EP2038157B1 - Chassis frame of a rail vehicle - Google Patents

Description

The present invention relates to a chassis frame for a chassis of a rail vehicle according to the preamble of claim 1. It further relates to a chassis with a chassis frame according to the invention and to a corresponding method for producing a chassis frame.

The production of structural components in the rail vehicle sector, z. B. of frame or cradles for trolleys, especially chassis, today is usually done by welding steel sheets such as from the EP 0 345 708 A1 and the EP 0 564 423 A1 is known. However, this manufacturing method has the disadvantage that it requires a relatively large amount of manual labor, which is why the manufacture of the chassis frame is relatively expensive.

The proportion of cost-intensive manual work can be reduced in principle if cast components are used instead of welded constructions. So it is for example from the GB 1 209 389 A , of the US 6,622,776 B2 or the EP 0 345 708 A1 It is known to use castings of steel or light metal for a chassis frame of a rail vehicle. While according to the GB 1 209 389 A A one-piece cast bogie frame is manufactured according to the US 6,622,776 B2 or the EP 0 345 708 A1 the long beams and the cross member of a bogie made of one or more components of standard cast steel or light metal and then assembled into a bogie frame.

Although the cast steel has the advantage that it is weldable, so this conventional joining method is also applicable to this production variant. However, the steel casting also has the disadvantage that it has a relatively limited flowability. This results in an automated production of relatively large components of complex geometry, such as those chassis frames for rail vehicles, to a reduced process safety, which are unacceptable in view of the high safety requirements that are placed on a chassis of a rail vehicle. Therefore, even in the production of such chassis frame cast iron still relatively many steps to carry out by hand, which is why here - if at all - still can not be achieved in terms of economic aspects satisfactory degree of automation.

Furthermore, it is, for example, from the DE 43 09 004 A1 known to produce relatively small structural supporting parts of the suspension of multi-axle commercial vehicles made of gray iron.

The present invention is therefore based on the object to provide a chassis frame of the type mentioned, which does not have the disadvantages mentioned above, or at least to a lesser extent and in particular allows easy manufacturability and thus an increased degree of automation of manufacturing.

The present invention solves this problem starting from a landing gear frame according to the preamble of claim 1 by the features stated in the characterizing part of claim 1. It solves this problem further starting from a method according to the preamble of claim 19 by the features stated in the characterizing part of claim 19.

The present invention is based on the technical teaching that one can achieve a simple manufacturability and thus an increased degree of automation in the production of a chassis frame for a rail vehicle when the frame body is at least partially made of a gray cast iron material. The gray cast iron material has the advantage that it has a particularly good flowability during casting due to its high carbon content and thus leads to a very high process reliability. It has been shown that the production of relatively large complex components for the chassis frame can be done in automated molding boxes, making the production of these components much easier and cheaper.

Although the gray cast iron material is not suitable for welding, since the carbon content in the material is too high. Thanks to the good flowability of the gray cast iron material during casting, however, very complex component geometries can be produced in a reliable manner, which would otherwise have to be produced by elaborate welded constructions. Accordingly, can be dispensed with a variety of joining processes. In addition, for the same reason, an optimized geometry of possibly required joints can be achieved, so that with appropriate design, other joining methods can be used without any problems.

Another advantage of the gray cast iron material lies in its improved damping properties compared to the steel that is commonly used. This is particularly advantageous in terms of reducing the transmission of vibrations into the passenger compartment of a rail vehicle.

The gray cast iron material may be any suitable gray cast iron material. It is preferably a globular gray cast iron material (so-called nodular cast iron), in particular GGG40, which is distinguished by a good compromise between strength, elongation at break and toughness. Preferably z. B. GGG40.3 or GJS-400-18U LT used, which is characterized by an advantageous toughness at low temperatures.

The frame body may optionally consist of a single casting. However, because of the size which such frame bodies typically have, it may be advantageous to divide the frame body to achieve high process reliability. The frame body therefore preferably comprises at least two frame parts, which are connected to one another in the region of at least one joint. Preferably, the frame parts, releasably connected together to facilitate later maintenance or repair of the chassis.

It can be provided that all frame parts consist of a corresponding gray cast iron material. Likewise, however, it can also be provided that individual frame parts do not consist of a gray cast iron material. Thus, for example, be provided that parts of the frame body, for example, one or more cross member of the frame body are formed in a conventional manner as a welded construction and / or as a cast steel castings.

In the context of the present invention, the term frame part is understood to mean a structural part of the frame body which decisively determines the coarse geometry of the frame body. In particular, these should not be connecting elements by means of which such frame parts can be connected.

The frame parts can basically be joined together directly by a suitable joining method. Preferably, however, at least one connecting element is provided in the region of the joint, which is connected to the two frame parts. The connecting element can be integrally formed with one of the two frame parts. It may, for example, be a projection, such as a pin or the like, which is formed during casting or subsequently and, if appropriate, still provided with the corresponding mating surfaces.

Additionally or alternatively, it can be provided that the connecting element is connected to at least one of the two frame parts via a non-positive connection and / or a positive connection and / or a material connection. Thus, for example, the connection element may be a pin or pin, which is connected to the respective frame part via an interference fit (primarily adhesion in the joining direction) or an adhesive connection (primary material connection in the joining direction). Likewise, a positive connection can be achieved via corresponding projections and undercuts on the connecting element or frame part.

Preferably, the joint extends at least partially substantially in a joining plane and the connecting element forms at least one projection which extends in the direction of the surface normal of the joint plane at least in a corresponding recess in one of the two frame parts. In this way, an easy-to-mating connector can be achieved, in the joining direction at least one of the above-mentioned positive, non-positive or material connections is used, while transversely to the joining direction on the projection a positive connection is achieved, depending on the contact situation, Depending on the contact force between the frame parts, at the joint and optionally supplemented or supported by a traction.

The connecting element can in principle be designed in any suitable manner. Preferably, it is designed in the manner of a pin or bolt, as has already been stated above. In principle, the connecting element can also have any suitable cross-section or cross-sectional profile. Thus, for example, it can have a substantially constant cross section over its length, that is to say it can be designed, for example, as a simple cylinder pin or cylindrical pin, since such a shape is particularly easy to produce.

Likewise, it is possible for the connecting element to have, at least in sections, a cross-section which tapers with increasing distance from the joining plane. Because of the hereby achievable self-centering of the joining partners thereby simplifies the joining process, so that it can also be done automatically in a simple manner under certain circumstances.

