EP3221201B1 - Cross member for rail vehicles, used for articulating a rail vehicle body to the bogie thereof - Google Patents

Description

Technical area:

The invention relates to a traverse with a pivot plate for a rail vehicle.

State of the art:

Rail vehicles in the context of the present invention are both track-bound vehicles with and without their own drive. The special feature of such vehicles is their track-based guidance through the track, which when cornering, due to the length of the rail vehicles, involves relative movements of the chassis to the car body. At the same time, rolling and rolling movements as well as braking and tensile forces occur between the running gear and the car body during a journey, which make special design measures necessary in the connection area between the running gear and the car body.

Rail vehicles known for this purpose have, as a supporting component, a traverse made of cast aluminum which is rigidly mounted on the underside of the car body or the box underframe and which is articulated to a chassis designed as a bogie. The connection is made via a steel pivot pin, which is attached to the center of the underside of the crossbeam by means of a pivot plate also made of steel and is articulated in a pivot mount on the bogie for power transmission. The weight of the car body is borne by springs arranged between the bogie and the car body.

On the one hand, this type of linkage enables the safe transmission of braking and tractive forces, while on the other hand, the turning, rolling and rolling movements of the car body relative to the bogie caused by the driving operation are permitted, which, however, must be limited for reasons of driving safety and comfort. For this purpose, it is known to counteract the rolling movements by means of roll damping between the bogie and crossbeam and the rolling movement by means of rolling damping between the bogie and crossbeam.

Known trusses are cast from suitable aluminum alloys. They are designed as pressure-resistant hollow bodies and have a plate-like shape with essentially flat top and bottom sides, on which all the necessary structural elements for connecting the car body to the bogie are mounted. The cavity inside the traverse serves as an additional air reserve for the air suspension. In known traverses, a distinction is made between head traverses, which are provided on the first and last bogie of a train formed by several rail vehicles, and base traverses, which are arranged on the bogies in between. The present invention relates to both head and base trusses.

In the case of known rail vehicles, the fastening of the pivot pin to the traverse has initially proven to be problematic. By integrating the pivot in a pivot plate with side stops arranged to the side of the pivot, there are different thermal expansions in the event of large temperature fluctuations due to the different material-related thermal expansion coefficients of steel and aluminum, which generate high shear forces, especially in the contact area between the traverse and the pivot plate. The fastening means lying in the edge region of the pivot plate are therefore exposed to extreme loads in the event of large temperature differences, which has already led to failure of the fastening means for the pivot plate.

Another problem with known traverses concerns the articulation of the roll and roll dampers to the traverse. On the underside of a traverse, roll damper consoles are screwed in the area of the transverse sides, the free ends of which each carry a roll damper head for articulating a roll damper. Forces from the roll damper generate high moments in the fastening area of the console due to the geometric conditions, which must be absorbed by the screws there and which must be taken into account by appropriate dimensioning.

The roll dampers are held in roll bearings arranged on both sides on the transverse sides of the cross member via a roll bearing rod. Known rolling bearings consist of an approach cast onto the cross-member with a first bearing surface for receiving the rolling bearing rod and a bearing shell with a second bearing surface. To form the rolling bearing, the bearing shell with the approach screwed, the joining surface running approximately plane-parallel to the plane of the traverse. In this type of rolling bearing design, the forces introduced into the rolling bearing from the roll damper via the rolling bearing rod lead to very high material stresses in the connection area of the attachment to the crossbeam, which requires suitable design measures.

With air-sprung mounting of the car body in known rail vehicles, the air volume required for the suspension is made available by the traverse designed as a pressure vessel and by the cavity of the bellows-like air springs between the bogie and the traverse. It has been shown that the size of the total air volume has a decisive influence on driving safety and comfort.

