EP0705192A1

EP0705192A1 - Single spring-mounted wheelset bogie

Info

Publication number: EP0705192A1
Application number: EP95915103A
Authority: EP
Inventors: Richard Schneider; Rainer Weiss; Odilo Lopez; Thadeus Piechowiak; Stefan Karch; Elias Kwasnicki
Original assignee: Schweizerische Industrie Gesellschaft
Current assignee: Schweizerische Industrie Gesellschaft
Priority date: 1994-04-26
Filing date: 1995-04-21
Publication date: 1996-04-10
Anticipated expiration: 2015-04-21
Also published as: FI956214A0; DK0705192T3; DE59507465D1; NO955161L; EP0705192B1; WO1995029085A1; NO302111B1; ATE187937T1; FI956214A; NO955161D0

Abstract

A single spring-mounted wheelset bogie has in itself a horizontal parting plane (6, 27) for allowing the wheelset (1) to swivel and forced curve-radial adjustment means (15) for the wheelset (1) in relation to a bogie frame (10) and/or an underframe when rounding curves. This single wheelset bogie is supported on the swivelling wheelset (1) by a primary spring mounting stage (20, 20') of the bogie frame (10) upon which is arranged a secondary spring mounting stage (30, 30') that carries the superstructure. A c-shaped wheelset guide (4) that interconnects both axle-boxes (2, 2') is arranged on a wheelset (1), and a controller (15) of the radial adjustment of all axles when rounding curves is secured to the wheelset guide (4). This single spring-mounted wheelset bogie allows higher speeds to be reached and wear to be reduced when rounding curves, so that these bogies, when mounted under two-axle vehicles, offer a corresponding travelling comfort to the passengers.

Description

Spring-loaded single wheelset

The invention relates to a sprung wheelset single chassis.

According to DE-AS 1 246 791, spring-loaded wheelsets are known which serve to support the adjacent ends of two car bodies and whose radial radial adjustment is carried out via a control device as a bisector between the car bodies. In this case, a turning movement, which is carried out in the air springs of the secondary stage, must be forced on the entire wheel set single running gear via the control device for the turning out movement. Depending on the vehicle and track geometry for the air springs, this sometimes results in large turning movements, which are still superimposed by the dynamic transverse movements during driving operation and lead to impermissibly high loads on the air suspension bellows.

In DE-PS 892 296, control devices for the radial radial adjustment of the wheel sets in two-axle rail vehicles are shown, the radial position being transferred to the wheel set of an adjacent vehicle via the vehicle clutch and the turning out of the wheel sets taking place via a slide rail. Such simple solutions, however, can only be realized with mine trucks, which have to be durable and robust due to the high loads and the rough operation. Experience has shown that neither requirements for high driving speeds nor good driving comfort, which is essential for the transportation of people, is important for such vehicle types.

In contrast, the object of the present invention is to upgrade spring-loaded wheelsets for higher travel speeds and low-wear bends, so that they offer the passengers appropriate driving comfort under two-axle vehicles. The task is solved by the measure according to one of the claims.

The measures on which the invention is based are advantageously achieved by the measures shown, and a single wheel set according to the invention for higher driving speeds and a pronounced bow-friendliness is exercised, which exerts low rail straightening forces even under the worst contact geometry conditions. In addition to the structure of the undercarriage, the arrangement and the characteristics of the elements controlling the wheel set are also essential to the invention for this purpose.

Exemplary embodiments of the invention are shown in the figures. Show it:

1 shows a first embodiment of a wheelset single chassis in a three-dimensional representation,

2 shows an embodiment according to FIG. 1 in the side view,

3 shows an embodiment according to FIGS. 1 and 2 in plan view,

4 shows a side view of an exemplary embodiment for the control of a single wheel set of a two-axle rail vehicle and the control of two adjacent single wheel sets of coupled rail vehicles, Fig. 5 shows an embodiment for the control of a

Single wheel set of a two-axle rail vehicle in the case of coupled rail vehicles according to FIG. 4 in a three-dimensional representation,

6 shows an exemplary embodiment for the control of two adjacent individual wheelset bogies of coupled rail vehicles according to FIG. 4 in a side view,

7 shows a further exemplary embodiment of a single wheel set in a motorized embodiment,

8 different arrangements of the secondary spring up to 10 stage in a single wheel set according to the invention,

11 e, in the exemplary embodiment of a single wheel set according to FIGS. 1 to 3, but for low-floor applications,

12 shows a further exemplary embodiment of a motorized wheelset single undercarriage according to FIG. 6, but in a particularly light design, and

FIG. 13 shows a schematic structure of a single-wheel gear set according to section line II-II in FIG. 2.

