EP1901952B1 - Drive for rail vehicles - Google Patents

Abstract

This invention comprises a running gear for rail vehicles with at least three wheel sets housed in a bogey frame and at least one steering device that makes possible a transverse displacement of an end wheel set, wherein the bogey frame, seen in longitudinal direction, has several sections, wherein at least the frontmost section, seen in the direction of travel, in which the leading wheel set is arranged, is connected horizontally pivotable to a second, rigid section, characterized in that at least the frontmost section, seen in the direction of travel, of the bogey frame in which the leading wheel set is arranged is formed as a parallelogram that can be displaced transversely to the longitudinal axis of the bogey frame.

Description

The invention relates to a drive for rail vehicles with at least three, mounted in a bogie frame wheelsets and at least one transverse displacement of a Endradsatzes enabling steering device, the bogie frame seen in the longitudinal direction has several sections, of which at least viewed in the direction of travel foremost section in which the leading Wheel set is arranged horizontally pivotally connected to a second, rigid portion, wherein at least viewed in the direction of travel foremost portion of the bogie frame in which the leading wheelset is arranged as transversely to the longitudinal axis of the bogie frame displaceable parallelogram is formed.

In rail vehicles in which the wheelsets are guided in the longitudinal direction rigidly or with little longitudinal clearance in the drive frame, caused by the parallel position primarily on the Endradsätzen by tarnishing the outer rail in an acute starting angle increased lateral forces and increased wear.

In two- or multi-axis drives, it is already known to control the Endradsätze by shifting transversely to the direction of obliquely arranged to the longitudinal direction of the vehicle trailing arms in an approximately radial position, the turning of the obliquely arranged trailing arm generates a longitudinal displacement of the wheelset bearing, each left and right is in opposite directions. A similar device goes out of the DE 2 118 955 out.

To relieve the rail of additional forces resulting from the constraint of the drive between the inner and outer rail, a known drive is designed with a transversely displaceable Mittelradsatz.

The coupling of the transverse movements of the middle wheel sets with the wheel setting of Endradsätze via linkage is already known from various arrangements, but usually of longitudinal forces by tensile or braking forces of the rail vehicle are influenced so that the tax effect is adversely affected. Such a steering linkage goes out of the JP 9-226575 out.

The DE 1 605 113 shows a low-floor car, wherein the frame of a leading wheel is vertically pivotable relative to the rest of the frame. By Silentblocklagerung this frame of the leading wheelsets, in particular its inner axis, assume a skewed position.

Another genre foreign state of the art goes from the EP 0 765 791 B1 and the EP 0 046 457 out.

The invention has for its object to provide a three-axle drive for rail vehicles, which allows a limitation of the forces acting on the shifted Endradsatz shear forces and which also represents a structurally simple and robust solution.

According to the invention this is achieved in that the steering device comprises an adjusting device for aligning the horizontally pivotable portion of the bogie frame in the longitudinal direction of the rigid bogie frame portion, wherein the adjusting device has at least two counteracting, preferably hydraulic actuating cylinder, which are each associated with a Radsatzlenker.

In order to keep the wear occurring on the wheelsets due to the transverse displacement of the wheel set low, it has proved to be advantageous if the lateral pivoting of the Radsatzlenker, i. the transverse displacement of the pivotable portion of the bogie frame is limited, which is achieved according to the invention when the steering device comprises an adjusting device for aligning the horizontally pivotable portion of the bogie frame in the longitudinal direction of the rigid bogie frame portion.

A structurally simple solution according to the invention results when the adjusting device has at least two counteracting, preferably hydraulic actuating cylinder, which are each associated with a Radsatzlenker and with a End are rotatably mounted on a Radsatzlenker and are connected at the opposite end to the rigid bogie frame portion, preferably with a projecting into the pivotable front portion of the bogie frame holding member of the rigid bogie frame portion.

In this case, the actuating cylinders operatively connected via a supply line each have an inner cylinder movably mounted in the actuating cylinder housing and a piston movably mounted in the inner cylinder, the actuating cylinders not only serve as a limiting device for laterally swiveling the pivotable portion of the bogie frame, but also allow alignment of the pair of wheel set arms in the exact longitudinal direction of the bogie frame, in particular when the two pistons of the two actuating cylinders are acted upon or acted upon by a preferably variable system pressure.