The cross-section of the connecting element can also basically be formed in any suitable manner. Preferably, the connecting element at least partially has a circular cross-section and / or at least in sections one elliptical cross section and / or at least partially a polygonal cross section.

A deviating from the circular shape cross-sectional shape, of course, has the advantage of a reliable additional anti-rotation and the automated joining oncoming self-adjustment to the joint axis. Although such fasteners with deviating from the circular cross-section are generally more expensive to manufacture. However, this only applies if a correspondingly elaborate reworking of the joining surfaces is required. Thanks to the gray cast iron material used according to the invention and its good flow properties, however, the joining surfaces can optionally also be produced with sufficient accuracy in an automated casting process, so that such elaborate post-processing of the joining surfaces can optionally be dispensed with.

In preferred variants of the chassis frame according to the invention, it is provided that the connecting element is arranged in the region of a section of the frame body subjected to a static load and / or arranged such that it is subjected to shear stress due to the static load of the frame body. The arrangement in a stretched under static load portion of the frame body has the advantage that the support of torques in the pressure-loaded under static load area can be done easily on the two frame parts to be joined. In addition, there is the advantage that, as a rule, at least for a large part of the dynamic loads to be expected during driving due to the high weight of a rail vehicle under pressure under static load area always a certain pressure load acts, so possibly from a permanent bias between the frame parts to be connected is to go out. Thus, the connection may possibly even without additional fasteners or only using a simple lift-off in the pressure-loaded under static load area.

The primary shear stress ultimately has the advantage that the connecting element, such as a pin or bolt, is loaded in operation mainly in a direction transverse to its joining or mounting direction. The strength of the connection between the two frame parts to be joined is thereby at least largely independent of the quality of the joining process (for example, no special tightening torques or the like to be considered), but depends hangs only from the properties (eg the shear strength etc.) of the connecting element. If necessary, therefore, a simple securing of the position of the connecting element (eg via securing rings, press-fitting of the connecting parts, etc.) is sufficient to ensure a permanent and reliable connection of the frame parts.

In particularly easy to manufacture variants of the chassis frame according to the invention at least one connecting element as the joint bridging, formed with two joining partners element is formed. In this case, it may in particular be designed as a tie rod acting in the direction of the surface normal of the joining plane or as a lug bridging the joint.

In order to enable a simple check of the quality of the connection between the frame parts, it is provided in advantageous variants of the chassis frame according to the invention that the connecting element has at least one recess for receiving a component of a non-destructive material testing device, in particular an ultrasonic material testing device. This component can be a permanently integrated device that is addressed from time to time. This component can furthermore be a corresponding sensor and / or a corresponding actuator which generates a corresponding excitation of the joining partners.

In further preferred variants of the chassis frame according to the invention, it is provided that at least one of the cooperating in the region of the joint components is at least partially provided with a friction corrosion preventing coating, in particular a molybdenum (Mo) comprehensive coating, to guarantee a permanently reliable connection.

The chassis frame can basically be designed arbitrarily. For example, it can have a chassis frame for a single chassis with only one wheel unit (eg a wheel set or a pair of wheels). However, it can be used particularly advantageously for larger suspensions and thus more complicated to produce undercarriages with several wheel units (eg wheelsets or wheel pairs). Preferably, therefore, the frame body has a front portion, a middle portion and a rear portion, wherein the middle portion connects the front portion and the rear portion, the front portion is adapted to be supported on a leading wheel unit of the landing gear, and the rear Section is adapted to be supported on a trailing wheel unit of the chassis.

In the case of multi-part frame bodies, the joints between the frame parts can in principle be arranged at any desired location and thus be tuned in an advantageous manner to the available automated casting method. In advantageous variants of the chassis frame according to the invention, it is provided that the frame body comprises at least two frame parts, which are connected to one another in the region of at least one joint, in particular detachably. In this case, at least one joint is arranged in the region of the middle section and / or at least one joint is arranged in the region of the front section and / or at least one joint is arranged in the region of the rear section.

If, for example, a cross member is arranged in the middle section, then the joint can also run in the region of the cross member. The frame body can then optionally be composed of two identical casting halves, which of course significantly simplifies the production.

The chassis frame can basically be designed arbitrarily. According to the invention, the frame body is designed as a frame which comprises two longitudinal beams extending in the longitudinal direction of the chassis and at least one transverse beam extending in the transverse direction of the chassis, which connects the two longitudinal beams to one another. In particular, the frame body may in this case be designed as a substantially H-shaped frame.

A high degree of automation of production with high process reliability can be achieved if the frame body is divided into as few different frame parts as possible, in which the flow of the melt in the mold is hindered as little as possible by deflections or other obstacles. Preferably, it is therefore provided that at least one of the longitudinal beams has at least one longitudinal beam section, which is connected in the region of at least one joint, in particular detachably, to a further longitudinal beam section of the longitudinal beam.

In the chassis frame according to the invention, at least one of the longitudinal members comprises a front longitudinal member section, a central longitudinal member section and a rearward longitudinal member section, the central longitudinal member section being connected to the at least one transverse member. Preferably, the middle long beam portion is then formed integrally with the at least one cross member, so that the middle long beam portion can be integrated into the cross member without increasing its complexity appreciably and thus endangering its automated manufacturability. It must then only if necessary then comparatively short, easily automated to be produced front or rear longitudinal beam section to be poured separately, which is then connected in the region of a joint with the central longitudinal beam section.

The connection between the front and rear longitudinal beam section and the middle longitudinal beam section can basically be done in any way. At least one of the joints preferably extends at least in sections substantially in a joint plane whose surface normal has at least one component in the direction of the longitudinal axis of the chassis, in particular substantially parallel to the longitudinal axis of the chassis. The front or rear longitudinal member section is then optionally simply attached in the direction of the longitudinal axis of the chassis from the front or rear of the central longitudinal beam section.

Additionally or alternatively, at least one of the joints may extend, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the transverse axis of the chassis, in particular substantially parallel to the transverse axis of the chassis. In other words, the front or rear longitudinal member section can be attached laterally (that is, in the direction of the transverse axis of the undercarriage) to the middle longitudinal member section.

Additionally or alternatively, at least one of the joints may extend, at least in sections, substantially in a joint plane whose surface normal has at least one component in the direction of the vertical axis of the chassis, in particular substantially parallel to the vertical axis of the chassis. In other words, the front or rear longitudinal member section may be attached to the middle longitudinal member section from above or preferably from below (that is, in the direction of the vertical axis of the undercarriage).