1 - 3 essentially consists of a chassis frame 10, which is supported on a wheelset 1 via a primary spring stage 20, 20 '. On the chassis frame 10, a secondary spring stage 30, 30 'is arranged, on which a car body 35 is supported. The wheel set 1 is provided at its two axle ends with a respective axle bearing 2, 2 ¹ , which are connected to one another via a c-shaped axle link bracket 4. The wishbone bracket 4 is preferably angularly rigid, so that an axially rigid design of the axle bearings 2, 2 'can be dispensed with. As a result, any single or double row spherical, tapered or cylindrical roller bearings can be used.

The axle control arm 4 is supported on the one hand at its two outer ends with a stabilizer bar 5, 5 'in the vertical direction and on the other hand articulated on the chassis frame 10 via a longitudinal link 11 arranged in an approximately horizontal position. Here, all the connection points of the stabilizer bars 5, 5 'and the trailing arm 11 are designed with rubber-elastic bearings 29 which allow cardanic movement.

As shown in FIG. 13, a rubber thrust spring element 3, 3 'is arranged above the axle bearings 2, 2', which partially decouples the wheel set 1 from a control device 15, 15 'and a car body 35 leads. The longitudinal characteristic of the rubber thrust spring elements 3, 3 * is designed in such a way that a small linear area has a relatively low stiffness, in which the dynamic processes of fast straight-ahead travel and ideal arch travel take place. This achieves sufficient dynamic decoupling between a wheel set 1 and a car body 35 with the advantage that no unpleasant coupling vibrations can occur between the wheel set 1 and the car body 35. Furthermore, the longitudinal characteristic of the rubber thrust spring elements 3, 3 'increases abruptly steeply after this range of low stiffness, so that when cornering without sufficient wheel / rail contact geometry the wheel set 1 is brought into the correct radial curve position by a control device 15, 15 *. The course of the longitudinal characteristic of the rubber thrust spring elements 3, 3 ¹ is coordinated with one another with its two previously described areas so that the wheel / rail contact angle is minimized when driving in tight bends under the worst conditions, so that the wheels become out of round the wheel set 1 is not favored. In contrast, however, the progressive part of the longitudinal characteristic of the rubber thrust spring elements 3, 3 'is ineffective at high speeds and thus does not have any disruptive effects on the running dynamics.

The trailing arm 11 transmits the longitudinal forces from the chassis frame 10 via the wishbone bracket 4 to the wheel set 1, whereby the articulated mounting of the trailing link 11 in rubber-elastic bearings 29 means that the trailing arm bracket 4 is only guided in the x direction and can carry out all other movements freely can.

As shown in FIG. 13, a sliding plate guide 6, 6 ^{1 is} arranged above the rubber pushing spring elements 3, 3 ', which forms the parting plane for turning out the wheel set 1. For this purpose, the sliding plate guides 6, 6 'have a segment-like shape, so that the wheel set 1 together with the c-shaped wishbone bracket 4 can execute a centrally defined turning movement about its vertical axis and absorbs this from the primary spring step 20, 20', ie is decoupled. In order to dampen the dynamic turning movements of the wheel set 1, known anti-rotation elements, for example in the form of anti-roll dampers 26, 26 ', are provided for stable running straight ahead travel at high speeds between the c-shaped axle control arm 4 and the chassis frame 10 .

E The primary spring stage 20, 20 'carries the chassis frame 10 and, as illustrated in FIG. 13, is arranged above the slide plate guide 6, 6'. It consists of a steel coil spring set 8, 8 'standing on a spring plate 27, 27' and a rubber spring washer 9, 9 * arranged above it. Here, the spring plates 27, 27 'are formed on their underside as counterparts to the slide plate guide 6, 6' and articulated in the direction of the c-shaped axle control arm 4 via an essentially horizontal guide rod 7, 7 'on the chassis frame 10. A vertical damper 38, 38 'is arranged between the axle bearing 2, 2' and the chassis frame 10 parallel to the primary spring step 20, 20 '.