For this purpose, according to a further embodiment of the invention, the supply lines to a memory, preferably a bladder accumulator, connected to the pressure medium, wherein the system pressure on the bladder accumulator and the supply lines is kept substantially constant.

Since the lateral swinging of the movable frame parts is adjustable via the system pressure prevailing on the adjusting cylinders, it is possible to limit the lateral forces acting on the wheelset via the system pressure and to keep them within a range in which the occurring wear is as low as possible and on the other roll movements that can occur in freely movable frame parts of the bogie frame, can be reduced or avoided completely.

In order to minimize the wear on the mechanical stops, a further embodiment of the invention provides that the inner cylinder and / or the piston of at least one actuating cylinder is damped in one or both end positions by means of a damping device, it being for effective damping of vertical, lateral and longitudinal movements of the wheelset or the wheelset has been found to be favorable when the preferably hydraulic Damping device as a function of the speed of travel of the rail vehicle and / or the deflection of the pivotable portion of the bogie frame and / or the direction of movement of the / the inner cylinder (s) is adjustable.

Due to the fact that the transverse displacement of the Endradsatzes no longer as in the prior art with separate links, but according to the invention directly by means of a pivoting portion of the bogie frame, an extremely robust design is achieved, limiting the lateral force even at axle loads up to 250 kN and driving speeds up to 230 km / h allowed.

According to a preferred embodiment of the invention, the bogie frame three sections, in each of which a wheel is mounted, on, wherein the front portion is connected to the leading wheel and the rear portion with the trailing wheel horizontally pivotally connected to the central rigid portion or are ,

In order to be able to maintain the ratio between the forces acting essentially transversely to the longitudinal direction of the drive and the forces acting vertically on a wheel set, preferably smaller than 1: 3, another embodiment of the invention provides for the steering device to shift at least one end wheel set transversely by more than 30 mm, preferably more than 50 mm, is formed and arranged, with transverse displacements of 90 mm and more is possible and desirable.

According to a further preferred embodiment of the invention, the steering device comprises two wheelsets, which are formed by pivotal parts of the bogie frame, wherein the substantially parallel Radsatzlenker, which are arranged with respect to the central longitudinal axis of the bogie frame, at one end hinged to the rigid Part of the bogie frame are connected and coupled to each other via a preferably arranged at the opposite end guide rod. In other words, arranged in the longitudinal direction of the drive parts of the rotary frame frame in the front and / or rear portion of the Bogie frame pivotally mounted on the central rigid portion of the bogie frame and form in this way two on both sides of the central longitudinal axis of the drive arranged in parallel Radsatzlenker, the parallelism of the two Radsatzlenker is ensured via a two Radsatzlenker coupling rod together. That is, the pivotable portion of the bogie frame is moved as a parallelogram transverse to the longitudinal axis of the bogie frame.

In order to impart the necessary stability to the bogie frame according to the invention despite the pivotability of a portion of the bogie frame is provided according to a further embodiment of the invention that the wheelset seen from the side are substantially L-shaped and with their vertical legs over at least one, preferably two joint (s), preferably spherical bearings are spatially movably connected to the rigid part of the bogie frame, whereby the pivotable portion of the bogie frame is not only horizontally movable, but also vertical relative movements between the pivotable and the rigid portion of the bogie frame can be compensated.

To transmit the tensile and braking forces of the wheelsets on the bogie frame provides a further embodiment of the invention that at least one wheel of the drive is coupled via preferably two pull / push rods with the rigid portion of the bogie frame, the pull / push rods on her one end with the preferably formed as a support for the primary springs axle box and are connected at its other end to the rigid portion of the bogie frame movable.

Is the distance between the deflection points of the push / push rods at least at one arranged in a pivotable portion of the bogie frame wheelset greater than the distance of the deflection of the push / pull rods on the rigid portion of the bogie frame, resulting from the oblique arrangement of train / Push rods a steering angle by which the normal when driving straight to the longitudinal axis of the rigid portion of the bogie frame axle can be pivoted. The steering angle depends on the spread angle, which includes the two diagonally arranged pull / push rods with each other, from.