In the 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 kinematically arranged in series between the car body and the running gear unit. In the DE 198 26 448 C2 A chassis for a rail vehicle is also described in which the driven pair of wheels are mounted pivotably about a common vertical axis and the non-driven individual wheels are each pivotably mounted about their own vertical axis and in which the non-driven individual wheels are pivoted about their vertical axes with each other by means of a steering device are coupled. In the DE 197 51 742 C2 a rail vehicle is described in which the linkage devices are designed in such a way that the running gear comes to rest on the main frame or stops fixed to the frame with the interposition of energy-absorbing end stop elements after the traction, braking and management forces to be transmitted by the linkage devices are exceeded. With regard to driving safety and driving comfort, however, these traverses can still be improved, in particular with regard to their use in areas with large temperature fluctuations

The US 1114209 A discloses a traverse with a trunnion plate for a rail vehicle, the trunnion plate on its upper side facing away from the trunnion having a circular extension running coaxially to the longitudinal axis of the trunnion and the traverse on its underside facing the trunnion plate having a circular recess shaped complementary to the shoulder into which the trunnion plate can be inserted axially with the approach.

Presentation of the invention:

Against this background, the object of the invention is to further improve known traverses, in particular with regard to their influence on driving safety and comfort of rail vehicles equipped with them and their use in areas with large temperature fluctuations.

This object is achieved by a crossbeam with the features of claim 1.

Advantageous embodiments emerge from the subclaims.

A first basic idea of the invention manifests itself in the concentration of the load-bearing connecting and fastening elements in the narrower circumferential area around the pivot axis. As a result, thermal expansions between the fixing points due to temperature differences only have such a small effect that they can be intercepted with tolerances. Rail vehicles with cross members according to the invention can therefore also be used in areas with large temperature fluctuations of, for example, 50 ° to -55 °.

In an advantageous further development of the invention, it is provided that, by means of suitable structural measures, different load transfer means are assigned to the different loads acting simultaneously on the connection area. Braking and tensile forces are dissipated by a form fit in the area of the joining surfaces between the pivot plate and cross-member, with the advantage that material stresses are limited by the enlarged force transmission surfaces despite the concentrated load transfer in the pivot axis. On the other hand, forces from lifting and lowering movements in the pivot axis are absorbed via tensioning screws, which are grouped around the pivot axis at a close radial distance. Advantageously, the radial distance between the clamping screw axes and the pivot axis is an optimal distance that can be derived from the results of the FEM calculations. In the present exemplary embodiment, this distance is a maximum of 80 mm. The clamping screws are preferably arranged within the cross section of the form-fitting means in order to keep constraints as a result of different thermal expansion as low as possible.

With such a connection of the pivot plate to the traverse, the tensioning screws are only subjected to axial loads, while bending loads and shear forces are absorbed via the form fit. The clamping force of the clamping screws can therefore be used to the maximum.

The clamping screws are advantageously anchored via an abutment plate on which the screw heads are supported. Be that way Point load concentrations on the crossbeam in the area of the screw heads are avoided. The abutment plate distributes these point loads over the entire contact surface on the traverse.

In the event of an extremely high load on the connection area, for example in the event of a collision or accident, an embodiment of the invention is preferred in which the pivot plate is additionally supported on the underside of the traverse to the side of the pivot. Due to the geometrical conditions, an improved leverage effect comes into play in such a load case, which makes it possible to absorb acceleration forces in the order of magnitude of five times the acceleration due to gravity.

So that with such a lateral support the pivot plate still remains functional even with high temperature fluctuations, provision is made in a further development of the invention to mount the lateral fastening areas provided for support in a floating manner on the underside of the crossbeam. A preferred embodiment of the invention for this purpose provides for the use of spacer sleeves, which are inserted into elongated holes on the pivot plate and with the interposition of a sliding layer in the pivot plate and penetrated by fastening screws, which in turn engage the underside of the traverse.

An additional fixation of the pivot plate against displacement in the longitudinal axis of the traverse takes place according to an advantageous embodiment of the invention by the arrangement of skirting boards along the longer sides of the pivot plate. Advantageously, the baseboards are cast onto the underside of the traverse and merge monolithically into the side stops, so that the pivot plate made of steel can be kept as small as possible with the further advantage of weight savings compared to known traverses.