The guidance of the wheel set 1 in the transverse direction is preferably carried out with a very low transverse characteristic in order to keep the unsprung masses in the transverse direction small, with the advantage of low dynamic track displacement forces. On the one hand, this allows the cornering speed to be increased and, on the other hand, it reduces the stress on the track and ultimately the maintenance costs for the route.

The cross characteristic consists of three components:

- transverse stiffness of the rubber shear spring elements 3, 3 'in series

Cross stiffness of the primary spring stage 20, 20 ', consisting of the cross stiffness of the steel coil spring sets

8, 8 'and the rubber spring washers arranged above

9, 9 'resulting transverse rigidity of the rubber-elastic bearings 29 of the stabilizer rods 5, 5', the guide rods 7, 7 ', the trailing arm 11 and the tie rods 16, 16'. The transverse forces are positively transmitted from the slide plate guides 6, 6 'to the correspondingly designed spring plates 27, 27' located above them, so that no frictional movements can occur here in the transverse direction.

Rolling moments around the x-axis are absorbed by the primary spring stage 20, 20 'and by the c-shaped wishbone bracket 4 with the stabilizer bars 5, 5'. The effectiveness of the roll stabilization can be varied within wide limits via the torsional rigidity of the axle control arm 4. This design is also advantageously suitable for making the primary spring stage 20, 20 'very soft for good driving comfort, without undesired negative inclination angles of the car body 35 occurring in the event of rapid bend travel.

The undercarriage frame 10 has a quadrangular shape, consisting of the two longitudinal beams 21, 21 ', which are supported on the primary spring step 20, 20' and the two head supports 22, 22 ', on each of which, for example, a secondary spring step 30, 30 'is arranged.

The secondary spring stage 30, 30 'consists of an air spring 23, 23', known per se, with a rubber emergency spring 24, 24 'arranged underneath in series, both of which are supported on a cylindrical support 36, 36' containing the additional volume. are arranged.

The secondary dampers 30, 30 'also include the vertical dampers 39, 39' and horizontal dampers 41, 41 'arranged between the chassis frame 10 and the body 35. Furthermore, a transverse play limitation is arranged between the undercarriage frame 10 and the body 35, which can also be designed depending on the arc. It consists of at least one resilient

REPLACEMENT LEAF Element 43, 43 'and one fixed stop 42, 42' per chassis side and is arranged, for example, on the head support 22. Finally, on the opposite head support 22 'in bearings 19, 19', a roll support 40 'known per se is arranged between the chassis frame 10 and the body 35.

The chassis frame 10 is preferably connected on its side facing away from the c-shaped axle control arm 4 via two upper frame links 12, 12 'and two lower frame links 13, 13' in parallelogram fashion to the car body 35, the articulation points all having rubber-elastic bearings 29 are executed.

The frame links 12, 12 'and 13, 13' transmit the longitudinal forces between the chassis frame 10 and the car body 35 and, as an advantageous embodiment, are arranged on the ends of the longitudinal beams 21, 21 'on a base which is wide in the transverse direction leads a torsionally rigid guide of the chassis frame 10 relative to the body 35. Due to the paired arrangement of the frame links 12, 12 'and 13, 13' at different heights, the undercarriage frame 10 is always kept in its horizontal position, even with different loads on the secondary spring stage 30, 30 'and under the influence of drive and braking torques .

The undercarriage frame 10 of the wheelset single undercarriage 50 is provided in the area of the head support 22 with two brake supports 44, 44 'which serve to accommodate a shaft-disc brake system 46. Alternatively, the brake carriers 44, 44 'can also be arranged on the C-shaped control arm bracket 4.

4 shows two axially symmetrically arranged wheelset single carriages 50, 50 ', which together with a car body 35 form a two-axle rail vehicle 45, one wheel set Single running gear 50 'by a control device 25 with an adjacent car body 35' and the wheelset single running gear 50, 50 "of two adjacent, coupled, two-axle rail vehicles 45, 45 'by a control device 15, 15' for the purpose of mutual radial cams Setting are connected to each other.

