EP2832678A1 - Rail running gear group - Google Patents

Abstract

Rail chassis group (1) for a crane (3), in particular a gantry crane, movable on rails (2) with a straight track and around at least one curve and in the transition between the straight track and the curve, with at least two, in particular at least four, wheels (4) in which the running wheels (4) bear the subframe (5) of the rail chassis group (1) and the subframe (5) carry a superstructure (6) of the rail chassis group (1), at least one of the wheels (4), preferably each wheel (4) , One by one, in the operating position vertically stationary impeller axis of rotation (7) is rotatable. (Fig. 4)

Description

The present invention relates to a rail chassis group for a rail on a straight rail track and at least one curve and in the transition between the straight rail track and the curve movable crane, especially gantry crane, with at least two, in particular at least four, wheels, the wheels subframe of the rail chassis group wear and the subframe of the rail chassis group wear. Furthermore, the invention also relates to a crane, in particular a gantry crane, with at least one rail chassis group according to the invention.

Rail chassis groups for gantry cranes are known in principle. An embodiment of a rail vehicle group is in the EP 1 911 716 B1 described. However, this document does not deal with the problem of how a rail chassis group for cranes, in particular for gantry cranes, should be configured when the crane has to be driven on the straight and around at least one bend in the rails. The need to guide the rails on which the crane or gantry crane, even around the curve, is nowadays often due to the space available on site, which is an exclusively straight laying the rails on which the crane or gantry crane should drive, no longer allow. From the EP 1 911 716 B1 It is already known to incorporate in the connection of the superstructure of the rail chassis group to a head support of the crane, a joint rotatable about a vertical axis. This serves in the EP 1 911 716 B1 but not the cornering.

If the crane or gantry crane on the rails can also be driven around the curve, then the prior art known by public prior art is usually provided to connect two or more wheels, apart from their Laufradrotationsachse rigidly in at least one subframe and the Cornering capability by a corresponding rotation possibility to realize a vertical axis between subframe and superstructure or in the superstructure.

Practice shows that it comes in the known prior art solutions due to the large loads of often several hundred tons to a relatively heavy wear on the wheels and also on the rails.

The object of the invention is to improve a generic Schienenfahrwerksgruppe to the effect that it allows a low-wear as possible driving on the rail on the straight and at least one turn and in the transition between them.

This is inventively achieved by at least one of the wheels, preferably each impeller, individually about a, in the operating position vertical impeller axis of rotation is rotatable.

A central idea of the invention is therefore to further develop the group of rail vehicles such that at least one of the wheels, preferably each wheel, can be rotated individually about the vertical wheel rotation axis and thus each runner in each point of the curve at straight rail sections and also when cornering the optimal position relative to the rail can take. This is especially true for the transitions between a straight track and a curved rail track ie a curve and vice versa. Due to the optimal position of the wheels on the rails in each section of the rail, ie in the straight line and in the curve, the abrasion and wear on the wheels as well as on the rail is minimized. Another important advantage of the inventive design of the Schienenfahrwerksgruppe is that it can be traversed with him comparatively tight curves with comparatively low curve radii.

Particularly preferred embodiments of the invention provide for this purpose that at least one of the wheels, preferably each wheel, a separate Subframe is assigned and the subframe is rotatable together with the impeller to the vertical in the operating position impeller axis of rotation.

A subframe is generally speaking the support element, in which the impeller is rotatably mounted about its in the operating position horizontally extending impeller rotation axis for rolling along on the rail. The operating position is the position in which the rail chassis group or the crane with its wheels is on the rails and can be driven along the rails. In most cases, it is envisaged that the track group has more than two wheels. In most cases, the number of wheels per track group is an integral multiple of the number two. Usually, a track group with all its wheels runs on exactly one rail. The horizontal impeller rotation axis about which the respective impeller rotates when rolling on the rail in the operating position and in the operating position vertical impeller rotation axis about which the impeller is rotatable for cornering, can in principle be arranged so that they are, preferably in a right Angle, cut. Preferred embodiments provide, however, that the wheels for rolling on the rail are each rotatable about a horizontal in the operating position Laufradrotationsachse and, preferably in each case, the impeller rotation axis of the impeller and the impeller rotation axis of the impeller are skewed to each other. The word "windschief" is to be understood in a mathematical sense. It therefore means that the straight lines running through the impeller rotation axis and the impeller rotation axis do not intersect in space anywhere and are also not parallel to one another. In these skewed embodiments, however, it is advantageously provided that a parallel to the impeller rotation axis of the impeller exists, which intersects with the impeller rotation axis of the impeller at a right angle, and vice versa.