In further advantageous variants of the chassis frame according to the invention, it is provided that in the region of at least one of the joints, a pressure element is arranged between the front longitudinal member section and the rearward longitudinal member section and the middle longitudinal support section. On the one hand, this pressure element can advantageously serve to compensate for manufacturing tolerances between the joining partners in a simple manner. Optionally, it may also be designed so that it can take over the function of the primary suspension of the chassis.

In further advantageous variants of the chassis frame according to the invention, at least one of the long girders between the longitudinal girder ends and the longitudinal girder center in each case an angled down and at least one of the joints is arranged in the region of the bend or on the side facing away from the long-carrier center of the bend, in particular near the bend, arranged. This makes it possible to arrange the joint in a region of the long beam, in which on the one hand there is a sufficiently large component cross-section for a stable connection and on the other still comparatively low bending moments act, so that the loads to be absorbed by the compound still comparatively moderate. Hereby can be achieved that the effort for the connection is limited.

In the chassis frame according to the invention, at least a part of at least one of the longitudinal beams is made of the gray cast iron material. Preferably, the long beam ends, so the front and rear longitudinal beam sections, made of gray cast iron material. The middle longitudinal member section and the cross member may then be formed from the gray cast iron material.

The present invention further relates to a chassis for a rail vehicle with a chassis frame according to the invention. Hereby, the variants and advantages set out above can be realized to the same extent, so that in this regard reference should be made to the above statements. Preferably, the chassis according to the invention is designed as a bogie.

The present invention further relates to a method for producing a chassis frame for a chassis of a rail vehicle according to claim 18.

Hereby, the variants and advantages set out above can likewise be realized to the same extent, so that in this regard reference should also be made here only to the above statements.

In advantageous variants of the method according to the invention, the frame body is cast in a single step. In other advantageous variants of the method according to the invention, the frame body comprises at least two frame parts, which are at least two frame parts as separate components of a Gray cast material poured and then in the region of at least one joint with each other, in particular releasably connected.

As mentioned, a part of the frame body according to the invention can be made of the gray cast iron material and a part of the frame body made of steel. In further advantageous variants of the method according to the invention it is therefore provided that the frame body comprises at least two frame parts. At least one of the at least two frame parts is then cast from a gray cast iron material, while at least one of the at least two frame parts is made of steel. The at least two frame parts are then connected to one another in the region of at least one joint, in particular detachably.

Figur 1

eine schematische perspektivische Darstellung einer bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerkrahmens;

Figur 2

eine schematische perspektivische Darstellung einer weiteren bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerkrahmens;

Figur 3

eine schematische perspektivische Darstellung einer Ausführungsform eines nicht erfindungsgemäßen Fahrwerkrahmens;

Figur 4

eine schematische perspektivische Darstellung einer Ausführungsform eines nicht erfindungsgemäßen Fahrwerkrahmens;

Figur 5

eine schematische perspektivische Darstellung einer weiteren bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerkrahmens;

Figur 6

eine schematische perspektivische Darstellung einer weiteren bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerkrahmens;

Figur 7

eine schematische perspektivische Darstellung einer weiteren bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerkrahmens;

Figur 8

eine schematische perspektivische Darstellung einer weiteren bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerkrahmens;

Figur 9

eine schematische perspektivische Darstellung einer weiteren bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerkrahmens;

Figur 10

eine schematische perspektivische Darstellung einer weiteren bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerkrahmens;

Figur 11

eine schematische perspektivische Darstellung einer weiteren bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerkrahmens;

Figur 12

eine schematische perspektivische Darstellung einer weiteren bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerkrahmens;

Figur 13

eine schematische perspektivische Darstellung einer weiteren bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerkrahmens.

Further preferred embodiments of the invention will become apparent from the subclaims or the following description of a preferred embodiment, which refers to the accompanying drawings. Show it

FIG. 1

a schematic perspective view of a preferred embodiment of the chassis frame according to the invention;

FIG. 2

a schematic perspective view of another preferred embodiment of the chassis frame according to the invention;

FIG. 3

a schematic perspective view of an embodiment of a non-inventive chassis frame;

FIG. 4

a schematic perspective view of an embodiment of a non-inventive chassis frame;

FIG. 5

a schematic perspective view of another preferred embodiment of the chassis frame according to the invention;

FIG. 6

a schematic perspective view of another preferred embodiment of the chassis frame according to the invention;

FIG. 7

a schematic perspective view of another preferred embodiment of the chassis frame according to the invention;

FIG. 8

a schematic perspective view of another preferred embodiment of the chassis frame according to the invention;

FIG. 9

a schematic perspective view of another preferred embodiment of the chassis frame according to the invention;

FIG. 10

a schematic perspective view of another preferred embodiment of the chassis frame according to the invention;

FIG. 11

a schematic perspective view of another preferred embodiment of the chassis frame according to the invention;

FIG. 12

a schematic perspective view of another preferred embodiment of the chassis frame according to the invention;

FIG. 13

a schematic perspective view of another preferred embodiment of the chassis frame according to the invention.

First embodiment

The following is first referring to the FIG. 1 a first preferred embodiment of the chassis frame according to the invention in the form of a bogie frame 101 described. FIG. 1 shows a schematic perspective view of the bogie frame 101, which comprises two substantially parallel lateral longitudinal beams 102, which are connected via a centrally arranged cross member 103.

Each longitudinal beam 102 comprises a front long beam portion 102.1, a middle long beam portion 102.2 and a rear long beam portion 102.3. In the area of the front long beam section 102.1, the later bogie is supported by a - not shown - primary suspension on a - also not shown - front wheel unit, such as a front wheel, from. In the area of the rear long beam section 102.3, the later bogie is supported by a - not shown - primary suspension on a - also not shown - rear wheel unit, such as a rear wheel, from.

The bogie frame 101 is manufactured as a one-piece casting in an automated casting process from a gray cast iron material. GGG40.3 or GJS-400-18U LT, ie carbon-rich globular cast iron (so-called nodular cast iron) is used as gray cast iron material. This material has the advantage that its melt due to the high carbon content has a comparatively high flowability, so that even with an automated casting process process security can be achieved so high that the bogie frame 101 thus produced to a satisfactory from an economic point of view Proportion meet the high safety requirements that are placed on a bogie frame 101 of a bogie of a rail vehicle.