In order to compensate for the inequality in the lateral swinging between the loose wheelset and guided by means of the actuating cylinder pivotal frame parts of the bogie frame and thus to prevent that arranged between the wheelset and the pivotal parts of the bogie frame primary springs too strong twist or see a further embodiment of the ereindung that between the primary springs of the wheel and the pivotal parts of the bogie frame preferably plate-shaped sliding elements are arranged, at which the primary springs are supported with its opposite end of the carrier, a structurally particularly simple solution is achieved when the Sliding elements movable, preferably centered about a pin, are arranged on the pivotable parts of the bogie frame.

To relieve the drive from the transmitted by means of the push / pull rods of the wheelsets on the drive train and braking forces is provided according to a further embodiment of the invention that the drive to the vehicle body of the rail vehicle via a device for transmitting the Braking and pulling forces is connected, wherein the device has a first pivotally connected to the vehicle body pivoting element and a second with the drive, in particular with the rigid portion of the bogie frame, pivotally connected coupling element and a connecting element connecting the two hinge elements, with the lowest possible Radsatzentlastung is reached when the device for transmitting the braking and pulling forces is arranged lying in relation to the wheelset axles deeper.

Fig. 1a und 1b

schematisch eine Ansicht und eine Draufsicht auf ein Schienenfahrzeug mit einem erfindungsgemäßen Laufwerk,

Fig. 2a bis 2c

unterschiedliche Ausführungsbeispiele eines erfindungsgemäßen Laufwerkes,

Fig. 3a und 3b

eine Seitenansicht bzw. eine Draufsicht auf ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Laufwerkes,

Fig. 4a

den schwenkbaren Abschnitt eines Drehgestellrahmens, bei dem der Radsatz mit einer Lenkeinrichtung verbunden ist,

Fig. 4b

die Lage der Stellzylinder der Lenkeinrichtung bei seitlich verschwenktem Abschnitt des Drehgestellrahmens,

Fig. 5

einen schwenkbaren Abschnitt eines Drehgestellrahmens, bei dem der Radsatz über Zug-/Druckstangen mit dem starren Abschnitt des Drehgestellrahmens verbunden ist,

Fig. 6a

schematisch eine Seitenansicht auf ein erfindungsgemäßen Laufwerk mit einer Vorrichtung zum Übertragen der Brems- und Zugkräfte und

Fig. 6b

eine Schnittdarstellung entlang der Schnittfläche C-C' aus Fig. 6a.

Further details and advantages of the present invention will be explained in more detail below with reference to the description of the figures with reference to the exemplary embodiments illustrated in the drawing. Show:

Fig. 1a and 1b

1 is a schematic view and a top view of a rail vehicle with a drive according to the invention;

Fig. 2a to 2c

different embodiments of a drive according to the invention,

Fig. 3a and 3b

a side view and a top view of another embodiment of a drive according to the invention,

Fig. 4a

the pivotable portion of a bogie frame in which the wheelset is connected to a steering device,

Fig. 4b

the position of the actuating cylinder of the steering device with laterally pivoted portion of the bogie frame,

Fig. 5

a pivotable portion of a bogie frame in which the wheelset is connected to the rigid portion of the bogie frame via push / push rods;

Fig. 6a

schematically a side view of a drive according to the invention with a device for transmitting the braking and pulling forces and

Fig. 6b

a sectional view along the cut surface CC 'from Fig. 6a ,

The Fig. 1a and 1b schematically show a rail vehicle 1 in view and plan view, in which the vehicle body 24 is mounted on two drives 20 according to the invention. Each drive has three sets of wheels 3, 3 ', which are arranged in a bogie frame. In particular from Fig. 1b it can be seen that the both Endradsätze 3 'of the drives 20 of the rail vehicle 1 are swung or moved transversely.

