EP3221201A1

EP3221201A1 - Cross member for rail vehicles, used for articulating a rail vehicle body to the bogie thereof

Info

Publication number: EP3221201A1
Application number: EP15795161.7A
Authority: EP
Inventors: Lothar Thoni
Original assignee: Individual
Current assignee: Individual
Priority date: 2014-11-21
Filing date: 2015-11-17
Publication date: 2017-09-27
Anticipated expiration: 2035-11-17
Also published as: CN107107921B; WO2016079090A1; DE102014117047B4; CN107107921A; EP3221201B1; US20180141572A1; DE102014117047A1; ES2856485T3; PL3221201T3; US10625755B2

Abstract

The invention relates to a cross member for articulating a body (3) of a rail vehicle (2) to the bogie (4) thereof; the upper face (24) of the cross member (1) is connected to the body (3), and a bogie pin-supporting plate (27) comprising a bogie pin (11) is secured to the lower face (25) of the cross member (1) with the aid of fastening means, the bogie pin (11) being movably mounted in a bogie pin receptacle on the bogie (4) in order to transmit pulling and braking forces.

Description

Traverse for rail vehicles for the articulation of a car body of a rail vehicle to the bogie

Description:

Technical area:

The invention relates to a traverse for a rail vehicle according to the preamble of claims 1, 12, 15 and 18.

State of the art:

Railway vehicles in the sense of the present invention are both track-bound vehicles with and without their own drive. The special feature of such

Vehicles is their track-bound guidance through the track, which brings with cornering due to the length of the rail vehicles relative movements of the chassis to the car body with it. At the same time occur during a ride between

Chassis and car body rolling and rolling movements as well as braking and pulling forces that make special design measures in the connection area between the chassis and car body required.

For this purpose, known rail vehicles have as a supporting component at the

Bottom of the car body and the box base rigidly mounted cross member made of cast aluminum, which is hinged to a designed as a bogie chassis. The connection is via a steel pivot, which is fastened by means of a likewise made of steel pivot plate centrally on the underside of the crossbar and is articulated for transmitting power in a pivot receptacle on the bogie. The weight of the car body is carried by arranged between bogie and car body springs.

This type of articulation allows the one hand, a safe transmission of braking and traction forces, while on the other hand, the conditional by the driving rotation, rolling and rolling movements of the car body are allowed to the bogie, but they are limited for reasons of driving safety and ride comfort. For this purpose, it is known that the rolling movements by a

Roll damping between bogie and crossbeam and the rolling motion counteract by a Schlingerdämpfung between bogie and traverse. Known trusses are cast from suitable aluminum alloys. They are designed as pressure-resistant hollow body and have plate-like shape with in

Essentially flat tops and bottoms, on which all necessary

Construction elements are mounted to connect the car body to the bogie. The cavity in the interior of the traverse serves as additional air reserve for the air suspension. In known trusses, a distinction is made between headravers, which are provided on the first and last bogies of a train formed by a plurality of rail vehicles, and base crossbeams, which are located at the intermediate ones

Bogies are arranged. The present invention relates both to headravers and to base traverses.

As problematic has first in known rail vehicles

Attachment of the pivot on the traverse proved. By integrating the pivot in a pivot plate with side of the pivot arranged side stops resulting in large temperature fluctuations due to the different material-related thermal expansion coefficients of steel and aluminum different thermal expansions, especially in the contact surface between traverse and pivot plate generate high shear forces. The im

Edge region of the pivot plate lying fasteners are therefore exposed to extreme temperature differences extreme loads, which has already led to a failure of the fastener for the pivot plate.

Another problem of known trusses relates to the articulation of the roll and rolling damper on the traverse. On the underside of a truss are screwed in the region of the transverse sides Schlingerdämpferkonsolen whose free ends each carry a Schlingerdämpferkopf for articulation of a Schlingerdämpfers. Due to the geometric conditions, forces from the rolling damper generate high moments in the fastening area of the bracket, which must be absorbed by the screws there and must be taken into account by appropriate dimensioning.