In order to realize the rotatability of the wheels to their respective vertical impeller axis of rotation with the least possible number of required joints, see particularly preferred embodiments of Invention before that two of the wheels and / or two of the subframe are rotatable about a common, in the operating position vertical impeller axis of rotation. This is possible in particular in the case of a skew arrangement of the impeller rotation axis and the impeller rotation axis.

Particularly preferred embodiments of the invention provide that the wheels of the track group are the only components of the track group which initiate the load generated by the track group itself and generated by the ballast on the track group in the rails. These preferred variants thus provide that the wheels of the rail chassis group together transmit the entire in the operating position in the vertical direction of the Schienenfahrwerksgruppe itself outgoing and resting on the Schienenfahrwerksgruppe load on the rail. As a result, all other components of the rail chassis group, which are in direct contact with the rail, freed from the ballast and thus are subject to much less risk of wear or wear.

As already explained, the invention relates not only to a rail vehicle group per se, but also to a crane, in particular a gantry crane, which is characterized in that it has at least one rail chassis group according to the invention, preferably three or four rail chassis groups according to the invention. In particular, in gantry cranes is preferably provided that, in order to allow straight travel and cornering on the rails, per vertical support have a rail undercarriage according to the invention.

With regard to the designation of the various axes of rotation or rotation as vertical or horizontal and also other terms of the terms vertical and horizontal, it is pointed out that this is usually only true if the running surfaces of the rails on which the wheels unroll, run exactly horizontally. Of these there are in practice deviations from usually a few Degree. If the running surfaces of the rails are not exactly horizontal, as a rule, the aforementioned rotation or rotation axes are no longer aligned exactly vertically or horizontally. In the sense of linguistic simplification, however, axes of rotation which are not exactly vertical and are not vertically horizontal axes of rotation are also referred to as horizontal. The same applies to other uses of the words vertical or horizontal. The angular deviations from the exact vertical or exactly horizontal course, in particular the rotation and rotation axes are, however, in any case less than or equal to 10 °. One could also speak of essentially vertical or substantially horizontal in this context.

• Fig. 1 ein Beispiel eines erfindungsgemäß ausgebildeten Portalkrans in schematisch reduzierter Darstellung;
• Fig. 2 und 3 Beispiele, wie Schienen verlegt sein können, auf denen erfindungsgemäße Schienenfahrwerksgruppen gefahren werden können;
• Fig. 4 bis 6 Darstellungen zu einem ersten Ausführungsbeispiel einer erfindungsgemäßen Schienenfahrwerksgruppe;
• Fig. 7 bis 9 Darstellungen zu einem zweiten Ausführungsbeispiel einer erfindungsgemäßen Schienenfahrwerksgruppe;
• Fig. 10 bis 12 Darstellungen zu einem dritten Ausführungsbeispiel einer erfindungsgemäßen Schienenfahrwerksgruppe.

Further features and details of preferred embodiments of the invention are explained below by way of example with reference to the description of the figures. Show it:

• Fig. 1 an example of a gantry crane designed according to the invention in a schematically reduced representation;
• FIGS. 2 and 3 Examples of how rails can be laid, on which rail undercarriage groups according to the invention can be driven;
• 4 to 6 Representations of a first embodiment of a Schienenfahrwerksgruppe invention;
• Fig. 7 to 9 Representations of a second embodiment of a Schienenfahrwerksgruppe invention;
• 10 to 12 Representations of a third embodiment of a Schienenfahrwerksgruppe invention.

Fig. 1 shows by way of example and schematically a crane 3 in the form of a gantry crane, which can travel on two rails 2 in a straight rail section and also around a curve shown only partially. The crane 3 or gantry crane has at each corner a rail chassis group 1. Each rail chassis group 1 has a plurality of wheels 4, with which they can drive on the rails 2 along the line and around the bend. The wheels 4 of each rail chassis group 1 run on exactly one rail 2. The rail chassis groups 1 can, for example, in each case according to the below-described embodiments of the invention be executed.