Second embodiment

FIG. 2 shows a schematic perspective view of another preferred embodiment of the chassis frame according to the invention, which represents a simple variant of the bogie frame 101. The bogie frame 101 is in this case divided into two halves in the form of a front portion 104.1 and a rear portion 104.2, which are connected to each other in the region of a joint 104.3.

The front section 104.1 and the rear section 104.2 are designed as identical components made of gray cast iron (GGG40.3 or GJS-400-18U LT), which considerably simplifies their production, since only a single basic shape has to be produced. It is understood, however, that in other variants of the invention, a different geometry for the two halves can be provided.

The joint 104.3 extends centrally through the cross member 103. In this case, the joint extends substantially in a joining plane whose surface normal extends parallel to the longitudinal axis (x-axis) of the bogie frame 101. This arrangement of the joint has the advantage that the longest dimension on the respective cast component is limited, resulting in shorter maximum flow paths for the melt and thus simplifies automated casting and its process reliability is increased.

It is understood, however, that in other variants of the invention, a different arrangement of the joint of the two halves can be provided. Thus, it can extend substantially centrally through the cross member 103 such that the surface normal of its joining plane extends parallel to the transverse axis (y-axis) of the bogie frame 101, as shown in FIG FIG. 2 is indicated by the dashed contour 104.4. Of the Bogie frame 101 then includes a left portion 104.1 and a right portion 104.2, which are preferably identical.

The connection between the front / left section 104.1 and the rear / right section 104.2 can be done in any suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie. For example, the front / left section 104.1 and the rear / right section 104.2 can be braced with each other via connecting rods oriented in the direction of the longitudinal axis / transverse axis (x-axis / y-axis) of the bogie frame 101 as connecting elements and / or via one or more corresponding ones in FIG extending in this direction bolts or pins that are pressed, for example, in suitable recesses or otherwise connected to the respective section 104.1 and 104.2.

Third example

FIG. 3 shows a schematic perspective view of an embodiment of a non-inventive chassis frame 201 having the same outer geometry as the bogie frame 101. The bogie frame 201 is in this case designed in three parts by the two substantially parallel lateral longitudinal beams 202 and connecting them, centrally arranged cross member 203 are designed as separate components of gray cast iron (GGG40.3 or GJS-400-18U LT).

The cross member 203 is provided on its upper side with a respective lateral projection 203.1. The respective projection 203.1 is from above, d. H. along the vertical axis (z-axis) of the bogie frame 201, inserted into a corresponding recess 202.4 in the longitudinal beam 202. In the direction of the transverse axis (y-axis) of the bogie frame 201, the respective longitudinal beam 202 rests against a lateral stop surface 203.2 of the cross member 203 provided below the projection 203.1. In the direction of the longitudinal axis (x-axis) of the bogie frame 201, the respective longitudinal beam 202 bears against a front or rear stop surface 203.3 of the projection 203.1 of the cross member 203.

Furthermore, the respective longitudinal beam 202 via one or more acting in the direction of the transverse axis (y-axis) of the bogie frame 201 connecting elements 205, such as tie rods, connected to the cross member 203, which is a lifting or Pull off the cross member 203 along the vertical axis (z-axis) or the transverse axis (y-axis) prevent, so that in all directions a firm connection is ensured. It is understood, however, that the connection between the cross member 203 and the respective longitudinal beam 202 can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.

In the described design, in other words, in each case joints with three joining planes whose surface normals run in the direction of all three main axes (x, y, z axis) of the bogie frame 201 result. The mainly acting in operation loads (weight forces, braking and acceleration forces) are largely supported directly over stop surfaces of the longitudinal beam 202 and the cross member 203, so that there is a favorable load transfer between the longitudinal beams 202 and the cross member 203.

The long beams 202 are designed as identical components made of cast iron (GGG40.3 or GJS-400-18U LT), which considerably simplifies their production, since only a single basic shape has to be produced. The subdivision into separate longitudinal beams 202 and the cross member 203 simplifies the automated casting or increases its process reliability, since the melt only has to cover essentially straight flow paths without passing through any significant deflection points.

Fourth example

FIG. 4 shows a schematic perspective view of an embodiment of a chassis frame not according to the invention, a simple variant of the bogie frame 201 from FIG. 3 represents. The only major difference from the bogie frame 201 FIG. 3 consists in that the respective longitudinal beam 202 is divided into two halves in the form of a front longitudinal beam portion 202.1 and a rear long beam portion 202.3, which are interconnected in the region of a joint 202.6, so that a five-piece bogie frame 201 results.

The front long beam section 202.1 and the rear long beam section 202.3 are designed as identical components made of gray cast iron (GGG40.3 or GJS-400-18U LT), which considerably simplifies their production, since only a single basic shape is produced got to. However, it is understood that in other variants, a different geometry for the two halves can be provided.

The joint 202.6 extends centrally through the respective longitudinal beam 202. In this case, the joint 202.6 essentially extends in a joining plane whose surface normal runs parallel to the longitudinal axis (x-axis) of the bogie frame 201. This arrangement of the joint has the advantage that the longest dimension on the respective cast component is limited, resulting in shorter maximum flow paths for the melt and thus simplifies automated casting and its process reliability is increased. It is understood, however, that in other variants, a different arrangement of the joint of the two halves can be provided.

Mainly for supporting bending moments, the longitudinal beam sections 202.1, 202.3 are connected via one or more longitudinal bolts 206. The respective longitudinal beam section 202.1, 202.3 is furthermore connected to the cross member 203 via one or more connecting elements 205 acting in the direction of the transverse axis (y axis) of the bogie frame 201, for example tie rods, which lift or pull off the cross member 203 along the vertical axis (FIG. z-axis) or the transverse axis (y-axis) prevent, so that in all directions a firm connection is ensured. It is understood, however, that the connection between the cross member 203 and the respective longitudinal beam 202 can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.

It goes without saying that the in the Figures 3 and 4 shown cross member 203 in other variants not according to the invention also not from a gray cast iron material but, for example, in a conventional manner as a welded construction of sheet steel and / or may be formed as a cast steel cast. Likewise, of course, the long beams may be partially formed as a welded construction of sheet steel and / or as a cast steel cast.

Fifth embodiment

FIG. 5 shows - partially in exploded view - a schematic perspective view of another preferred embodiment of the invention Chassis frame 301, which has the same outer geometry as the bogie frame 101. The bogie frame 301 thus has two substantially parallel lateral longitudinal members 302 and a connecting them, centrally arranged cross member 303. Each longitudinal beam 302 comprises a front long beam portion 302.1, a middle long beam portion 302.2 and a rear long beam portion 302.3.