The Wankdämpfer are about a roll bearing rod in both sides of the

Traverse transverse sides arranged roll bearings held. Known roll bearings consist of a molded onto the traverse approach with a first bearing surface for receiving the roll bearing rod and a bearing shell with a second bearing surface. To form the rolling bearing is the bearing shell with the approach screwed, wherein the joining surface extends approximately plane-parallel to the plane of the traverse. The registered from the roll damper on the roll bearing rod in the roll bearing forces lead in this type of rolling bearing training to very high

Material stresses in the connection area of the attachment to the traverse, which requires appropriate design measures.

In luftgefederter storage of the car body is known

Rail vehicles the air volume required for the suspension of the as

Pressure vessel trained Traverse and provided by the cavity of the rubber bellows air springs between the bogie and Traverse. It has been shown that the size of the total volume of air has a significant influence on driving safety and driving comfort.

In DE 10 2012 105 310 A1 a rail vehicle is described in which a spring device is provided with a first and second contact element, which comprises a spring unit and is arranged kinematically in series between the car body and the chassis unit. In DE 198 26 448 C2, a chassis for a rail vehicle is also described, in which the driven pair of wheels about a common vertical axis and the non-driven individual wheels are each mounted pivotably about its own vertical axis and in which the non-driven single wheels by means of a steering device for a common concurrent

Panning around their tall axes are coupled together. In DE 197 51 742 C2, a rail vehicle is described, in which the coupling devices are designed according to the proviso that the drive after exceeding the of the

Traction devices to be transferred to the traction, - brake and

Executives on the main frame or fixed frame stops with the interposition of energy-absorbing Endanschlagelementen comes to rest. In terms of driving safety and ride comfort, these trusses are still

be improved, in particular with regard to their use in areas with large temperature fluctuations.

Presentation of the invention:

Against this background, the object of the invention is to further improve known trusses, in particular with regard to their influence on driving safety and ride comfort of equipped rail vehicles and their use in areas with large temperature fluctuations. This object is achieved by a traverse with the features of claims 1, 12, 15 and 18. Advantageous embodiments will be apparent from the dependent claims.

A first basic idea of the invention manifests itself in the concentration of load-transferring connection and fastening elements in the narrower circumferential region about the pivot pin axis. As a result, thermal expansions between the fixing points as a result of temperature differences in so little extent affect that they are intercepted with tolerances. Rail vehicles with trusses according to the invention are therefore even in areas with large temperature fluctuations of, for example, 50 ° to -55 ° can be used. In an advantageous embodiment of the invention is provided by suitable

Constructive measures to assign the same time acting on the connection area different stresses each different load-removing means. Thus, braking and tensile forces are removed by a positive connection in the region of the joint surfaces between pivot plate and Traverse with the advantage that limited by the increased force transmission surfaces despite concentrated load transfer in the pivot axis material stresses. On the other hand, forces from lifting and lowering movements are taken up in the trunnion axis via clamping screws, which are grouped at a narrow radial distance around the trunnion axis. Advantageously, the radial distance of the clamping screw axes for

Pivot axis is an optimum distance, which can be deduced from the results of the FEM

Calculations emerges. In the present embodiment, this distance is a maximum of 80 mm. Preferably, the clamping screws are arranged within the cross section of the positive locking means to constrains due to different

To keep thermal expansion as low as possible.

In such a connection of the pivot plate to the traverse the

Clamping screws only axially stressed while bending stresses and shear forces are absorbed by the positive connection. The elasticity of the

Clamping screws can therefore be utilized to the maximum.

The anchoring of the clamping screws is advantageously carried out via a

Abutment plate on which the screw heads are supported. That way Selective load concentrations on the traverse in the area of the screw heads avoided. The abutment plate distributes these punctual loads over the entire contact surface on the traverse. At extremely high load on the connection area, for example, in an impact or accident, an embodiment of the invention is preferred in which the pivot plate is additionally supported laterally of the pivot on the underside of the traverse. Due to geometric conditions in such a load case, an improved leverage effect, whereby it is possible to absorb even acceleration forces in the order of five times the acceleration of gravity.

In order for the trunnion plate to remain functional even with high temperature fluctuations in such a lateral support, the invention is provided in a further development, provided for lateral support

Mounting areas floating on the underside of the crossbeam store. A preferred embodiment of the invention provides for the use of spacer sleeves, which in slots on the pivot plate and under

Intermediate a sliding layer used in the pivot plate and are penetrated by mounting screws, which in turn engage in the bottom of the crosshead.