The Schienenfahrwerksgruppen 1 of this embodiment of a crane 3 are seen in pairs and in the longitudinal direction of the rails 2, arranged one behind the other on a head support 20 of the crane 3. The head carrier 20 can also be referred to as a chassis carrier or moving beam and represents the connection between the rolling gear group 1 and the structure of the crane 3 resting thereon. On the head carriers 20 four vertical supports 19 are arranged on the head carriers 20 which carry two main carriers 18. The vertical supports 19 do not necessarily have to be strictly vertical. On the main carrier 18 runs at least one known per se, but not shown trolley, which carries the lifting device. The trolley is movable along the main carrier 18. This is known per se and does not have to be shown separately.

Fig. 2 shows in a schematically illustrated vertical section a free on the ground level edge 25 and thus on the ground 24 stationary rail 2. This stands with its rail 23 on the top edge 25. The rail head 21 carries the tread 22 of the rail 2, on which the wheels 4 of Roll down the rolling gear groups 1. Laterally, the rail head 21 is limited by the side surfaces 12. The side surfaces 12 are those surfaces of the rail 2 and the rail head 21, which are arranged outside the running surface 22 of the rail 2 and, based on the operating position, usually vertical or at least approximately vertical. They are usually formed on the rail head 21. The in Fig. 2 schematically illustrated construction is known per se and need not be explained further.

Fig. 3 shows schematically and by way of example how, as also known in the prior art, a rail 2 can be installed in the substrate 24 that their tread 22 at least approximately level with the ground level 25th lies. This structure is selected when the rail 2 is not to survive over the ground surface 25. This can be the case, for example, when the rail is installed in the area of a traffic area on which non-rail vehicles such as trucks, cars and the like should drive. The structure of the rail 2 per se is the same as in Fig. 2 , The essential difference for the following statements between the structure according to Fig. 3 and the structure according to Fig. 2 is that the side surfaces 12 of the rail 2 and the rail head 21 in the according to Fig. 3 built-in ways are no longer completely freely accessible. The side surfaces 12 are according to the rail installation Fig. 3 only within the relatively shallow grooves 26 accessible.

As a substrate 24 must be performed so that a rail 2, even with correspondingly high loads, such as those generated by a crane, is firmly anchored in the ground, is known and need not be explained. Accordingly simplified is the representation of the substrate 24 in the FIGS. 2 and 3 as well as in the following Fig. 6 . 9 and 12 ,

The following are based on the 4 and 5 and thus the first exemplary embodiment of a rail vehicle group 1 according to the invention first of all those features of the rail vehicle group 1 described, which are found in all embodiments. Only then will be discussed on the specific differences between the three embodiments.

Fig. 4 shows the rail chassis group 1 in the region of a curve of the rail 2 in a perspective view. Fig. 5 shows the same situation in plan view. The running wheels 33 resting on the running surface 22 of the rail 2 with their running surfaces 33 are, according to the invention, individually rotatable or pivotable about a respective vertically disposed impeller rotation axis 7 in the shown operating position. Each impeller 4 is assigned a separate subframe 5. Each of these sub-frame 5 is rotatable together with the impeller 4 about the vertically standing in the operating position impeller axis of rotation 7. In all embodiments shown is provided that in each case two of the wheels 4 with their associated subframes 5 are rotatable about a common, vertical in the operating position impeller axis of rotation 7. The Laufradrotationsachsen 8 of the wheels 4 and their respective impeller axes of rotation 7 are skewed. This means that they do not intersect or run parallel to each other. The rotatability of the wheels 4 and subframe 5 in pairs about a common vertically disposed impeller axis of rotation 7 allows the reduction of the number of required hinges 34 to allow the rotatability about the vertical impeller axes of rotation 7. Suitable hinges 34 for this purpose are known per se in the prior art and need not be further explained.

For the sake of completeness, it should be noted that there may of course be embodiments of the invention in which the wheels 4 and preferably also their subframe 5 are individually rotatable about vertically disposed impeller axes of rotation 7 by each impeller 4 is assigned its own or separate impeller axis of rotation 7 , But this has the disadvantage that more pivots 34 are needed to realize the impeller axes of rotation 7.

In all embodiments shown here, it is provided that the wheels 4 of the respective track group 1 jointly transmit the entire, in the operating position in the vertical direction 9 of the Schienenfahrwerksgruppe 1 itself outgoing and resting on the Schienenfahrwerksgruppe 1 load on the rail 2. In short, the wheels 4 are thus the only components of the rail carriage group 1 intended for the transmission of the ballast 2 to the rail.