FIG. 5 shows a control device 25 which is used for the radial setting of a single wheel set undercarriage 50 'of a two-axle rail vehicle 45. Here, the control impulse comes from the adjacent, preceding rail vehicle 45 'and results from the articulation angle between the two car bodies 35, 35'. For this purpose, a first car body 35 'is provided with a decoupling tube 58 arranged transversely in the direction of travel and rotatably mounted in bearings 59, 59'. The uncoupling tube 58 has a vertical lever arm 57, 57 'at each of its two ends, to each of which a control rod 56, 56' is fastened at one end via rubber-elastic bearings 29. The two control rods 56, 56 * engage with their other end via rubber-elastic bearings 29 on a balancer 53, which is arranged on a front end of a second car body 35 so as to be pivotable about its vertical axis. The further transmission of the control variables takes place from the balancer 53 by means of a cable pull 62, 62 'to the other end of the car body 35 at the upper end of one each, which is mounted on the front side of the car body 35 in a central horizontal pivot point 64, 64' , vertical bellcranks 63, 63 '. From the lower ends of the bellcranks 63, 63 '. Finally, the control movement is transmitted from the lower ends of the deflection levers 63, 63 'via a control rod 17, 17' to a respective control lever 14, 14 'of the individual wheelset 50'. The cable pulls 62, 62 'are guided below the car body 35 via guide rollers 65, 65' attached to them and are each provided with a turnbuckle 66, 66 '.

E ZBLATT Instead of the cable pulls 62, 62 ', known handlebar-lever systems, cross anchors or actuating cylinders acted upon by a medium can also be arranged for the transmission of the control variables resulting from the turning angle of the car bodies 35, 35'.

An angle change of two adjacent, two-axle rail vehicles 45, 45 *, which are coupled to one another according to FIG. 4, is thus transmitted via a control device 25 to the axle control arm 4 'of a single wheel set 50'. This finally results in the turning movement of the wheel set 1 'into a curve-radial position, the parting plane for the unscrewing movement being between the slide plate guides 6, 6 * and the spring plates 27, 27' of the primary spring stage 20, 20 '.

6 shows a control device 15, 15 ', which is used for the radial adjustment of the wheel sets 1, 1 "of the wheel set single bogies 50, 50" of two adjacent, coupled, two-axle rail vehicles 45, 45', the car bodies 35, 35 'have a kink angle to each other when cornering.

For this purpose, the individual wheelset trolleys 50, 50 "are arranged in a rotationally symmetrical manner among the car bodies 35, 35 * connected to one another by a known type of coupling, so that the control devices 15, 15 'engage in one another and on the respective opposite wheel set single trolley 50, 50" are attached.

The turning movement of the wheel sets 1, 1 'in a curve-radial direction takes place via the control device 15, 15' from the bend angle which arises when the cornering between the chassis frames 10, 10 "of the wheel set individual running gear 50, 50".

REPLACEMENT BUTT Due to the geometrical articulation of the undercarriage frames 10, 10 "by means of the frame links 12, 12 'and 13, 13' on the car bodies 35, 35 ', only the smallest relative movements with respect to the outward movement can be between them and the undercarriage frames 10, 10' The kink angle that occurs between the chassis frames 10, 10 'when cornering is practically identical to that of the car bodies 35, 35'.

A chassis frame 10, 10 'each has a control device 15, 15' and, for this purpose, has on its side opposite the frame links 12, 12 'and 13, 13' one each outside the chassis frame 10, 10 * in front of the head carrier 22, 22 ', Decoupling tube 18, 18 'which is laterally offset from its center and rotatably mounted in the bearings 19, 19'. Alternatively, the decoupling tube 18, 18 'can also be arranged on the respective car body 35, 35'.

The decoupling tube 18, 18 'has a vertical lever arm 37, 37' at each of its two ends, to each of which a control rod 17, 17 * is fastened at one end via rubber-elastic bearings 29. These engage with their other end via rubber-elastic bearings 29 in the inner pivot points of a control arm 14, 14 'each, which are mounted on the opposite, rotationally symmetrically arranged individual wheelset 50, 50' and the control movement via one each on their transfer center pivot point in rubber-elastic bearings 29 arranged tie rods 16, 16 'to the c-shaped axle control arm 4.