An additional fixation of the pivot plate against a displacement in the longitudinal axis of the crosshead takes place according to an advantageous embodiment of the invention by the arrangement of baseboards along the longer sides of the pivot plate. Advantageously, the baseboards are cast on the underside of the traverse and go monolithically in the side stops, so that the existing steel pivot plate can be kept as small as possible with the further advantage of weight savings over known trusses.

Another basic idea of the invention is to monolithically mold functional components such as, for example, the anti-roll bar console or the side stops, which are screwed to the flat underside of the traverse in the case of known trusses, in a monolithic manner. This initially brings the considerable advantage that when training the Schlingerdämpferkonsole and / or the

Side stops as a hollow body, the cavity of which supplements the volume of air provided by the traverse for the air suspension, which has a positive effect on the Driving safety and driving comfort of a rail vehicle reflected.

With regard to the connection of the roll damper bracket to the traverse, it also proves to be advantageous that fasteners that were highly stressed in known trusses due to unfavorable leverage ratios, now due to the monolithic training are no longer necessary.

Another basic idea of the invention relates to the rolling bearings whose two-part training in known trusses with horizontal separation to extremely high

Material stresses in the transition region of the rolling bearing has led to Traverse. Due to the inventive profile of the joining surfaces transverse to the plane of the

Traversenunter- or truss top is in a surprisingly simple way an enlarged cross-section for load application of the bearing forces in the traverse to

Provided with the result that voltage spikes in this area occur significantly reduced.

Finally, another basic idea is contained in a traverse invention, accordingly, the casting contours in the areas between the

Bearing surfaces, the pivot plate and the molded

Roller damper consoles are designed at a higher level than the storage areas. For example, the level difference between the bearing surfaces and the raised portions may be 30 mm and more, preferably 50 mm and more. This initially leads to the fact that can be better absorbed and derived due to the increased internal height of the traverse forces due to greater internal leverage. This allows the design of trusses with significantly lower

Thickness, which in turn turns out to be advantageous when casting the Traverse, since the finished cast aluminum has a finer grain structure and is therefore characterized by a better material quality. Since the surface contour is also apparent on the inside of the traverse, which delimits the cavity, an additional air volume for the air suspension is created with the raised regions, which, as already described, is advantageous for the air suspension

Driving safety and driving comfort of a rail vehicle equipped with a traverse invention. At the same time, the raised areas on the underside of the crossbar form a border for the seat of the air springs, thus ensuring improved support and secure seating of the air springs on the crossbar. The invention will be explained in more detail below with reference to an embodiment shown in FIGS. 1 to 10, wherein further features and advantages of the invention will become apparent, but without limiting the invention thereto. Brief description of the drawings:

It shows

1 is an oblique view of the end of a rail vehicle according to the invention equipped with a rail vehicle in the bogie with indicated car body,

2 is an oblique view of the underside of a cross member according to the invention, Fig. 3 is a bottom view of the Traverse shown in Fig. 2,

4 is a front view of the Traverse shown in Fig. 2,

5 is a plan view of the Traverse shown in Fig. 2,

6 is a side view of the Traverse shown in Fig. 2,

Fig. 7 is an oblique view of the cut in its transverse axis traverse

according to FIG. 2,

Fig. 8 is a section through an inventive traverse along the

Transverse axis on a larger scale,

9 shows a detail of the area marked IX in FIG. 8 and FIG

10 shows a partial section through a traverse according to the invention along the line indicated in FIG. 5 with X-X.

Ways to carry out the invention and commercial usability:

1 shows the end region of a traverse 1 according to the invention

equipped rail vehicle 2, which in the present example of a not driven wagon is formed. The rail vehicle 2 comprises an indicated in dashed lines car body 3, on the underside, which is optionally formed by a box base, a cross member 1 according to the invention is rigidly fixed. The specific embodiment of the traverse 1 according to the invention is the subject of FIGS. 2 to 10.

Next, Fig. 1 shows a bogie 4 trained suspension with two sets of wheels 5, which are articulated via links 6 on the bogie frame 7 and held by a primary suspension. The bogie frame 7 has two longitudinal members 8, which are rigidly connected to each other via head support 9. Between the head carriers 8, the

Bogie frame 7 a lowered area, where the side of the

Bogie center each have a rubber-like air spring 9 and in the bogie center a pivot receiver. The air springs 9 form the main suspension of the rail vehicle 2 and are above you Traverse 1 directly with the central

Air supply of the rail vehicle 2 connected.