In the area of the front long beam section 302.1, the later bogie is supported by a - not shown - primary suspension on a - also not shown - front wheel unit, such as a front wheel, from. In the area of the rear longitudinal beam section 302.3, the later bogie is supported by a - not shown - primary suspension on a - also not shown - rear wheel unit, such as a rear wheel, from.

The bogie frame 301 is designed in five parts in the present example. The front long beam section 302.1 and the rear long beam section 302.3 are designed as separate cast iron components (GGG40.3 or GJS-400-18U LT), which are fastened to the middle longitudinal beam section 302.2. The cross member 303 is designed together with the respective middle longitudinal beam portion 302.2 as a common cast iron component (GGG40.3 or GJS-400-18U LT). The respective middle longitudinal beam portion 302.2 is in other words integrally connected to the cross member 303.

However, it is understood that in other variants not according to the invention, another, in particular detachable, connection between the cross member 303 and the middle longitudinal member portion 302.2 may be provided. In particular, this compound may be designed in a shape as related to FIG. 3 has been described for a one-piece long beam.

The front long beam section 302.1 and the rearward long beam section 302.3 are each connected to the middle longitudinal beam section 302.2 in the region of a joint 302.7. The joint 302.7 extends in each case in a joint plane whose surface normal runs in the direction of the longitudinal axis (x-axis) of the bogie frame 301. It is understood, however, that in other variants of the invention, a different design (eg graduated) and orientation (eg inclined to the longitudinal axis) of the joint may also be provided.

The joint 302.7 is in each case arranged on the side of the longitudinal member center facing away from a downward bend 302.8 of the long beam 302. This is the Joint 302.7 arranged in a region of the long beam 302, in which on the one hand there is already a sufficiently large component cross-section for a stable connection and on the other hand still comparatively low bending moments act, so that the loads to be absorbed by the compound still comparatively moderate. This ensures that the effort for the connection is limited.

The connection between the front longitudinal beam section 302.1 and the rearward longitudinal beam section 302.3 and the middle longitudinal beam section 302.2 is effected via a connecting element in the form of a journal 307 which is press-fitted into a corresponding recess 308 in the middle longitudinal beam section 302.2. It is understood, however, that the connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.

The pin 307 and the associated recess 308 each have a substantially constant over their length circular cross-section. It is understood, however, that in other variants of the invention, at least in sections, a stepped or conical shape may be provided. Centering pins 309 secure the longitudinal beam sections 302.1 and 302.3, respectively, against rotation (about the x-axis) relative to the central longitudinal beam section 302.2.

The pin 307 and the associated recess 308 are formed during the casting of the respective component with. Depending on the accuracy achievable with the automated casting method used, it may even be possible to dispense with further processing of its mating surfaces, so that a particularly simple production results. It is understood, however, that in other variants of the invention it can also be provided that the pin 307 and the associated recess 308 are only produced completely after casting (eg by turning, milling or drilling, etc.).

Furthermore, the respective longitudinal beam 302 is connected via one or more in the direction of the transverse axis (y-axis) of the bogie frame 301 connecting elements 305, such as tie rods, with the cross member 303, the lifting or pulling off the cross member 303 along the vertical axis (z- Axis) or the transverse axis (y-axis) prevent, so that in all directions a firm connection is ensured. It is understood, however, that the connection between the cross member 303 and the respective longitudinal beam 302 can be made in any other suitable manner. So Any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.

The front long beam sections 302.1 and the rear long beam sections 302.3 are designed as identical components made of gray cast iron (GGG40.3 or GJS-400-18U LT), which considerably simplifies their production since only a single basic shape has to be produced. The subdivision into separate front longitudinal beam sections 302.1 and rearward longitudinal beam sections 302.3 and the transverse beam 303 with the central longitudinal beam section 302.2 simplifies automated casting or increases its process reliability, since the melt only has to cover comparatively short maximum flow paths.

The co-operating in the region of the joint 302.7 components may be provided with a friction corrosion-preventing coating, in particular a molybdenum (Mo) comprehensive coating, to achieve an even higher strength of the compound.

Sixth to ninth embodiment

The FIGS. 6 to 9 show - partially in exploded view - schematic perspective views of other preferred embodiments of the chassis frame according to the invention, each of the simple variants of the bogie frame 301 from FIG. 5 represent. The only major difference from the bogie frame 201 FIG. 5 consists in the design of the respective connection of the front longitudinal beam portion 302.1 and the rear long beam portion 302.3 with the middle long beam portion 302.2.

In the versions from FIG. 6 and 7 is in each case a separate connecting pin 310, which is press-fitted into corresponding recesses 311 in the front and rear longitudinal beam section 302.1 or 302.3 and in the middle longitudinal beam section 302.2. It is understood, however, that the connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.

The connecting bolt 310 and the associated recesses 311 each have a cross-section which is substantially constant over their length. It is understood, however, that in other variants of the invention, at least in sections, a stepped or conical shape may be provided. The cross section of the connecting pin 310 FIG. 6 is essentially elliptical while running out of it FIG. 7 is essentially rectangular. The respective cross section of the connecting bolt 310 thus deviates from the circular shape, so that centering pins or the like, which secure the longitudinal beam sections 302.1 or 302.3 against rotation (about the x-axis) relative to the central longitudinal beam section 302.2, can be dispensed with.

The recesses 311 are formed during the casting of the respective component with. Depending on the accuracy achievable with the automated casting method used, it may even be possible to dispense with further processing of its mating surfaces, so that a particularly simple production results. It is understood, however, that in other variants of the invention it can also be provided that the recesses 311 are only produced completely after casting (eg by milling, etc.).

A peculiarity of the execution FIG. 6 consists in a central bore 312 of the respective connecting bolt 310, in which a - not shown ultrasonic head of a non-destructive material testing device is added. In conjunction with a corresponding measuring logic, a regular check of the integrity of the connection between the longitudinal beam sections 302.1 or 302.3 and the middle longitudinal beam section 302.2 can be carried out via this ultrasound head.

When running out FIG. 8 In each case four separate cylindrical connecting pins 313 are provided, which are press-fitted into corresponding recesses 314 in the front and rear longitudinal beam sections 302.1 and 302.3 and in the middle longitudinal beam section 302.2. It is understood, however, that the connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.