The Fig. 2a to 2c show several possible arrangements for wheelsets 3, 3 'in a drive 20 according to the invention Fig. 2a only the front Endradsatz 3 'transversely slidably or pivotally mounted in the drive 20, while at Fig. 2b both Endradsätze 3 'are arranged transversely slidably or pivotally mounted on the bogie frame. In the embodiment according to Fig. 2c is the front Endradsatz 3 'in turn arranged transversely displaceable in the drive 20. In contrast to the embodiments according to Fig. 2a and 2b However, the wheelset 3 'is not pivoted. In all the embodiments shown, the pivot point of the drive is located vertically above the middle rigid wheelset. 3

The Fig. 3a and 3b The drive 20 has a bogie frame 2, 2 ', in which viewed in the direction of travel F foremost portion A is horizontally pivotally connected to the second rigid portion B of the bogie frame 2, 2 'is connected. In this front portion A are on both sides of the central longitudinal axis M of the bogie frame 2, 2 'parallel Radsatzlenker 5, 5' are arranged, which are pivotally connected at its one end to the rigid portion B of the bogie frame 2, 2 ', while at their opposite ends are coupled together via a guide rod 6. The Radsatzienker 5, 5 'formed by pivotal parts of the bogie frame 2, 2' are viewed from the side substantially L-shaped and with their vertical legs 7, 7 'via two joints 8, 8', 9, 9 ', preferably Ball joints, movably connected to the rigid portion B of the bogie frame 2, 2 '. It has proved to be favorable when the upper joint 8, 8 'is designed as a rigid support in the vertical direction and the lower hinge 9, 9' as a floating bearing in the vertical direction.

At least the Achslagergehäuse 19 of the pivotable portion A of the bogie frame 2, 2 'arranged wheel 3' is simultaneously formed as a support for the primary springs 21, wherein the primary springs 21 are supported at the opposite end to the support on a plate-shaped sliding member 22. Around to minimize the acting on the primary springs 21 due to the different radial deflection of the Radsatzlenker 5, 5 'and the wheels of the wheelset 3 twisting / twisting forces, the plate-shaped sliding elements 22 are rotatably mounted on the Radsatzlenkern 5, 5' centered about pins 23 ,

For aligning the pivotable portion A of the bogie frame 2, 2 'in the exact longitudinal direction L of the rigid portion B of the bogie frame 2, 2', an adjusting device 10 is arranged, which has two mutually opposing actuating cylinder 11, 11 '. Both actuating cylinders 11, 11 'are pivotally mounted at their outer end to the Radsatzlenkern 5, 5' and preferably rotatable at their mutually facing ends on a rigid support member 12 which is connected to the rigid portion B of the bogie frame 2, 2 'and in the pivotable portion A of the bogie frame 2, 2 'protrudes, connected. The transverse displacement of the pivotable portion A of the bogie frame 2, 2 'is thus limited by the actuating cylinder 11, 11', as with reference to the Fig. 4a and 4b will be explained later.

About train / push rods 18, 18 'of the wheel 3' of the pivotable portion A of the bogie frame 2, 2 'held in the lane. In order to minimize the wear during bow travel, the arrangement of the pull / push rods 18 takes place such that the pull / push rods 18, 18 'include a spread angle α, the pull / push rods 18, 18' from the wheel 3 'in Direction of the rigid portion B of the bogie frame 2, 2 'taper. In this case, the pull / push rods 18, 18 'on the axle box 19 of the wheel 3' and the rigid portion B of the bogie frame 2, 2 'rotatably disposed, the storage of the train / push rods 18, 18' at the rigid portion B of the bogie frame 2, 2 'preferably takes place via an elastomeric element.

With reference to the Fig. 4a and 4b the operation of the adjusting device 10 for aligning the pivotable portion A of the bogie frame 2, 2 'is explained in more detail below. How out Fig. 4a it can be seen, the two actuating cylinders 11, 11 'each have a cylinder housing 13, 13' and an inner cylinder 14, 14 'arranged in the cylinder housing 13, 13' with a piston 15, 15 'movable therein. The two actuating cylinders 11, 11 'are connected to one another via a supply line 31 operatively connected, wherein the pistons 15, 15 'of the two inner cylinders 14, 14' are acted upon via the supply line 31 with pressure. So that this pressure can be kept constant, the supply line 31 is connected to a bladder accumulator 16. This means that the ratio between the lateral force and the vertical force occurring at the wheels of the wheel set 3 'is limited, wherein the force ratio is variably adjustable when the system pressure is variable.