The articulation of the car body 3 on the bogie 4 is such that a pivot pin 1 1, which extends centrally from the underside of the cross member 1 in the direction of the bogie 4, engages the pivot receptacle on the bogie 4, to braking and pulling forces between the bogie 4 and Can transfer car body 3, without doing relative movements in the form of turning, lifting, lowering, rolling and

Hampered rolling movements.

For damping said relative movements between the bogie 4 and the car body 3 are, as shown in FIG. 1, arranged on both sides of the bogie 4 each have a rolling damper 12 and 13 finned damper. With their one end, both the rolling damper 12 and the roll damper 13 are articulated to a bracket 14 arranged on the outer side of the longitudinal members 8 of the bogie frame 7. The other end of the Schlingerdämpfers 12 hingedly connects to a Schlingerdämpferkopf 15, which sits firmly on a resulting from the bottom of the traverse 1 Schlingerdämpferkonsole 16.

The articulation of the two roll damper 13 via a roll bearing rod 17, the two-sided ends are rotatably mounted in fixedly arranged on the cross member 1 rolling bearings 18. The connection between the roll bearing rod 17 and the roll dampers 13 takes place in each case via a rotary lever 19, which is non-rotatably seated on the roll bearing rod 17 and adjoins the free end of the roll damper 23. In such a connection of a car body 3 to a bogie 4 so braking and pulling forces on the pivot pin 1 1 are introduced into the bogie 4, forces from a lifting and lowering movement over the air springs 10, forces from a roll over the roll damper 13 and forces from a rolling motion over the rolling damper 14.

The more detailed structure of a cross member 1 according to the invention is apparent from FIGS. 2 to 10, wherein in all representations like features bear the same reference numerals, even if they are not expressly described among the individual figures.

The traverse 1 has a longitudinal axis 20 and a transverse axis 21 extending perpendicular thereto. The traverse longitudinal sides 22 extend parallel to the longitudinal axis 20, the transverse transverse sides 23 parallel to the transverse axis 21st The upper side assigned to the body 3 bears the reference numeral 24, the underside facing the bogie 4 the reference numeral 25. At the upper side 24 is located along the

Traverse transverse sides 23 each have a mounting surface 26 for rigid connection to the car body 3. On the bottom 25, however, the components for articulated connection to the bogie 4 are arranged. In the interior, a traverse 1 according to the invention has a pressure-resistant cavity, which is penetrated by a plurality of reinforcing ribs. The partial cavities between the reinforcing ribs are connected to each other, thus forming a communicating system, so that the air can flow through the entire cavity of the traverse 1.

A first assembly for transmitting the braking and pulling forces comprises a rectangular, made of steel pivot plate 27, from the bottom 28 centrally and monolithically the pivot pin 1 1 protrudes, whose axis is designated 29. The pivot pin 1 1 has a conical, tapered to the free end shape, with which it engages in the trunnion receptacle on the bogie 4. As can be seen in particular from FIG. 8, the opposite upper side 30 of the pivot plate 27 has a monolithic coaxial projection 31 emerging from the pivot plate 27. The projection 31 is stepped with a first longitudinal section 32 of larger diameter, which is associated with a first peripheral surface 33, and with a second longitudinal section 43 of smaller diameter with a second

Peripheral surface 35. Due to the radial offset between the first peripheral surface 33 and the second circumferential surface 35, an annular shoulder 36 is formed on the projection 31. In the

Face 37 of the projection 31 are on a concentric to the pivot axis 29 circumferential circle four axially parallel threaded holes in a uniform circumferential distance and narrow radial distance to the axis 29 introduced in the later

engage described clamping screws 47. The diametrically opposed to the pivot pin 1 1 and 31 opposite portions of the pivot plate 27 form

Attachment sections 38 and 39, in the edge region in each case three holes 40 are arranged for receiving fastening means.