When running out FIG. 9 are each provided six separate tie rods 315, which are inserted into corresponding bores 316 in the front and rear longitudinal beam section 302.1 or 302.3 and in the middle of the long beam section 302.2 and on the front and rear longitudinal beam section 302.1 and 302.3 are braced with the central longitudinal beam section 302.2.

Tenth and eleventh embodiment

The FIGS. 10 and 11 show - partially in exploded view - schematic perspective views of other preferred embodiments of the chassis frame according to the invention, each of the simple variants of the bogie frame 301 from FIG. 5 represent. The only major difference from the bogie frame 301 FIG. 5 Here too, the design of the connection of the front longitudinal beam section 302.1 and the rearward longitudinal beam section 302.3 with the middle longitudinal beam section 302.2.

When running out FIG. 10 In each case, a separate connecting bolt 317 is provided, which is inserted with a slight press fit in the transverse direction (y-direction) of the frame body 301 into corresponding recesses 318 in the front and rear long beam section 302.1 and 302.3 and recesses 319 in the middle longitudinal beam section 302.2. The recesses 319 are in each case formed in two longitudinal lugs 302.9 of the middle longitudinal beam section 302.2 projecting in the longitudinal direction (x-direction) of the frame body 301. It is understood, however, that the connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.

The connecting bolt 317 is arranged in the region of the lower section of the respective longitudinal beam 302, which is subjected to a load under static load. Due to its orientation in the transverse direction (y-direction) of the frame body 301, it is also stressed mainly under shear under static load of the frame body.

The arrangement in the stressed under static load portion of the frame body 301 has the advantage that the support of torques in the overlying under static load pressure-loaded area just above stop surfaces 302.10, 302.11 on the front and rear longitudinal beam section 302.1 and 302.3 and the middle Long carrier section 302.2 can be done.

In addition, there is the advantage that usually at least for a large part of the expected during driving dynamic loads due to the high weight of a rail vehicle under pressure under static load area always a certain pressure load acts, so possibly from a permanent bias between the front or rear long beam sections 302.1 and 302.3 and the respective middle longitudinal beam section 302.2 is assumed. Thus, the connection can possibly even be done without additional connecting elements. In the present example, however, a joint 320 bridging tab 320 is provided as a simple lift-off in the pressure-loaded under static load area, which is fastened with bolts 321 at the front and rear longitudinal beam section 302.1 or 302.3 and the middle longitudinal beam section 302.2 and so in extreme cases Pivoting of the front and rear longitudinal beam portion 302.1 or 302.3 to prevent the connecting bolt 317.

When running out FIG. 11 In each case, three separate connecting bolts 322 with a slight press fit in the transverse direction (y direction) of the frame body 301 are inserted into corresponding recesses 323 in the front and rear long beam sections 302.1 and 302.3 and recesses 324 in the middle long beam section 302.2. The recesses 3 are in the region of the bend 302.8 in each case two in the height direction (z-direction) of the frame body 301 projecting lateral tabs 302.12 of the middle longitudinal beam portion 302.2 formed. It is understood, however, that the connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.

Due to their orientation in the transverse direction (y-direction) of the frame body 301, the connecting pins 322 are stressed again mainly under shear under static load of the frame body 301.

The primary shear stress of the connecting pin 317 ( FIG. 10 ) or the connecting bolt 322 ( FIG. 11 ) brings the last advantage that the connecting pin 317 or 322 is loaded in operation mainly in a direction transverse to its joining or mounting direction. The strength of the connection between the front and rear longitudinal beam section 302.1 or 302.3 and the middle longitudinal beam section 302.2 is thereby at least largely independent of the quality of the joining operation of the connecting bolt 317 or 322, but depends only from the properties (eg, shear strength, etc.) of the connecting bolt 317 and 322, respectively. If necessary, a simple securing of the position of the connecting bolt 317 (eg via retaining rings etc.) is sufficient in order to ensure a permanent and reliable connection of the front or rear long beam section 302.1 or 302.3 to the middle long beam section 302.2.

The lateral tabs 302.9 ( FIG. 10 ) or 302.12 ( FIG. 11 ) and the recesses 318, 319 ( FIG. 10 ) or 323, 324 ( FIG. 11 ) are already formed during the casting of the respective component. Depending on the accuracy achievable with the automated casting method used, it may even be possible to dispense with further processing of its mating surfaces, so that a particularly simple production results. It is understood, however, that in other variants of the invention it can also be provided that the lateral tabs 302.9 (FIG. FIG. 10 ) or 302.12 ( FIG. 11 ) and the recesses 318, 319 ( FIG. 10 ) or 323, 324 ( FIG. 11 ) are made entirely after casting (eg by milling, drilling, etc.).

Twelfth embodiment

The FIG. 12 shows - partially in exploded view - a schematic perspective view of another preferred embodiment of the chassis frame according to the invention, which also a simple variant of the bogie frame 301 from FIG. 5 represents. The only major difference from the bogie frame 301 FIG. 5 Here too, the design of the connection of the front longitudinal beam section 302.1 and the rearward longitudinal beam section 302.3 with the middle longitudinal beam section 302.2.

When running out FIG. 12 on the upper side and the underside of the long beam 302 of each a separate, the joint 302.7 bridging tabs 325 and 326 is provided, which is fastened by means of several bolts 327 at the front and rear longitudinal beam section 302.1 and 302.3 and the middle longitudinal beam section 302.2. It is understood, however, that the connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.

Thirteenth embodiment

The FIG. 13 shows - partially in exploded view - a schematic perspective views of another preferred embodiment of the chassis frame according to the invention, the one variant of the bogie frame 301 from FIG. 10 represents. The main difference from the bogie frame 301 FIG. 10 consists in the design of the connection of the front longitudinal beam portion 302.1 and the rear long beam portion 302.3 with the middle long beam portion 302.2.

When running out FIG. 13 In turn, a separate connecting bolt 317 is provided which is inserted with a slight press fit in the transverse direction (y-direction) of the frame body 301 into corresponding recesses 318 in the front and rear long beam section 302.1 and 302.3 and recesses 319 in the middle long beam section 302.2. The recesses 319 are in each case formed in two longitudinal lugs 302.9 of the middle longitudinal beam section 302.2 projecting in the longitudinal direction (x-direction) of the frame body 301. It is understood, however, that the connection can be made in any other suitable manner. So any connection with traction, positive connection or material connection or any combinations thereof can be selected according to the expected load situations on the bogie.