Another basic concept of the invention is to cast functional components such as the roll damper console or the side stops, which are screwed onto the flat underside of the crossbar in known crossbars, monolithically onto the crossbar. This initially has the considerable advantage that when the roll damper console and / or the side stops are designed as hollow bodies, their hollow space complements the air volume made available by the traverse for the air suspension, which has a positive effect on the Driving safety and comfort of a rail vehicle is reflected.

With regard to the connection of the roll damper console to the traverse, it also proves to be advantageous that fastening means, which were highly stressed in known traverses due to unfavorable leverage ratios, are no longer necessary due to the monolithic design.

A further basic concept of the invention relates to the rolling bearing, the two-part design of which in known cross members with horizontal separation has led to extremely high material stresses in the transition area of the rolling bearing to the cross member. The inventive course of the joining surfaces transversely to the plane of the lower or upper side of the traverse provides an amazingly simple way of providing an enlarged cross-section for introducing the bearing forces into the traverse, with the result that stress peaks in this area are considerably reduced.

Finally, another basic idea is contained in a traverse according to the invention, accordingly the cast contours in the areas between the bearing surfaces, the pivot plate and the cast-on roll damper consoles are designed at a higher level than the bearing surfaces. For example, the difference in level between the bearing surfaces and the raised areas can be 30 mm and more, preferably 50 mm and more. This initially leads to the fact that the increased overall height of the traverse means that forces can be better absorbed and diverted due to the greater internal leverage. This enables the design of traverses with significantly smaller wall thicknesses, which in turn turns out to be advantageous when casting the traverse, since the finished aluminum casting has a finer grain structure and is therefore characterized by a better material quality.

Since the surface contour is also evident on the inside of the crossbeam delimiting the cavity, the increased areas create an additional air volume for the air suspension, which, as already described, has an advantageous effect on the driving safety and comfort of a rail vehicle equipped with a crossbeam according to the invention. At the same time, the raised areas on the underside of the traverse form a border for the seat of the air springs and thus ensure improved support and secure seating of the air springs on the traverse.

The invention is described below with reference to one in Figs. 1 to 10 illustrated embodiment explained in more detail, further features and advantages of the invention will become apparent, but without restricting the invention.

Brief description of the drawings:

Fig. 1

eine Schrägansicht auf das Ende eines mit einer erfindungsgemäßen Traverse ausgestatteten Schienenfahrzeugs im Bereich des Drehgestells mit angedeutetem Wagenkasten,

Fig. 2

eine Schrägansicht auf die Unterseite einer erfindungsgemäßen Traverse,

Fig. 3

eine Unteransicht auf die in Fig. 2 dargestellte Traverse,

Fig. 4

eine Vorderansicht auf die in Fig. 2 dargestellte Traverse,

Fig. 5

eine Draufsicht auf die in Fig. 2 dargestellte Traverse,

Fig. 6

eine Seitenansicht auf die in Fig. 2 dargestellte Traverse,

Fig. 7

eine Schrägansicht auf die in ihrer Querachse geschnittene Traverse gemäß Fig. 2,

Fig. 8

einen Schnitt durch eine erfindungsgemäße Traverse entlang deren Querachse in größerem Maßstab,

Fig. 9

ein Detail des in Fig. 8 mit IX gekennzeichneten Bereichs und

Fig. 10

einen Teilschnitt durch eine erfindungsgemäße Traverse entlang der in Fig. 5 mit X - X angegebenen Linie.

It shows

Fig. 1

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

Fig. 2

an oblique view of the underside of a traverse according to the invention,

Fig. 3

a bottom view of the in Fig. 2 shown traverse,

Fig. 4

a front view of the in Fig. 2 shown traverse,

Fig. 5

a top view of the in Fig. 2 shown traverse,

Fig. 6

a side view of the in Fig. 2 shown traverse,

Fig. 7

an oblique view of the cross member cut in its transverse axis according to Fig. 2 ,

Fig. 8

a section through a traverse according to the invention along its transverse axis on a larger scale,

Fig. 9

a detail of the in Fig. 8 area marked with IX and

Fig. 10

a partial section through a traverse according to the invention along the in Fig. 5 line indicated by X - X.