For positive reception of the pivot plate 27, the traverse 1 has a from the top 24 to the bottom 25 extending circular cylindrical clamping channel 41, whose inner diameter corresponds to the outer diameter of the second longitudinal portion 34 of the projection 31. In close proximity to the top 24 and bottom 25 of the clamping channel 41 expands to a larger diameter and thus forms a cylindrical expanded first longitudinal portion 42 and second

Longitudinal section 43. In the region of the widened second longitudinal section 43, the inner diameter corresponds to the outer diameter of the first longitudinal section 38 of the projection 31, so that the pivot plate 27 with its projection 31, taking into account the thermal expansion, is positively closed by the clamping channel 41

is recorded. In this case, the annular shoulder 36 of the projection 31 lays against the crossbeam 1 under contact with a ring bearing surface 43 formed by the radial recess of the widened second longitudinal section 43. A play-free bearing on the ring bearing surface 43 is ensured by the fact that the first longitudinal portion 32 of the projection 31 has a greater axial extent than the expanded second longitudinal portion 43, which results in that the mounting portions 38 and 39 of the pivot plate 27 with a small clear distance to the bottom 25 of Traverse 1 run.

The expanded first longitudinal section 42 of the traverse 1 serves for the positive reception of a complementarily shaped abutment plate 45, which extends with a dumb-shaped coaxial projection 46 on its underside in the clamping channel 41 inside. The abutment plate 45 has through holes whose hole pattern corresponds to that of the threaded holes in the end face 37 of the lug 1. By means of the clamping screws 47, which are within the clamping channel 41 in narrow radial

Group the distance around the pivot axis 29 and support itself with its screw heads on the abutment plate 45, the pivot plate 27 is tensioned against the traverse 1.

Such a connection of the pivot plate 27 to the crossmember 1 concentrates the power transmission area to a small area about the trunnion axis 29, wherein when driving forces are transmitted transversely to the pivot axis 29 by the positive connection of the first peripheral surface 33 and the second peripheral surface 35 on the traverse 1 and forces in the direction of the pivot pin 29 of the annular bearing surface 44 and the bolt 47 are added.

The relative position of the pivot plate 27 to Traverse 1 is such that the

Attachment sections 38 and 39 are aligned in the transverse axis 21 of the crossmember 1. This has the advantage that in the event of an extraordinary shock load, for example in the case of an impact or accident, the attachment sections 38 and 39 contribute to the removal of force. In order to damage the pivot plate 27 due to the high

occurring special loads to avoid even under the conditions of low temperature influences, the mounting portions 38, 39 are floatingly attached to the cross member 1, which means that a support of the mounting portions 38, 39 is perpendicular to the bottom 25 of the cross member 1, during relative movements of the pivot plate 27 with respect to the traverse 1 in the plane whose bottom 25 are possible.

As can be seen in particular from FIG. 9, the

Attachment sections 38 and 39 a number of slightly shaped slots 48, the longitudinal extension direction points in the direction of displacement. In the

Long holes 48 are used spacer sleeves 49, the flanges 50 come to lie in the clearance between the mounting portions 38, 39 and the bottom 25 of the cross member 1. With the interposition of a washer 51 penetrates a screw 52, the flange bushings 49 and engages in one

Threaded hole 53 at the bottom of Traverse 1 a. The shaft 54 of the

Flange bushing 49 is slightly longer than the thickness of the mounting portions 38, 39. In the thus formed supernatant of the flange 50 and the

Washer 51 to the mounting portions 38, 39, a sliding layer 55 is inserted in each case.

On both sides of the pivot plate 27 extend parallel to the transverse axis 21 of the traverse 1 baseboards 56. The baseboards 56 are monolithic from the

Bottom 25 of the traverse 1 and take in the space formed between the pivot plate 27 on a form-fitting manner (Figures 2, 3, 4 and 10).

In the central region of the baseboards 56 at the height of the pivot pin 1 1 each side stop 57 is monolithically molded to the baseboard 56. The two Side stops 57 thus extend to both sides of the pivot pin 1 1 and parallel to this from the bottom 25 of the cross member 1 and are separated in this way from the pivot plate 27. As can be seen in particular from FIG. 10, the side stops 57 as well as the traverse 1 are designed as hollow bodies, wherein the cavities merge into one another.

In the region of the two transverse transverse sides 23, a roll damper bracket 16 is integrally molded on the underside 25 of the cross member 1, with a wide base, which tapers towards the free end and there provides a flat bearing surface 58 for attachment of a rolling damper head 15. The

Schlingerdämpferkonsole 16 is similar to the side stop 57, formed as a hollow body, wherein the cavity of the cross member 1 and the cavity of the

Schlingerdämpferkonsole 16 turn into each other and one

Total cavity result.