The handlebar levers 14, 14 'are fastened in their outer pivot points with rubber-elastic bearings 29, for example in front of the head support 22, 22', to the chassis frame 10 and include the arrangement of the middle and outer pivot points in

REPLACEMENT LEAF yourself a translation. In this way, the bend angle of coupled two-axle rail vehicles 45, 45 'can be converted into a corresponding turning angle of a wheel set 1, taking into account their geometrical conditions, such as center distance and overhang, when taking a curve.

The decoupling tube 18 is arranged on the chassis frame 10 laterally offset from its center, so that the control rods 17, 17 'of two mutually coupled wheelset single bogies 50, 50 "do not interfere with one another.

When there is a change in the angle of two adjacent, coupled, two-axle rail vehicles 45, 45 ', the undercarriage frames 10, 10' of the two wheelset single undercarriages 50, 50 "arranged in a rotationally symmetrical manner under the car bodies 35, 35 'take through the frame links 12, 12 'and 13, 13' to each other in the same position. This change in the angle of the undercarriage frames 10, 10 'with respect to one another causes the control rods 17, 17' of each individual wheel set 50, 50 "to be displaced with respect to one another and results in a displacement Rotation of the respective control arm 14, 14 'in the elastomeric bearings 29. This results in a corresponding displacement of the tie rods 16, 16' and leads to a rotation of the axle control arm 4, 4 'about its vertical axis. This finally results in the turning movement of the wheel sets 1, l ¹ into a curve-radial position, the parting plane for the unscrewing movement being between the slide plate guides 6, 6 'and the spring plates 27, 27' of the primary spring stage 20, 20 '.

As a result, the turning out of the wheel set 1 is absorbed by the primary spring step 20, 20 'and a deformation of the steel coil spring sets 8, 8' in the x direction is effectively prevented. The solution according to the invention thus allows whose overall height of the primary spring stage 20, 20 'large turning angle of the wheel set 1 can be realized without this overstressing the steel coil spring sets 8, 8'.

The thrust spring elements 3, 3 'also lead to a maximum reduction in the unsprung mass (moment of inertia about the vertical axis), which contributes to good stability behavior and allows very high driving speeds.

7 to 12 show further advantageous forms of training of individual wheelsets, which are all based on the same inventive concept and represent a chassis kit which takes into account the different requirements with regard to the design of the secondary spring stage as well as the drive and braking equipment .

FIG. 7 shows a wheelset single undercarriage 51 according to the invention from FIGS. 1 to 3 or 13, but in a motorized embodiment. Here, a drive motor 52 is suspended on the inside of the chassis frame 10 on the head carrier 22 ′, which drives the wheel set 1 via a clutch 49 and a gear 48. In this case, the braking equipment is provided by means of a wheel-disc brake system 47, 47 ', which are arranged on the c-shaped axle control arm 4 and are accordingly also steered.

In one of the individual wheelsets 50, 50 ', 51, 55, 60 according to the invention, further advantageous designs for carrying a car body 35 consist in arranging a secondary spring stage 31, 32, 33, 34 according to one of FIGS. 8 to 11 ¬ nen. Here, the secondary spring stage 30, 31, 32, 33, 34 can be used both with air springs and with steel coil springs, or known rubber springs or a combination thereof.

FIG. 11 shows an individual wheel set 55 according to the invention from FIGS. 1 to 3 or 13, but in an embodiment for low-floor applications in which a floor of the car body can be trough-shaped between the wheels of the wheel set 1 ' . For this purpose, the head carriers 22, 22 'of the undercarriage frame 10 are cranked downwards and the braking equipment is provided by means of a wheel disc brake system 47, 47' which is arranged on the head carrier 22. The trough-shaped passage of the car body also results in a different arrangement of a secondary spring stage 31, which is placed on the longitudinal beams 21, 21 'of the chassis frame 10 and has a lower overall height due to the nesting of the air springs 23, 23' and the rubber emergency springs 24 , 24 'has.

In a further conceivable exemplary embodiment, the head supports 22, 22 ′ which are cranked downward can also be used to implement a driven wheel set according to the invention from FIGS. 1 to 3 or 13. In this case, a drive motor 52 'is suspended from the body 35 and drives the individual wheelset 51' in a known manner via a cardan shaft and a wheelset gear.