Both end bearings of the inner cylinder 14, 14 'and the cylinder piston 15, 15' are damped by hydraulic damping devices 17, 17 ', on the one hand to keep the wear on the adjusting cylinders 11, 11' low and on the other hand jerky movements during pivoting of the Radsatzlenker 5, 5th ' to avoid. Both actuating cylinders 11, 11 'are equipped with hydraulic damping devices 17, 17' in the form of damping circuits which damp the movement of the inner cylinders 14, 14 '. The damping amount can be regulated depending on the speed of the vehicle and / or depending on the Schwenkrahmenauslenkung and / or depending on the direction of movement of the inner cylinder.

How out Fig. 4a can be seen when driving straight ahead, ie when the wheelset 5, 5 'of the pivotable portion A of the bogie frame 2, 2' in the longitudinal direction L of the rigid portion B of the bogie frame 2, 2 'are aligned, the two inner cylinder 14, 14' completely retracted, ie they are in the middle longitudinal axis M of the bogie frame 2, 2 'facing end portions of the cylinder housing 13, 13'. The pistons 15, 15 ', however, are extended and are located in the outer end regions of the inner cylinders 14, 14'.

In Fig. 4b is the pivotable portion A of the bogie frame 2, 2 'swung to the right. For reasons of clarity, the representation of the supply line 31 and the damping devices 17, 17 'has been dispensed with. From the figure it can be seen that at maximum deflection of the pivotable portion A in the actuating cylinder 11 of the inner cylinder 14 in the Radsatzlenker 5 associated end portion of the cylinder housing 13 and the piston 15 is fully extended, ie it stands on the Radsatzlenker 5 associated end of the inner cylinder 14 on. By contrast, in the case of the opposite actuating cylinder 11 ', the inner cylinder 14 is located in the end region of the wheel set link 5' facing away from the wheel set Cylinder housing 13 and the piston 15 'is fully retracted, ie it stands on the Radsatzlenker 5' opposite end of the inner cylinder 14 at.

In Fig. 5 schematically the articulation of the wheelset 3 'via pull / push rods 18, 18' shown. The solid lines show the pivotable portion A of the bogie frame when driving straight, while the dashed lines show the front portion of the bogie frame 2, 2 'in the swung-out position. For reasons of clarity, the representation of the axle box housing on which the pull / push rods are arranged has been dispensed with.

The arranged under the spread angle α pull / push rods 18, 18 'are rotatably mounted by means of an elastomeric element 30 on the rigid portion of the bogie frame 2, 2'. When pivoting the Radsatzlenkers 5 in the maximum Ausschwenkposition 5 * the wheel 3 'is also moved to the right, so that the deflection point u of the pull / push rod 18 due to the rotatable mounting of the same rigid part B of the bogie frame 2, 2' along a circular path in its end position u * is moved. The same naturally also applies to the deflection point of the pull / push rod 18 '. The displacement of the deflection points results in a pivoting of the wheelset axle of the wheel set 3 ', wherein the pivot angle of the wheelset axle corresponds to the steering angle β. The steering angle β depends on the spread angle α, which include the two pull / push rods 18, 18 'together, in direct proportion.

When drive according to the invention so the transverse displacement of the leading wheel 3 'by means of the pivotable portion A of the bogie frame 2, 2' allows, the leading wheel 3 'is not actively controlled, but is held by an adjusting device 10 in the lane to defined tracking forces to take over and avoid excessive lurching. To reduce the wear on the edges of the leading wheel 3 'drive 20 of the invention is further connected via conically arranged pull / push rods 18, 18' to the rigid portion B of the bogie frame 2, 2 ', which allows the determination of a steering angle β. It is thus in the drive 20 according to the invention both an allowable range for the transverse displacement of pivotable portion A of the bogie frame 2, 2 'and a permissible range for the deflection of the leading wheel set 3' set.