At the Schlingerdämpferkonsolen 16 opposite ends of

Traverse transverse sides 23, a roll bearing 18 is arranged in each case, in which one end of the rolling bearing rod 17 is rotatably mounted. The rolling bearing 18 is divided and comprises a cast-on to the traverse 1 approach 59 with a first bearing surface, and a loose bearing shell 60 with a second bearing surface, which is used to form the

Wanklagers 18 is clamped by means of screws against the projection 59. It can be seen from FIG. 6 that in this case the plane 61 of the joining surfaces extends at an angle α to the plane formed by the traverse 1. In the present embodiment, the angle α is 90 °, but may also be in a range between 60 ° and 120 °.

The truss areas between the side stops 57 and the

Rolling damper console 16 and roll bearings 18 each form bearing surfaces 62 for the air springs 10. The bearing surfaces 62 have a circular shape and are provided with connection openings 63 to the cavity of the traverse 1. The lying between the bearing surfaces 62 region of the cross member 1 is formed opposite the bearing surfaces 62 increases, whereby a border 64 of the bearing surfaces 62 is formed. Inside the traverse 1, the raised areas lead to a cavity enlargement.

Claims

claims

1 . Traverse for the articulation of a car body (3) of a rail vehicle (2) on the bogie (4), wherein the upper side (24) of the traverse (1) with the

Car body (3) is connected and on the underside (25) of the crosshead (1) a

Pivot plate (27) with pivot (1 1) is fastened by means of fasteners, wherein the pivot (1 1) for transmitting tensile and braking forces in a pivot receptacle on the bogie (4) is movably mounted, characterized

characterized in that the pivot plate (27) on its the pivot (1 1) facing away from the top (30) coaxial with the longitudinal axis (29) of the pivot

(1 1) extending approach (31) and the crossmember (1) on its the pivot plate (27) facing bottom (25) to a neck (31) complementarily shaped

Recess (43) into which the pivot plate (27) with the projection (31) is axially inserted, and in that fastening means (47) for clamping the

Trunnion plate (27) against the traverse (1) in paraxial position around the

Longitudinal axis (29) of the pivot (1 1) are arranged and anchored with its one end in the end face (37) of the projection (31).

2. Traverse according to claim 1, characterized in that the projection (31) is stepped with a first longitudinal section (32) having a first peripheral surface (33) and at least one second longitudinal section (34) having a second peripheral surface (35), wherein the the first peripheral surface (33) and the second peripheral surface (35) are connected via an annular shoulder (36) extending normal to the axis (29).

3. Traverse according to claim 1 or 2, characterized in that the cross member (1) in the region of the fastening means one from the top of the traverse (1) for

Recess (43) on the underside of the crossmember (1) has continuous clamping channel (41) and the fastening means (47) are anchored at its other end in an abutment plate (45) which is supported on the upper side (24) of the crossmember (1).

4. Traverse according to claim 3, characterized in that the cross member (1) on its upper side (24) in the region of the abutment plate (45) has a complementary to the abutment plate shaped recess (42).

5. Traverse according to one of claims 1 to 4, characterized in that the

first attachment means (47) within a circumferential circle around the

Trunnion axis (29) are arranged, whose diameter is a maximum of 100 mm is, preferably at most 80 mm.

6. Traverse according to one of claims 1 to 5, characterized in that the

Trunnion plate (27) diametrically opposite the pivot axis (29) opposite mounting portions (38, 39) for support on the crossmember (1).

7. Traverse according to claim 6, characterized in that the pivot plate (27) on the underside (25) of the crossmember (1) is arranged such that the diametrically opposite fastening portions (38, 39) in each case in the region of a traverse longitudinal side (22). lie.

8. Traverse according to claim 6 or 7, characterized in that the

Mounting portions (38, 39) by means of fastening means (52) floating on the crossmember (1) are mounted, wherein the fastening means (52) the respective

Hold plate section (38, 39) perpendicular to the plane of the pivot plate (27) and allow for movements in the plane of the pivot plate (27).