Ways to carry out the invention and commercial usability:

Fig. 1 shows the end area of a rail vehicle 2 equipped with a traverse 1 according to the invention, which in the present example is not of one powered wagon is formed. The rail vehicle 2 comprises a car body 3, indicated in dashed lines, on the underside of which, if appropriate, formed by a box base frame, a cross member 1 according to the invention is rigidly attached. The specific design of the traverse 1 according to the invention is the subject of Figures 2 to 10 .

Next shows Fig. 1 a chassis designed as a bogie 4 with two sets of wheels 5 which are articulated to the bogie frame 7 via links 6 and are held by a primary suspension. The bogie frame 7 has two longitudinal members 8, which are rigidly connected to one another via head carriers 9. Between the head girders 8, the bogie frame 7 has a lowered area where a rubber bellows-like air spring 9 is located to the side of the center of the bogie and a pivot mount is located in the center of the bogie. The air springs 9 form the main suspension of the rail vehicle 2 and are connected directly to the central air supply of the rail vehicle 2 via the traverse 1.

The articulation of the car body 3 on the bogie 4 is such that a pivot 11, which extends centrally from the underside of the cross member 1 in the direction of the bogie 4, engages in the pivot receptacle on the bogie 4 to brake and pull forces between the bogie 4 and the car body 3 without hindering relative movements in the form of turning, lifting, lowering, rolling and rolling movements.

To dampen the above-mentioned relative movements between the bogie 4 and the car body 3, as from Fig. 1 can be seen, a roll damper 12 and a roll damper 13 are arranged on both sides of the bogie 4. At one end, both the roll damper 12 and the roll damper 13 are each articulated to a bracket 14 arranged on the outside of the longitudinal members 8 of the bogie frame 7. The other end of the roll damper 12 connects in an articulated manner to a roll damper head 15 which sits firmly on a roll damper bracket 16 protruding from the underside of the cross member 1.

The articulation of the two roll dampers 13 takes place via a roll bearing rod 17, the ends of which are rotatably mounted in roll bearings 18 fixedly arranged on the cross member 1. The connection between the roll bearing rod 17 and the roll dampers 13 is made in each case via a rotary lever 19 which is seated non-rotatably on the roll bearing rod 17 and the roll damper 23 connects to its free end.

With such a connection of a car body 3 to a bogie 4, braking and tensile forces are introduced into the bogie 4 via the pivot 11, forces from a lifting and lowering movement via the air springs 10, forces from a rolling movement via the roll damper 13 and forces a rolling movement over the roll damper 14.

The more precise structure of a traverse 1 according to the invention results from the Figures 2 to 10 , the same features having the same reference numerals in all the illustrations, even if these are not expressly described under the individual figures.