FIG. 12 shows a motorized wheelset single running gear 60 according to FIG. 7, but in a particularly light version. In this case, a chassis frame 10 has been dispensed with if the chassis is otherwise identical. By eliminating this intermediate chassis mass, the primary spring stage 20, 20 'can also be dispensed with. Both measures contribute significantly to reducing the weight of such undercarriages of the invented type according to the invention, which are otherwise preferably carried out in two stages. The drive motor 52 'can, for example, be designed as a Tatzlagermotor, which is supported on the one hand on the wheel set 1 and on the other hand is suspended from the car body 35 or the C-shaped wishbone bracket 4. In addition, a wheel-disc brake system 47, 47 'is suspended from the c-shaped wishbone bracket 4', which is also provided with a torque support 54. The secondary spring stage 31, 31 * is arranged directly above the slide plate guides 6, 6 ', which in turn form the parting plane for turning the wheel set 1 out. For this purpose, the slide plate guides 6, 6 'have a segment-like shape, and the spring plates 27, 27' arranged below the secondary spring step 31, 31 'are designed on their underside as counterparts to the slide plate guide 6 and each have a guide rod 7 , 7 * hinged to the body 35. Thus, the wheel set 1 together with the c-shaped wishbone bracket 4 can perform a centrally defined turning movement about its vertical axis, which is absorbed by the secondary spring step 31, 31 *.

These measures not only advantageously achieve the object on which the invention is based, but also create a chassis construction kit which enables a wide variety of requirements with regard to the configuration of the secondary spring stage and the drive and brake equipment.

REPLACEMENT LEAF

Claims

Claims:

1. Suspended wheelset single chassis, characterized in that it has a horizontal parting plane (6, 27) for pivoting the wheelset (1) and means (15, 25) for the compulsory arc radial adjustment of the wheelset (1) relative to one Chassis frame (10) and / or a Wagen¬ box (35) are provided.

2. wheelset single chassis, preferably according to at least one of the claims, characterized in that it is supported on the pivotable wheelset (1) via a primary spring stage (20, 20 ') of the chassis frame (10) on which a secondary spring stage (30, 31, 32, 33, 34) is arranged, which carries the carriage body (35).

3. Single wheelset chassis, preferably according to at least one of the claims, characterized in that on a wheelset (1) a c-shaped wishbone bracket (4) is arranged, which connects the two axle bearings (2, 2 ') to each other and one Control device (15, 15 ') is fixed for the common arcuate setting.

4. Single wheelset chassis, preferably according to at least one of the claims, characterized in that on a c-shaped axle control arm (4) on rubber-elastic bearings (29) on the one hand a trailing arm (11) is arranged in the center and in the x direction with a chassis frame (10) is connected and the c-shaped wishbone bracket (4) on the other hand is supported at its two outer ends via rubber-elastic bearings (29) with each stabilizer bar (5, 5 ') in the vertical direction on the chassis frame (10) . 5. Single wheelset chassis, preferably according to at least one of the claims, characterized in that above the axle bearings (2, 2 ') each have a rubber thrust spring element (3, 3') and a slide plate guide (6, 6 ') are arranged, which the latter serves as a parting plane for turning out the wheel set (1) when cornering.

6. Single wheelset undercarriage, preferably according to at least one of the claims, characterized in that the longitudinal characteristic of the rubber thrust spring elements (3, 3 ') initially has a small linear area with a low rigidity, which then is in a second area increases abruptly and progressively, and the two areas are coordinated with one another in such a way that the run-on angle wheel / rail is minimized when driving in tight bends under the worst conditions.

7. Single wheelset chassis, preferably according to at least one of the claims, characterized in that a slide plate guide (6, 6 ') has a circular segment-like shape, and a wheelset (1) together with the c-shaped Achslenker¬ bracket (4) one executes a centrally defined turning movement about its vertical axis, which is absorbed by a primary spring stage (20, 20 ').

8. wheelset single chassis, preferably according to at least one of the claims, characterized in that for damping the dynamic turning movements that a wheelset (1) with a c-shaped wishbone bracket (4) relative to a chassis frame (10), between this and one C-shaped Achslen¬ handlebar (4) anti-rotation elements (26, 26 ') are provided.

REPLACEMENT LEAF 9. Single wheelset chassis, preferably according to at least one of the claims, characterized in that a primary spring stage (20, 20 ') is arranged above the sliding plate guide (6, 6'), which carries a chassis frame (10) and each one , on a spring plate (27, 27 ') standing steel coil spring set (8, 8') and a rubber spring washer (9, 9 ') arranged above it.