9. Traverse according to one of claims 6 to 8, characterized in that the

Fastening means (52) are formed by at least one screw which passes through clearance with a clearance in the plane of the pivot plate (27) a fastening portion (38, 39).

10. Traverse according to claim 9, characterized in that the at least one

Screw (52) is held in a spacer bushing (49), wherein the spacer bushing (49) is guided in a sliding bearing relative to the fastening portion (38, 39).

1 1. Traverse according to one of claims 1 to 10, characterized in that the cross member (1) on its underside (25) has two in the transverse direction of the crossmember (1) mutually parallel strip-shaped base (57) and the pivot plate (27) form-fitting between the two sockets (57) is added.

12. Traverse for the articulation of a car body (3) of a rail vehicle (2) on the bogie (4), wherein the upper side (24) of the crossmember (1) with the

Car body (3) is connected and on the underside (25) of the crossmember (1) a pivot plate (27) with pivot (1 1) is fixed, wherein the pivot (1 1) for transmitting tensile and braking forces in a trunnion mount on Bogie (4) is movably mounted, and wherein the traverse (1) at least one from the bottom (25) of the crossmember (1) projecting console (16) for articulation of a bogie (4) and crossmember (1) effective Schlingerdämpfers (12) which for receiving a with the rolling damper (12) coupled

Rolling damper head (15) is determined, and / or wherein the traverse (1) at least one from the bottom (25) of the crossmember (1) projecting side stop

(57) for guiding the bogie (4), characterized in that the at least one bracket (16) and / or the at least one side stop (57) are monolithically molded to the crossmember (1).

13. Traverse according to claim 1, characterized in that the traverse (1) and the at least one bracket (16) and / or the at least one side stop (57) are designed as hollow bodies and the traverse (1) and the at least one console ( 16) and / or the at least one side stop (57) form an overall cavity or a communicating cavity system.

14. Traverse according to claim 1 or 2, characterized in that the free end of the at least one console (16) has a bearing surface (58) for fixing the

Rolling damper head (15).

15. Traverse for the articulation of a car body (3) of a rail vehicle (2) on the bogie (4), wherein the upper side (24) of the traverse (1) with the

Car body (3) is connected and on the underside (25) of the crossmember (1) a pivot plate (27) with pivot (1 1) is fixed, wherein the pivot (1 1) for transmitting tensile and braking forces in a trunnion mount on Bogie (4) is movably mounted, and wherein the traverse (1) at least one

Rolling bearing (18) for a between bogie (4) and Traverse (1) effective Wankdämpfer (13) which is intended to receive a with the roll damper (13) coupled Wanklagerstange (17), wherein the roll bearing (18) on the Traverse (1) arranged approach (59) and in a connection plane (61) connectable to the projection (59) bearing shell (60), characterized

characterized in that the connection plane (61) extends at an angle α to the plane of the traverse (1), wherein the angle α is in a range of 60 ° to 120 °.

16. Traverse according to claim 1, characterized in that the angle α is 90 °.

17. Traverse according to claim 1 or 2, characterized in that the projection (59) emerges monolithically from the traverse (1).

18 Traverse for the articulation of a car body (3) of a rail vehicle (2) on the bogie (4), wherein the upper side (24) of the traverse (1) with the

Car body (3) is connected and on the underside (25) of the crossmember (1) a pivot plate (27) with pivot (1 1) is fixed, wherein the pivot (1 1) for transmitting tensile and braking forces in a trunnion mount on Bogie (4) is movably mounted, and wherein the side of the pivot plate (27) bearing surfaces (62) are provided for a main suspension, and wherein the cross member (1) is formed as a hollow body, characterized in that at least between the bearing surfaces (62) lying region of the crossmember (1) opposite the bearing surfaces (62) is discontinued, so that the bearing surfaces (62) for the main suspension are in recesses and that the cavity of the hollow body in the remote area a greater clearance between the top and bottom of the crossmember (1 ) than in the area of the bearing surfaces (62).

19. Traverse according to claim 1, characterized in that the bearing surfaces (62) are circular in shape and the offset region extends over at least a quarter, preferably over at least half of the circumference of a bearing surface (62).

20. Traverse according to claim 1 or 2, characterized in that the height of

remote area perpendicular to the bearing surfaces (62) is at least 30 mm, preferably at least 50 mm.