In Fig. 6a is schematic in a view and in Fig. 6b in a sectional view along the cutting surface CC 'an inventive drive 20 with a device 25 for transmitting the braking and pulling forces from the drive 20 shown on the vehicle body 24. The device 25 has a first articulation element 26, a second articulation element 27 and a connecting element 28 connecting the two articulation elements 26, 27 and is arranged lying deeper in relation to the wheel set axles 29, 29 '. In this case, the first coupling element 26 is rotatably mounted horizontally with the vehicle body 24 about a vertical axis z. The second link 27 is formed yoke-shaped and rotatably supported by the rigid portion B of the bogie frame 2, 2 'about a horizontal axis y. The connecting element 28 has two links, which are arranged obliquely to each other in a plane and on the one hand with the second pivot member 27 about a vertical axis x and on the other hand rotatably connected to the first pivot member 26 via ball joints v, v '. The angle γ, which the two links of the connecting element 28 enclose with each other and which is not equal to zero, ensures that the radial orientation of the rigid portion B of the bogie frame 2, 2 'from the lateral relative movement between the rigid bogie frame portion B and the vehicle body 24 influenced is.

the same effect could be achieved even if the first and the second coupling element and the connecting element in horizontal planes are pivotable relative to each other and the first and / or the second coupling element with the drive or the vehicle body via a ball joint is pivotally connected / are.

The illustrated embodiments of rail vehicles according to the invention with a plurality of mounted in a bogie frame wheelsets and a transverse displacement of a Endradsatzes enabling steering device are of course not to be understood in a limiting sense, but just a few examples of numerous possibilities the inventive idea of a steering device for a rail vehicle with a 3-axis To realize drive in which the steering device comprises pivoting bogie frame parts.

Claims (20)