10. Single wheelset chassis, preferably according to at least one of the claims, characterized in that a spring plate (27, 27 ') in the x direction via a substantially horizontal guide rod (7, 7') on the chassis frame (10) articulated and formed on its underside as a counterpart to the slide plate guide (6, 6 '), in the parting plane of which the turning movement of a wheel set (1) takes place as a radial sliding movement.

11. Single wheel set, preferably according to at least one of the claims, characterized in that parallel to the primary spring stage (20, 20 ') each have a vertical damper (38, 38') between the axle bearings (2, 2 ') and the Chassis frame (10) is arranged.

12. Single wheelset chassis, preferably according to at least one of the claims, characterized in that the guide of the wheelset (1) has a very low rigidity in the transverse direction and this results from the respective transverse rigidity of the rubber thrust spring elements (3, 3rd ') in series with the primary spring stage (20, 20'), consisting of the transverse spring stiffness of the steel coil spring sets (8, 8 ') and the rubber spring washers (9, 9') arranged above them and the resul¬ the transverse rigidity of the rubber-elastic bearings (29) of the stabilizer rods (5, 5 '), the guide rods (7, 7'), the trailing arm (11) and the tie rod (16, 16 '). 13. Single wheelset chassis, preferably according to at least one of the claims, characterized in that the slide plate guides (6, 6 ') transmit the transverse forces to the spring plates (27, 27') lying above them, and roll moments about the x-axis via the primary spring stage (20, 20 ') and the c-shaped axle control arm (4) with the stabilizer rods (5, 5').

14. Single wheelset chassis, preferably according to at least one of the claims, characterized in that a chassis frame has a square shape and consists of the two longitudinal beams (21, 21 ') and the two head carriers (22, 22').

15. Single wheelset chassis, preferably according to at least one of the claims, characterized in that a secondary spring stage (30, 31, 32, 33, 34) is arranged and each of an air spring (23, 23 ') and There is a rubber emergency spring (24, 24 ') arranged underneath in series, both of which are optionally arranged on a cylindrical support (36, 36 *) containing the additional air volume and carry a car body (35).

16 .. Single wheelset chassis, preferably according to at least one of the claims, characterized in that a secondary spring stage (30, 30 ') between a chassis frame (10) and a car body (35) arranged vertical damper (39 , 39 *), horizontal damper (41, 41 '), a transverse play limitation, each consisting of a resilient element (43, 43'), and each having a fixed stop (42, 42 *) and a roll support (40).

17. Single wheel set, preferably according to at least one of the claims, characterized in that the On its side facing away from the c-shaped axle control arm (4), the chassis frame (10) has two upper frame links (12, 12 ') and two lower frame links (13, 13') each on a base which is wide in the transverse direction and is parallelogram-like are connected to the car body (35) via rubber-elastic bearings (29).

18. Wheelset single undercarriage, preferably according to at least one of the claims, characterized in that the undercarriage frame in the region of the head support (22) is provided with two brake supports (44, 44 '), on which a shaft-disc brake system (46) is arranged is.

19. Single wheel set, preferably according to at least one of the claims, characterized in that the brake carriers (44, 44 ') are arranged on the c-shaped axle control arm (4).

20. Wheelset single undercarriage, preferably according to at least one of the claims, characterized in that two axially symmetrically arranged wheelset single undercarriages (50, 50 ') with a car body (35) are a two-axle rail vehicle

(45) and form a single wheelset undercarriage (50 ') by a control device (25) with an adjacent car body (35') and the single wheelset undercarriages (50, 50 ") of two adjacent, coupled, two-axle rail vehicles (45, 45 ') are connected to one another by a control device (15, 15').

21. Single wheel set, preferably according to at least one of the claims, characterized in that a control device (25) has a decoupling tube (58) arranged transversely on a car body (35 ') in the direction of travel and rotatably mounted in bearings (59, 59') ) with vertical has arms (57, 57 ') and a control rod (56, 56') is attached to each of them via rubber-elastic bearings (29).