In the exemplary embodiments shown, each rail chassis group 1 has six wheels 4 and correspondingly also six subframes 5, which are each assigned in pairs to a wheel rotational axis 7. The subframe 5 carry the superstructure 6 and also the motors 31, which serve to set the wheels 4 for driving along the rail 2 about their Laufradrotationsachsen 8 in rotation.

The superstructure 6 of the Schienenfahrwerksgruppe 1 includes, generally speaking, all those components of the rail chassis group 1, which are supported by the subframes 5. These, the superstructure 6 forming components are at least for the most part in the operating position usually above the subframe 5. The superstructure 6 of the Schienenfahrwerksgruppe 1 comprises in the embodiments shown a carrier in the form of Balanciers 29, which of four wheels 4 with their four subframes 5 is worn. On the balancer 29, a rocker 28 of the superstructure 6 is supported. This rocker 28 is supported at its other end on two wheels 4 and two subframes 5 from. The horizontal joints 36 serve the most uniform load distribution on the wheels 4 and are known per se. Between the balancer 29 and the rocker 28 and between the rocker 28 and the head support 20 27 joints are realized by means of the link 30 and the pivot pin, as for example from the EP 1 911 716 B1 are known. For their description, reference is explicitly made to the above-mentioned document, the content of which is thus part of the disclosure. In this way, in any case between Balancier 29 and rocker 28 and between rocker 28 and head support 20 further joints are provided which allow rotation about more vertically disposed pivot axes 32.

Following these general, also for the other embodiments according to the Fig. 7 to 12 Applicable embodiments will now be specifically to the peculiarities of the first embodiment according to the 4 to 6 received. These features are, as well as in the other embodiments, especially in the way in which the wheels 4 are rotated and pivoted together with their subframes 5 about the respective vertical impeller axes of rotation 7, in the line and in the curve the course the rail 2 to follow optimally. In the first and in the second embodiment, the side surfaces 12 of the rail 2 and the rail head 21 are used as guide surfaces for this purpose to align the respective impeller 4 together with subframe 5 by turning or pivoting about the vertical impeller axis of rotation 7 on the rail 2.

In the first embodiment according to the 4 to 6 is provided for this purpose that at least one of the wheels 4, preferably each impeller 4, at least one rotatable about a vertical in the operating position guide roller rotation axis 16 guide roller 17 for rotating the impeller 4 about the impeller axis 7 by conditioning the guide roller 17 on a side surface 12 of Rail 2 is assigned. The guide rollers 17 are conveniently fastened or mounted with their guide roller rotation axes 16 on the respective subframe 5. The guide roller rotation axes 16, around which the guide rollers 17 rotate when running along the side surface 12 of the rail 2, are aligned vertically, as shown particularly well in the sectional view according to FIG Fig. 6 you can see.

Fig. 6 shows a vertical section orthogonal to the longitudinal extent of the rail 2. The cutting plane extends through the guide roller rotation axes 16 of the guide roller 17. The running with its tread 33 on the tread 22 of the rail 2 impeller 4 is in Fig. 6 no longer shown cut, because it is behind the cutting plane. Preferred embodiments, as shown here, provide that each subframe at least two guide rollers 17 are assigned, which are arranged in pairs on opposite sides of the rail head 21. It is particularly preferably provided that at least some subframes 5 four guide rollers 17 are assigned. These may be in pairs on opposite sides of the rail head 21 and in front of and behind the impeller 4 of the subframe 5. In the arrangement, as it is realized here, in which two wheels 4 are associated with their two subframes 5 a common impeller axis of rotation 7, particularly preferred embodiments provide that these two wheels 4 and 5 subframes are assigned a total of six guide rollers 17. Two of these guide rollers 17 are arranged in the area in front of the one impeller 4, two guide rollers 17 in the region between the wheels 4 and two guide rollers 17 in the area behind the rear wheel 4. As a result, the number of required guide rollers 17 can be reduced. For the sake of illustration are in the Fig. 6 also located outside the cutting plane or behind the cutting plane impeller rotation axis 8 and the vertically extending impeller axis of rotation 7, as well as the vertical direction. 9

An advantage of the first embodiment according to 4 to 6 is that no own drive for rotating or pivoting of the wheels 4 and the subframe 5 is required to the vertically stationary impeller axes of rotation 7, since the optimal orientation of the wheels 4 in the straight ahead and when cornering along the rail 2 by with the side surfaces 12 of the rail head 21 cooperating guide rollers 17 is achieved.