The traverse 1 has a longitudinal axis 20 and a transverse axis 21 running perpendicular to it. The longitudinal sides 22 of the traverse run parallel to the longitudinal axis 20, the transverse sides 23 parallel to the transverse axis 21. The upper side assigned to the car body 3 bears the reference number 24, the underside facing the bogie 4 the Reference numeral 25. A fastening surface 26 for rigid connection to the car body 3 is located on the upper side 24 along the transverse cross-beam sides 23. In contrast, the components for the articulated connection to the bogie 4 are arranged on the lower side 25. Inside, a cross member 1 according to the invention has a pressure-resistant cavity through which a multiplicity of reinforcing ribs passes. The partial cavities between the reinforcement ribs are connected to one another, so they form 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 tensile forces comprises a rectangular pivot plate 27 made of steel, from the underside 28 of which the pivot 11 projects centrally and monolithically, the axis of which is designated 29. The pivot pin 11 has a conical shape, tapering towards the free end, with which it engages in the pivot pin receptacle on the bogie 4. Like in particular from Figure 8 As can be seen, the opposite top side 30 of the pivot plate 27 has a coaxial extension 31 projecting monolithically from the pivot plate 27. The extension 31 is stepped with a first longitudinal section 32 of larger diameter, to which a first circumferential surface 33 is assigned, and with a second longitudinal section 43 of smaller diameter with a second circumferential surface 35.The radial offset between the first circumferential surface 33 and the second circumferential surface 35 is created an annular shoulder 36 on the extension 31. In the end face 37 of the extension 31, there are four axially parallel threaded bores at uniform circumferential spacing on a circumferential circle concentric to the pivot axis 29 and a narrow radial distance from the axis 29, in which the clamping screws 47, which will be described later, engage. The areas of the trunnion plate 27 diametrically opposite to the pivot pin 11 or extension 31 form fastening sections 38 and 39, in the edge region of which three bores 40 are arranged for receiving fastening means.

To receive the trunnion plate 27 in a form-fitting manner, the cross member 1 has a circular-cylindrical clamping channel 41 extending from the top 24 to the bottom 25, the inner diameter of which corresponds to the outer diameter of the second longitudinal section 34 of the extension 31. In the immediate vicinity of the top 24 and bottom 25, the clamping channel 41 widens to a larger diameter and in this way forms a cylindrical widened first longitudinal section 42 and second longitudinal section 43.In the area of the widened second longitudinal section 43, the inner diameter corresponds to the outer diameter of the first longitudinal section 38 of the extension 31, so that the pivot plate 27 with its extension 31 is positively received by the clamping channel 41, taking into account the thermal expansion. In this case, the annular shoulder 36 of the extension 31 rests against the cross member 1 with contact against an annular bearing surface 43 formed by the radial recess of the expanded second longitudinal section 43. A backlash-free mounting on the ring bearing surface 43 is ensured by the fact that the first longitudinal section 32 of the extension 31 has a greater axial extent than the expanded second longitudinal section 43, which means that the fastening sections 38 and 39 of the pivot plate 27 are at a small clearance from the underside 25 of the traverse 1 run.

The widened first longitudinal section 42 of the traverse 1 is used for the form-fitting reception of a complementarily shaped abutment plate 45, which extends into the clamping channel 41 with a stubby coaxial extension 46 on its underside. The abutment plate 45 has through bores, the hole pattern of which corresponds to that of the threaded bores in the end face 37 of the attachment 1. The pivot plate 27 is tensioned against the cross member 1 by means of the tensioning screws 47, which are grouped within the tensioning channel 41 at a narrow radial distance around the pivot axis 29 and are supported with their screw heads on the abutment plate 45.

Such a connection of the pivot plate 27 to the traverse 1 concentrates the power transmission area on a small area around the pivot axis 29, with Forces occurring during driving transversely to the pivot axis 29 are transmitted through the form fit from the first circumferential surface 33 and second circumferential surface 35 to the cross member 1 and forces in the direction of the pivot axis 29 are absorbed by the ring bearing surface 44 or the screw bolts 47.

The position of the pivot plate 27 relative to the traverse 1 is such that the fastening sections 38 and 39 are aligned in the transverse axis 21 of the traverse 1. This has the advantage that, in the event of an extraordinary shock load, for example in the event of a collision or accident, the fastening sections 38 and 39 contribute to the transfer of force. In order to avoid damage to the pivot plate 27 as a result of the high special loads occurring, even under the conditions of the low temperature influences, the fastening sections 38, 39 are fastened to the cross member 1 in a floating manner, which means that the fastening sections 38, 39 are supported perpendicular to the underside 25 the traverse 1 is given, while relative movements of the pivot plate 27 with respect to the traverse 1 in the plane of the underside 25 are possible.