22. Single wheel set, preferably according to at least one of the claims, characterized in that the control rods (56, 56 ') are connected via rubber-elastic bearings (29) to a balancer (53) which is arranged at a pivot point (61) its vertical axis is pivotally arranged on the front of a car body (35).

23. Single wheelset chassis, preferably according to at least one of the claims, characterized in that a balancer

(53) is connected via a cable pull (62, 62 ') to a vertical deflection lever (63, 63'), on each of which a control rod (17, 17 ') engages and the control movement is based on one, Single wheel set (50 ') handlebar levers

(14, 14 ') transmits.

24. Single wheel set, preferably according to at least one of the claims, characterized in that the cables

(62, 62 ') are guided over guide rollers (65, 65') attached to the car body (35) and a turnbuckle (66, 66 ') is provided.

25. Single wheelset undercarriage, preferably according to at least one of the claims, characterized in that instead of the cables (62, 62 '), known handlebar-lever systems, cross anchors or actuating cylinders acted upon by a medium are arranged.

26. Single wheel set, preferably according to at least one of the claims, characterized in that a control device (15, 15 ') between the rotationally symmetrically arranged single wheel sets (50, 50') of two adjacent,

ERS Coupled, two-axle rail vehicles (45, 45 ') is provided.

27. Wheelset single undercarriage, preferably according to at least one of the claims, characterized in that a control device (15, 15 ') which arises when cornering between the undercarriage frames (10, 10 ") of two wheelset single undercarriages (50, 50") Kink angle on each wheelset (1, 1 *) transmits.

28. Single wheelset chassis, preferably according to at least one of the claims, characterized in that a control device (15, 15 ') laterally extends outside the chassis frame (10, 10') in front of the head carrier (22, 22 ') the middle of which has a decoupling tube (18, 18 ') with vertical lever arms (37, 37') which is arranged in a staggered manner and rotatably mounted in bearings (19, 19 ') and on each of which a control rod (17 , 17 ') is attached.

29. Single wheel set, preferably according to at least one of the claims, characterized in that a control rod (17, 17 ') via rubber-elastic bearings (29) with the inner pivot points of a handlebar lever (14, 14') connected and the control movement is transmitted to the c-shaped axle control arm (4) via tie rods (16, 16 ') arranged at the central pivot points in rubber-elastic bearings (29).

30. Single wheel set, preferably according to at least one of the claims, characterized in that the handlebar levers (14, 14 ') with their outer pivot points in rubber-elastic bearings (29), for example in front of the head carrier (22, 22') on the chassis frame (10) are attached and the handlebar levers (14, 14 ') contain a translation due to the arrangement of the middle and outer pivot points.

31. Single wheelset, preferably according to at least one of the claims, characterized in that a drive motor (52) is arranged inside the chassis frame (10) on the head carrier (22 ') and via a clutch (49) and a transmission (48) drives a wheel set (1) and a wheel-disc brake system (47, 47 ') is provided on a c-shaped axle control arm.

32. Single wheelset, preferably according to at least one of the claims, characterized in that the

Head supports (22, 22 ') of a chassis frame (10) for low-floor applications are cranked downwards and a wheel-disc brake system (47, 47') is arranged on each of them.

33. Single wheelset undercarriage, preferably according to at least one of the claims, characterized in that a drive motor (52 ') is arranged on the car body (35) and, in a known manner, via a cardan shaft and a wheelset gearbox, a wheelset - Single chassis (51 ') drives.

34. Single wheelset chassis, preferably according to at least one of the claims, characterized in that a particularly light version has a c-shaped wishbone bracket (4) which together with a rubber thrust spring element (3, 3 ') and a slide plate guide (6, 6 ') turns a wheel set (10) against a secondary spring stage (31, 31').

35. Single wheelset, preferably according to at least one of the claims, characterized in that a drive motor (52 ') is designed as a Tatzlager motor and itself is supported on the one hand on a wheel set (1) and on the other hand on the c-shaped wishbone bracket (4 ¹ ) and the latter has a torque support (54) and a wheel disc brake system (47, 47 ').

36. Suspended wheelset single running gear with supporting and sliding means, characterized in that the running gear above the axle bearings (2, 2 *) has a horizontal separating plane (6, 27) for pivoting a wheelset (1) and means (15, 25) are provided for the compulsory arc radial adjustment of the wheel set (1) relative to a chassis frame (10) and / or a car body (35).