of monorail track for facilitating rotational motion between the monorail bogie and the monorail car.

Abstract: A process for detecting a derailment of a rail vehicle having two or more rail vehicle parts and one or more articulations through which adjacent rail vehicle parts are rotatably connected with one another includes determining an angle of rotation between adjacent rail vehicle parts, and/or a quantity derived from the angle of rotation. The process further includes comparing the angle of rotation or the derived quantity with at least one reference value or threshold, or with at least one reference value range or threshold range. A test criterion indicating whether or not there is a derailment is defined based on the at least one reference value or threshold, and/or an expected relationship of multiple angles of rotation, and/or an expected relationship of the multiple quantities derived from the angles of rotation, relative to one another. The method further includes determining whether or not the test criterion is met.