Like especially from Figure 9 For this purpose, the fastening sections 38 and 39 can be seen to have a number of slightly shaped elongated holes 48, the longitudinal direction of which points in the direction of displacement. Spacer sleeves 49 are inserted into the elongated holes 48, the flanges 50 of which come to lie in the clear distance between the fastening sections 38, 39 and the underside 25 of the cross member 1. With the interposition of a washer 51, a screw 52 penetrates the flange bushings 49 and engages in a threaded hole 53 on the underside of the cross member 1. The shaft 54 of the flange bushing 49 is slightly longer than the thickness of the fastening sections 38, 39. A sliding layer 55 is inserted into the projection of the flange 50 and the washer 51 from the fastening sections 38, 39 formed in this way.

On both sides of the trunnion plate 27 run parallel to the transverse axis 21 of the traverse 1, skirting boards 56. The skirting boards 56 protrude monolithically from the underside 25 of the traverse 1 and form-fit onto the trunnion plate 27 in the space formed between them ( Figures 2 , 3, 4 and10).

In the middle area of the baseboards 56 at the level of the pivot 11, a side stop 57 is monolithically cast onto the baseboard 56. The two Side stops 57 thus extend on both sides of the pivot 11 and parallel to it from the underside 25 of the cross member 1 and are in this way separated from the pivot plate 27. Like in particular from Fig. 10 As can be seen, the side stops 57 as well as the traverse 1 are designed as hollow bodies, the hollow spaces merging into one another.

In the area of the two traverse transverse sides 23, a roll damper bracket 16 is cast in one piece on the underside 25 of the cross member 1, with a wide base that tapers towards the free end and there provides a flat bearing surface 58 for attaching a roll damper head 15. The roll damper bracket 16 is, comparable to the side stop 57, designed as a hollow body, the cavity of the cross member 1 and the cavity of the roll damper bracket 16 in turn merging into one another and resulting in an overall cavity.

At the ends of the cross member transverse sides 23 opposite the roll damper consoles 16, a rolling 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 an extension 59 cast onto the cross member 1 with a first bearing surface, and a loose bearing shell 60 with a second bearing surface which is clamped against the extension 59 by means of screws to form the rolling bearing 18. Out Figure 6 it can be seen that the plane 61 of the joining surfaces runs at an angle α to the plane formed by the cross member 1. In the present exemplary embodiment, the angle α is 90 °, but can also be in a range between 60 ° and 120 °.

The traverse areas between the side stops 57 and the roll damper bracket 16 and roll bearing 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 area of the traverse 1 lying between the bearing surfaces 62 is raised in relation to the bearing surfaces 62, as a result of which a border 64 of the bearing surfaces 62 is created. Inside the traverse 1, the raised areas lead to an enlargement of the cavity.

Claims (15)