The connecting bolt 317 is in turn arranged in the region of the lower section of the respective elongate carrier 302, which is subjected to a load under static load. Due to its orientation in the transverse direction (y-direction) of the frame body 301, it is also stressed mainly under shear under static load of the frame body.

The arrangement in the stressed under static load portion of the frame body 301 has the advantage that the support of torques in the overlying under static load pressure-loaded area just above stop surfaces 302.10, 302.11 on the front and rear longitudinal beam section 302.1 and 302.3 and the middle Long carrier section 302.2 can be done.

In addition, there is the advantage that usually at least for a large part of the expected during driving dynamic loads due to the high weight of a rail vehicle under pressure under static load area always a certain pressure load acts, so possibly from a permanent bias between the front or rear long beam sections 302.1 or 302.3 and the respective middle long beam section 302.2 is assumed. Thus, the connection can possibly even be done without additional connecting elements.

The main difference from the execution FIG. 10 is that in the upper, under static load pressure-stressed portion of the frame body 301 is disposed at the joint between the front and rear longitudinal beam sections 302.1 and 302.3 and the respective central longitudinal beam section 302.2 in each case an elastic pressure element 328. This pressure element 328 thus lies between the abutment surfaces 302.10, 302.11 on the front or rear long beam section 302.1 or 302.3 and the middle longitudinal beam section 302.2.

The pressure element 328 on the one hand has the advantage that it can easily compensate for manufacturing tolerances between the joining partners, in particular in the area of the abutment surfaces 302.10 and 302.11 and the recesses 319, so that significantly less effort is required to produce the bogie frame 301.

Furthermore, it is possible to design the pressure member 328 to have sufficient suspension characteristics to form the primary suspension of the chassis comprising the bogie frame 301. It goes without saying that, in this case, during operation of the bogie frame 301, a corresponding relative movement between the front or rear longitudinal beam section 302.1 or 302.3 and the middle longitudinal beam section 302.2 must be possible.

In the present example, a lift-off similar to the tab 320 is missing FIG. 10 , However, it goes without saying that in other variants of the invention, a corresponding lift-off can be provided. If appropriate, this can also take place via a suitable connection between the pressure element and the respective longitudinal beam section.

It is understood, moreover, that in the FIGS. 5 to 13 shown cross member 303 in other variants not according to the invention also not from a gray cast iron material but, for example, in a conventional manner as a welded construction of sheet steel and / or may be formed as a cast steel cast. Likewise, of course, the front and rear longitudinal beam sections may be wholly or partially formed as a welded construction of sheet steel and / or as a cast steel cast.

The present invention has been described above solely by means of examples of biaxial bogies. However, it is understood that the invention can also be used in conjunction with any other chassis other axle count.

Claims (21)

1. Running gear frame for a running gear of a rail vehicle with

   - a frame body (101; 301), which is configured to be supported on at least one wheel unit of said running gear, and which comprises two longitudinal beams (102; 302) extending in a longitudinal direction of said running gear and at least one transverse beam (103; 303) extending in a transverse direction of said running gear and rigidly connecting said two longitudinal beams (102; 302) to each other, wherein

   - at least one of said longitudinal beams (102; 302), in the longitudinal direction of said running gear, comprises a forward longitudinal beam section (302.1), a middle longitudinal beam section (102.2; 302.2) and a rear longitudinal beam section (302.3),

   characterized in that

   - said middle longitudinal beam section (302.2) is monolithically formed with said at least one transverse beam (303), said middle longitudinal beam section (302.2) and said at least one transverse beam (303) being made of a grey cast iron material,

   or

   - said frame body (101) is composed of two casting halves, a part of said central longitudinal beam section (102.2) being monolithically formed with a part of said at least one transverse beam (103), said part of said central longitudinal beam section (102.2) and said part of said at least one transverse beam (103) being made of a grey cast iron material.
2. Running gear frame according to claim 1, characterized in that said frame body (101; 301) is at least partially made of a globular grey cast iron material, in particular GGG40.3 or GJS-400-18U LT, respectively.
3. Running gear frame according to claim 1 or 2, characterized in that

   - said frame body (101; 301) comprises at least two frame components (104.1, 104.2; 302, 303, 302.1, 302.2, 302.3) which are connected, in particular disengageably connected, to each other in the region of at least one joint location (104.3; 302.7) wherein

   - in the region of said joint location (104.3; 302.7), in particular, at least one connection element (309; 310; 313; 315; 317; 322; 325) is provided, which is connected to said two frame components (104.1, 104.2; 302, 303, 302.1, 302.2, 302.3).
4. Running gear frame according to claim 3, characterized in that

   - said connection element (307) is configured to be monolithic with one of said two frame components (302.1, 302.3);

   and/or

   - said connection element (309; 310; 313; 315; 317; 322; 325) is connected with at least one of said two frame components (104.1, 104.2; 302, 303, 302.1, 302.2, 302.3) through a force locked connection and/or through a form locked connection and/or through a material bonded connection.
5. Running gear frame according to claim 3 or 4, characterized in that

   - said joint location (104.3; 302.7), at least section wise, extends substantially in a joining plane; and

   - said connection element (309; 310; 313; 315; 317; 322; 325) forms at least one protrusion which extends in the direction of the surface normal of said joining plane into a respective recess (308; 311; 314; 316; 318, 319; 323, 324) in one of said two frame components (104.1, 104.2; 302, 303, 302.1, 302.2, 302.3), wherein

   - said connection element (309; 310; 313; 315; 317; 322), in particular, is configured as a pin or bolt.
6. Running gear frame according to claim 5, characterized in that said connection element (309; 310; 313; 315; 317; 322; 325, 326)

   - has a cross section which, at least section wise, tapers with increasing distance from said joining plane;

   and/or

   - at least section wise, has a circular cross section and/or, at least section wise, has an elliptical cross section, and/or, at least section wise, has a polygonal cross section

   and/or

   - is disposed in the area of a section of said frame body (101; 201; 301) which is tension stressed under static loading;

   and/or

   - is disposed so that it is shear-stressed through said static loading of said frame body (101; 201; 301).
7. Running gear frame according to one of claims 3 to 6, characterized in that at least one connection element (309; 310; 313; 315; 317; 322; 325, 326) is configured as an element bridging said joint and connected to both joining partners, in particular,

   - configured as a tension anchor (315) operating in the direction of said surface normal of said joining plane;

   or

   - configured as a plate (325, 326) bridging said joint location.
8. Running gear frame according to one of claims 3 to 7, characterized in that