However, it should also be noted that this type of rail chassis group 1 according to the invention, as shown in the 4 to 6 is exemplified, can only be applied when the rail 2 protrudes so far out of the ground 24 that the side surfaces 12 of the rail head 21 so far beyond the ground level edge 25 that the guide rollers 17 find space accordingly.

In the second embodiment according to the Fig. 7 to 9 it is also a variant of the invention, in which the rotation of the wheels 4 together with the subframe 5 is realized about the vertically disposed impeller axes of rotation 7 by a guide on the rail 2 and its side surfaces 12. Instead of the guide rollers 17 of the first embodiment, in the second embodiment according to the Fig. 7 to 9 the subframe 5 wheel flange guide wheels 14 which run with their running surfaces 35 on the running surface 22 of the rail 2 and are guided by means of their flanges 15 of the side surfaces 12 of the rail 2. Generally speaking, it is provided in this type of rail undercarriage groups 1 according to the invention that at least one of the wheels 4, preferably each impeller 4, at least one about a horizontal in the operating position Führungsradrotationsachse 16 rotatable Flange guide wheel 14 with at least one wheel flange 15 for rotating the impeller 4 to the impeller axis of rotation 7 by means of system of the flange 15 of the Flange guide wheel 14 is assigned to at least one side surface 12 of the rail 2. The wheel flange guide wheels 14 may have on one side or on both sides flanges 15 and abut respectively on one side or on both sides of the side surfaces 12 of the rail 2. The advantage of the variant according to Fig. 7 to 9 compared to the first embodiment is that the rail 2, as in Fig. 9 shown, may be recessed into the ground 24. Fig. 9 shows a vertical section through the rail 2 and a flanged wheel 14 running thereon in the region of the horizontally lying Führungsradrotationsachse 13. Good to see in Fig. 9 arranged on both sides of the wheel flange 14 wheel flanges 15, which in cooperation with the side surfaces 12 of the rail 2 cause the guide along the rail 2, so that the in Fig. 9 behind the cutting plane still drawn impeller 4 together with subframe 5 is always brought by turning the vertical impeller axis of rotation 7 in the optimal angular position. As a result, as in the first embodiment, a low-wear straight ahead driving and a low-wear cornering on the rail 2 possible. The wheels 4 of the first two embodiments do not carry flanges. Particularly preferred embodiments of these embodiments provide that the flange drive wheel 14 is suspended without load. The superimposed on the Schienenfahrwerksgruppe 1 and by the Schienenfahrwerksgruppe 1 itself resulting load is transmitted in this embodiment almost exclusively on the wheels 4 on the rails 2. A correspondingly unloaded or load-free suspension of the wheel flange guide wheels 14 can be achieved, for example, in that the guide wheel rotation axes 13 are not supported but only in the vertical direction on the subframe 5 in the horizontal direction.

In the third embodiment, the wheels 4 themselves each have flanges 11. Due to the load transferred from the wheels 4 to the rail 2, however, this is not sufficient for the wheels 4 to be turned following the vertical wheel rotation axes 7 when cornering and during the straight travel or during the transition therebetween by rail 2 alone. In order to rotate or pivot the wheels 4 together with the 5th subframe about their wheel rotational axes 7, here are two adjacent subframe 5 by means of a motor Drive 10 is connected, which actively causes a corresponding rotation of the subframe 5 about the impeller axis of rotation 7. Generally speaking, it is provided in this type of embodiments that at least one of the wheels 4, preferably each impeller 4, a motor drive 10 for rotating the impeller 4 is assigned to the impeller axis of rotation 7. The term of the motor drive 10 is to be understood generally. It may be, for example, by electric motor, hydraulics, pneumatics, etc. motorized drives. Common to all these embodiments that no longer the course of the rail 2 mounted on the subframe 5 guide body for rotation of the wheels 4 and subframe 5 leads to the vertical impeller axes of rotation 7, but these rotations are actively realized by a separate motor drive 10. It can of course be provided that each impeller 4 or each subframe 5 is assigned its own corresponding motor drive 10. It can, as in the embodiment according to the 10 to 12 but also be provided that a motor drive 10 for rotation of two or more subframes 5 is used.