1. A cross member (1) and pivot plate (27) for linking a carriage body (3) of a rail vehicle (2) on the bogie (4) thereof, wherein the upper side (24) of the cross member (1) is connectable to the carriage body (3), and a pivot plate (27) with pivot pins (11) is secured on the underside (25) of the cross member (1) using fastening means, said pivot pin (11) is flexibly mounted in a pivot pin socket on the bogie (4) for transmitting tensile and braking forces, wherein the pivot plate (27) has, on its upper side (30) facing away from the pivot pin (11), an attachment (31) running coaxially to the longitudinal axis (29) of the pivot pin (11) and the cross member (1) has, on its underside (25) facing the pivot plate (27), a recess (43) complementary to the attachment (31), into which the pivot plate (27) with the attachment (31) is insertable axially, characterised in that fastening means (47) are provided for tensioning the pivot plate (27) against the cross member (1) in an axially parallel position about the longitudinal axis (29) of the pivot pin (11) and are anchored with their one end in the end face (37) of the attachment (31).
2. The cross member and pivot plate according to claim 1, characterised in that the attachment (31) is stepped with a first longitudinal section (32) with a first circumferential surface (33) and at least one second longitudinal section (34) with a second circumferential surface (35), wherein the first circumferential surface (33) and the second circumferential surface (35) are connected via an annular collar (36) running normal to the axis (29).
3. The cross member and pivot plate according to claim 1 or 2, characterised in that the cross member (1) has, in the region of the fastening means, a clamping channel (41) extending from the upper side of the cross member (1) to the recess (43) on the underside of the cross member (1), and that the fastening means (47) are anchored with their other end in an abutment plate (45) which is supported on the upper side (24) of the cross member (1).
4. The cross member and pivot plate according to claim 3, characterised in that the cross member (1) has, on its upper side (24) in the region of the abutment plate (45), a recess (42) complementary to the abutment plate.
5. The cross member and pivot plate according to one of claims 1 to 4, characterised in that the first mounting means (47) are located within a circumferential circle about the pivot axis (29), the diameter of which amounts to a maximum of 100 mm, preferably a maximum of 80 mm.
6. The cross member and pivot plate according to one of claims 1 to 5, characterised in that the pivot plate (27) has fastening sections (38, 39), which are diametrically opposite the pivot axis (29), for providing support on the cross member (1).
7. The cross member and pivot plate according to claim 6, characterised in that the pivot plate (27) is arranged on the underside (25) of the cross member (1) such that the diametrically opposite fastening sections (38, 39) lie in the region of a cross-member longitudinal side (22).
8. The cross member and pivot plate according to claim 6 or 7, characterised in that the fastening sections (38, 39) are float-mounted on the cross member (1) with the help of fastening means (52), wherein the fastening means (52) hold the respective plate section (38, 39) perpendicular to the plane of the pivot plate (27) and allow movements in the plane of the pivot plate (27).
9. The cross member and pivot plate according to one of claims 6 to 8, characterised in that the fastening means (52) are formed by at least one screw, which passes through a fastening section (38, 39) with clearance in the plane of the pivot plate (27).
10. The cross member and pivot plate according to claim 9, characterised in that at least one screw (52) is held in a spacer bushing (49), wherein the spacer bushing (49) is guided in a sliding bearing opposite the fastening section (38, 39).
11. The cross member and pivot plate according to one of claims 1 to 10, characterised in that the cross member (1) has on its underside (25) two strip-shaped pedestals (57) running parallel to each other in the transverse direction of the cross member (1), and that the pivot plate (27) is form-fit incorporated between the two pedestals (57).
12. The cross member and pivot plate according to claim 1, characterised in that at least one bracket (16) and/or at least one side stop (57) are monolithically cast onto the cross member (1), wherein the at least one bracket (16) and/or the at least one side stop (57) are formed as hollow bodies and the cross member (1) and at least one bracket (16) and/or at least one side stop (57) form a total cavity or a communicating cavity system.
13. The cross member and pivot plate according to claim 1, characterised in that the cross member (1) has at least one roll bearing (18) for a winder damper (13) active between the bogie (4) and the cross member (1), which is specified to include a roll bearing rod (17) coupled with the winder damper (13), wherein the roll bearing (18) comprises an attachment (59) attached to the cross member (1) and a bearing shell (60) that is connectable to the attachment (59) in a connecting plane (61), wherein the connecting plane (61) runs at an angle α to the plane of the cross member (1) and wherein the angle α lies in a range from 60° to 120°.
14. The cross member and pivot plate according to claim 1, characterised in that bearing surfaces (62) for a main suspension are provided laterally of the pivot plate (27), and wherein the cross member (1) is constructed as a hollow body, wherein at least the region of the cross member (1) lying between the bearing surfaces (62) is recessed relative to the bearing surfaces (62), so that the bearing surfaces (62) for the main suspension lie in recesses, and that the hollow space of the hollow body in the recessed region has a greater clear height between the upper side and the underside of the cross member (1) than in the region of the bearing surfaces (62).
15. The cross member and pivot plate according to claim 14, characterised in that the bearing surfaces (62) are of circular design and in that the recessed region extends over at least one quarter, preferably over at least half of the circumference of a bearing surface (62).

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