   - said connection element (310) comprises at least one recess (312) for receiving a component of a non-destructive material testing device, in particular of an ultrasonic material testing device,

   and/or

   - at least one of said components interacting in the region of said joint location (104.3; 302.7) is at least partially provided with a coating which prevents friction corrosion, in particular with a coating comprising molybdenum (Mo).
9. Running gear frame according to one of the preceding claims, characterized in that

   - said frame body (101; 301) comprises a forward section, a middle section and a rear section, wherein

   - said middle section connects said forward section and said rear section;

   - said forward section is configured to be supported on a leading wheel unit of said running gear; and

   - said rear section is configured to be supported on a trailing wheel unit of said running gear.
10. Running gear frame according to claim 9, wherein

    - said frame body (101; 301) comprises at least two frame components (104.1, 104.2; 302, 303, 302.1, 302.2, 302.3), which are connected, in particular disengageably connected, to each other in the region of at least one joint location (104.3; 302.7), wherein

    - at least one joint location (104.3) is disposed in the region of said middle section and/or

    - at least one joint (302.7) is disposed in the region of said forward section and/or

    - at least one joint (302.7) is disposed in the region of said rear section.
11. Running gear frame according to one of claims, characterized in that

    - said frame body (101; 201; 301) is configured as a, in particular substantially H-shaped, frame, which comprises two longitudinal beams (102; 202; 302) extending in a longitudinal direction of said running gear and at least one transverse beam (103; 203; 303) extending in a transverse direction of said running gear, which connects said two longitudinal beams (102; 202; 302) to each other, wherein

    - at least a part of at least one of said longitudinal beams (102; 202; 302) is made, in particular, from said grey cast iron material.
12. Running gear frame according to claim 11, characterized in that

    - at least one of said longitudinal beams (102; 302) comprises at least one longitudinal beam section (302.1, 302.2) which is connected, in particular disengageably connected, in the region of at least one joint location (302.7) to another longitudinal beam section (302.2) of said longitudinal beam (302) wherein
13. Running gear frame according to claim 12, characterized in that

    - at least one of said longitudinal beams (102; 302) comprises a forward longitudinal beam section (102.1; 302.1), a middle longitudinal beam section (102.2; 302.2), and a rear longitudinal beam section (102.3; 302.3), wherein

    - said middle longitudinal beam section (102.2; 302.2) is connected to said at least one transverse beam (103; 303), in particular monolithically formed with said at least one transverse beam (103; 303), wherein

    - in particular, said forward longitudinal beam section (302.1) and/or said rear longitudinal beam section (303.3) is connected to said middle longitudinal beam section (302.2) in the region of a joint location (302.7).
14. Running gear frame according to claim 13, characterized in that at least one of said joints locations (302.7), at least section wise, extends substantially in one joining plane, the surface normal of which

    - has at least a component in the direction of the longitudinal axis of said running gear, in particular is substantially parallel to said longitudinal axis of said running gear,

    or

    - has at least one component in the direction of the transverse axis of said running gear, in particular is substantially parallel to said transverse axis of said running gear,

    or

    - has at least one component in the direction of the height axis of said running gear, in particular is substantially parallel to said height axis of said running gear.
15. Running gear frame according to one of said claims 13 or 14, characterized in that, in the region of at least one of said joint locations, a compression element (328) is disposed between said forward longitudinal beam section (302.1) and/or said rear longitudinal beam section (302.3) and said middle longitudinal beam section (302.2).
16. Running gear frame according to one of claims 13 to 15, characterized in that

    - at least one of said longitudinal beams (102; 202; 302) comprises a respective downward angulation (302.8) between said longitudinal beam ends and said longitudinal beam center; and

    - at least one of said joints (302.7) is disposed in the region of said angulation (302.8) or is disposed on the side of said angulation (302.8) facing away from said center of said longitudinal beam, in particular is disposed in proximity to said angulation (302.8).
17. Running gear for a rail vehicle with a running gear frame (102; 302) according to one of the preceding claims, in particular being formed as a bogie.
18. Method for producing a running gear frame for a running gear of a rail vehicle comprising

    - a frame body (101; 301), which is configured to be supported on at least one wheel unit of said running gear, and which comprises two longitudinal beams (102; 302) extending in a longitudinal direction of said running gear and at least one transverse beam (103; 303) extending in a transverse direction of said running gear and rigidly connecting said two longitudinal beams (102; 302) to each other, wherein

    - at least one of said longitudinal beams (102; 302), in the longitudinal direction of said running gear, comprises a forward longitudinal beam section (302.1), a middle longitudinal beam section (102.2; 302.2) and a rear longitudinal beam section (302.3),

    characterized in that

    - said middle longitudinal beam section (302.2) is monolithically formed with said at least one transverse beam (303), said middle longitudinal beam section (302.2) and said at least one transverse beam (303) being made of a grey cast iron material,

    or

    - said frame body (101) is composed of two casting halves, a part of said central longitudinal beam section (102.2) being monolithically formed with a part of said at least one transverse beam (103), said part of said central longitudinal beam section (102.2) and said part of said at least one transverse beam (103) being made of a grey cast iron material.
19. Method according to claim 18, characterized in that said frame body (102; 302) is cast in a single step.
20. Method according to claim 18, characterized in that

    - said frame body (102; 302) comprises at least two frame components (104.1, 104.2; 302, 303, 302.1, 302.2, 302.3);

    - said at least two frame components (104.1, 104.2; 302, 303, 302.1, 302.2, 302.3) are cast as separate components from a grey cast iron material; and

    - said at least two frame components (104.1, 104.2; 302, 303, 302.1, 302.2, 302.3) are connected, in particular disengageably connected, to each other in the region of at least one joint location (104.3; 302.7).
21. Method according to claim 18, characterized in that

    - said frame body (102; 302) comprises at least two frame components (104.1, 104.2; 302, 303, 302.1, 302.2, 302.3);

    - at least one of said at least two frame components (104.1, 104.2; 302, 303, 302.1, 302.2, 302.3) is cast from a grey cast iron material;

    - at least one of said at least two frame components (302, 303, 302.1, 302.2, 302.3) is made from steel; and

    - said at least two frame components (104.1, 104.2; 302, 303, 302.1, 302.2, 302.3) are connected, in particular disengageably connected, to each other in the region of at least one joint location (104.3; 302.7).

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