1. Running gear (20) for rail vehicles with at least three wheel sets (3, 3') housed in a bogey frame (2, 2') and at least one steering device (4) that makes possible a transverse displacement of an end wheel set (3'), wherein the bogey frame (2, 2'), seen in longitudinal direction, has several sections (A, A', B), wherein at least the frontmost section (A), seen in the direction of travel, in which the leading wheel set (3') is arranged, is connected horizontally pivotable to a second, rigid section (B), wherein at least the frontmost section (A), seen in the direction of travel, of the bogey frame (2, 2') in which the leading wheel set (3') is arranged is formed as a parallelogram (5, 5', 6) that can be displaced transversely to the longitudinal axis of the bogey frame (2), characterized in that the steering device (4) has an adjusting device (10) for aligning the horizontally pivotable section (A, A') of the bogey frame (2, 2') in longitudinal direction (L) of the rigid bogey frame section (B), wherein the adjusting device (10) has at least two, preferably hydraulic adjusting cylinders (11, 11') operating diametrically opposed, which are each allocated to a wheel set guide (5, 5').
2. Running gear according to claim 1, characterized in that the bogey frame (2, 2') has three sections (A, B, A'), in each of which a wheel set (3', 3, 3') is housed, wherein the front section (A) with the leading wheel set (3') and the rear section (A') with the trailing wheel set (3') is or are formed as a parallelogram (5, 5', 6) that can be displaced transversely to the longitudinal axis of the bogey frame (2) and connected horizontally pivotably to the middle, rigid section (B).
3. Running gear according to one of claims 1 or 2, characterized in that the steering device (4) is formed and arranged for the transverse displacement of at least one end wheel set (3') by more than 30 mm, preferably more than 50 mm.
4. Running gear according to one of claims 1 to 3, characterized in that the at least one steering device (4) has two wheel set guides (5, 5') which are formed by pivotable parts of the bogey frame (2, 2').
5. Running gear according to one of claims 1 to 4, characterized in that the substantially parallel wheel set guides (5, 5') which are arranged opposing in relation to the middle longitudinal axis (M) of the bogey frame (2, 2') are hinged at their one end to the rigid section (B) of the bogey frame (2, 2') and coupled to each other via a guide rod (6) preferably attached to the opposite end.
6. Running gear according to one of claims 1 to 5, characterized in that the wheel set guides (5, 5') are formed substantially L-shaped seen from the side and are connected spatially movable with their vertical legs (7, 7') via at least one, preferably two joint(s) (8, 8', 9, 9'), preferably rocker bearings, to the rigid section (B) of the bogey frame (2, 2').
7. Running gear according to one of claims 1 to 6, characterized in that the at least two adjusting cylinders (11, 11') operating against each other are each housed movable in rotation to a wheel set guide (5, 5') with one end and connected with their opposite end to the rigid bogey frame section (B), preferably to a holding element (12), projecting into the pivotable section (A, A') of the bogey frame (2, 2'), of the rigid bogey frame section (B).
8. Running gear according to one of claims 1 to 7, characterized in that the two adjusting cylinders (11, 11') operatively connected via a supply line (31) each have an inner cylinder (14, 14') arranged movable in an adjusting cylinder casing (13, 13') and also a piston (15, 15') housed movable in the inner cylinder (14, 14'), wherein the pistons (15, 15') of the two adjusting cylinders (11, 11') can be or are acted on by a system pressure that can preferably be changed.
9. Running gear according to claim 8, characterized in that the supply line(s) is/are connected to a memory (16), preferably a bubble memory, for a pressure medium.
10. Running gear according to claim 8 or 9, characterized in that the inner cylinder (14, 14') and/or the piston (15, 15') of at least one adjusting cylinder (11, 11') is/are damped in one or both end-positions by means of a damping device (17, 17').
11. Running gear according to claim 10, characterized in that the preferably hydraulic damping element (17, 17') can be set according to the travel speed of the rail vehicle (1) and/or the swinging out of the pivotable section (A, A') of the bogey frame (2, 2') and/or the direction of movement of the inner cylinder(s) (14, 14').
12. Running gear according to one of claims 1 to 11, characterized in that at least one wheel set (3, 3') of the running gear (20) is coupled to the rigid section (B) of the bogey frame (2, 2') via preferably two pull-push rods (18, 18').
13. Running gear according to claim 12, characterized in that the pull-push rods (18, 18') are movably connected at their one end to the axle box case (19) preferably formed as carrier for the primary springs (21) and at their other end to the rigid section (B) of the bogey frame (2).
14. Running gear according to claim 12 or 13, characterized in that the wheel set axis of the wheel set (3') which is coupled via the pull-push rods (18, 18') to the rigid section (B) of the bogey frame (2) is pivotable to the longitudinal axis of the rigid section (B) of the bogey frame (2) about a steering angle (β).
15. Running frame according to claim 12 or 14, characterized in that the distance (a) between the reversing points of the pull-push rods (18, 18') is greater, at least at a wheel set (3') arranged in a pivotable section (A, A') of the bogey frame (2, 2'), than the distance (b) between the reversing points of the pull-push rods (18, 18') at the rigid section (B) of the bogey frame (2).
16. Running gear according to claim 15, characterized in that the pull-push rods (18, 18') are building a spreading angle (α), wherein the steering angle (β) depends directly proportional from the spreading angle (α).
17. Running gear according to one of claims 1 to 16, characterized in that, between the primary springs (21) of the wheel set (3') and the wheel set guides (5, 5'), preferably plate-shaped sliding elements (22) are arranged against which the primary springs (21) rest with their end lying opposite the carrier.
18. Running gear according to claim 17, characterized in that the sliding elements (22) are attached movably, preferably centred via a pin (23), to the wheel set guides (5, 5').
19. Rail vehicle with a vehicle body and a running gear according to one of claims 1 to 18, characterized in that the running gear (20) is connected to the vehicle body (24) of the rail vehicle (1) via a device (25) for the transmission of the braking and tractive forces, wherein the device (25) has a first linking element (26) hinged to the vehicle body (24) and a second linking element (27) hinged to the running gear (20), in particular to the rigid section (B), of the bogey frame (2, 2'), and a connection element (28) connecting the two linking elements (26, 27).
20. Rail vehicle according to claim 19, characterized in that the device (25) for the transmission of the braking and tractive forces is arranged lying deeper relative to the wheel set axles (29, 29').

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