Fig. 12 again shows a vertical section through a submerged in the ground 24 rail 2 with it running impeller 4. In this variant, as in Fig. 12 Good to see, generally speaking provided that the impeller 4, preferably all wheels 4, at least one flange 11 for guiding the, preferably respective impeller 4 on at least one side surface 12 of the rail 2 has. In concrete realized embodiment, the impeller 4 on two flanges 11. Would you not realize the motor drives 10 in this embodiment, then at least very high frictional forces during cornering would occur at the wheels 4 with their flanges 11, which sooner or later to a rapid wear on the wheels 2, especially on their flanges eleventh and would also lead to the rail 2.

For the sake of completeness, it is again pointed out that the invention is of course not limited to the embodiments shown. In particular, the number of subframe 5 and wheels 4 as well as the embodiments of the superstructure 6 can vary greatly. In particular, the different variants of the embodiments, as far as appropriate, can also be combined with one another. <B> Legend </ b> to the reference numbers: 1 Track undercarriage Group 19 vertical supports 2 rail 20 endcarriages 3 crane 21 railhead 4 Wheel 22 tread 5 subframe 23 rail 6 superstructure 24 underground 7 Impeller axis of rotation 25 ground level 8th Impeller rotation axis 26 gutter 9 vertical direction 27 pivot pin 10 motor drive 28 wing 11 flange 29 balancier 12 side surface 30 handlebars 13 Führungsradrotationsachse 31 engine 14 Spurkranzführungsrad 32 another axis of rotation 15 flange 33 tread 16 Leadership rotation axis 34 swivel 17 leadership 35 tread 18 main carrier 36 Horizontal joint

Claims (10)

Rail chassis group (1) for a crane (3), in particular a gantry crane, movable on rails (2) with a straight track and around at least one curve and in the transition between the straight track and the curve, with at least two, in particular at least four, wheels (4) , wherein the wheels (4) carry subframe (5) of the rail chassis group (1) and the subframe (5) bear a superstructure (6) of the Schienenfahrwerksgruppe (1), characterized in that at least one of the wheels (4), preferably each impeller (4), individually about a, in the operating position vertical stationary impeller axis of rotation (7) is rotatable. Rail chassis group (1) according to claim 1, characterized in that at least one of the wheels (4), preferably each impeller (4), a separate subframe (5) is assigned and the subframe (5) together with the impeller (4) to the in the operating position vertical impeller axis of rotation (7) is rotatable. Rail chassis group (1) according to claim 1 or 2, characterized in that in each case two of the wheels (4) and / or two of the subframe (5) are rotatable about a common, in the operating position vertical impeller axis of rotation (7). Rail chassis group (1) according to one of claims 1 to 3, characterized in that the wheels (4) for rolling on the rail (2) in each case about a horizontal in the operating position Laufradrotationsachse (8) are rotatable and, preferably in each case, the Laufradrotationsachse ( 8) of the Impeller (4) and the impeller rotation axis (7) of the impeller (4) are skewed to each other. Rail chassis group (1) according to one of claims 1 to 4, characterized in that the wheels (4) of the rail chassis group (1) together all in the operating position in the vertical direction (9) of the Schienenfahrwerksgruppe (1) itself outgoing and on the Schienenfahrwerksgruppe (1) load applied load on the rail (2). Rail chassis group (1) according to one of claims 1 to 5, characterized in that at least one of the wheels (4), preferably each impeller (4), at least one, about a vertically standing in the operating position guide roller rotation axis (16) rotatable guide roller (17) for rotating the impeller (4) about the impeller rotation axis (7) by means of abutment of the guide roller (17) on at least one side surface (12) of the rail (2). Rail chassis group (1) according to one of claims 1 to 6, characterized in that at least one of the wheels (4), preferably each impeller (4), at least one about a horizontal in the operating position Führungsradrotationsachse (13) rotatable Flange guide wheel (14) is associated with at least one flange (15) for rotating the impeller (4) about the impeller axis (7) by means of contact of the flange (15) of the wheel flange (14) on at least one side surface (12) of the rail (2). Rail chassis group (1) according to one of claims 1 to 7, characterized in that at least one of the wheels (4), preferably each impeller (4), a motor drive (10) for rotating the impeller (4) about the impeller rotation axis (7) assigned. Rail chassis group (1) according to claim 8, characterized in that the impeller (4), preferably all wheels (4), at least one flange (11). Crane (3), in particular gantry crane, characterized in that it comprises at least one rail chassis group (1), preferably three or four rail chassis groups (1) according to one of claims 1 to 9.

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