NO328621B1

NO328621B1 - Chassis for a rail vehicle with improved transverse suspension

Info

Publication number: NO328621B1
Application number: NO20055215A
Authority: NO
Inventors: Richard Schneider; Geoff Mather; Patrik Zimmergren; Robert Scothern
Original assignee: Bombardier Transp Gmbh
Priority date: 2003-04-09
Filing date: 2005-11-04
Publication date: 2010-04-06
Also published as: DK1610995T3; NO20055215L; DE10316497A1; CN100448725C; RU2331536C2; CN1774361A; JP2006522707A; DE502004004088D1; WO2004089716A1; KR20050113275A; ATE364542T1; CA2521332C; ES2288254T3; CA2521332A1; NO20055215D0; PT1610995E; PL1610995T3; RU2005134399A; KR100980162B1; US20070137515A1

Abstract

The invention relates to a running gear for a railway vehicle including at least one axle, a running gear frame which is supported by said axle by means an intermediate primary suspension, a secondary suspension for supporting a frame on the running gear frame and a transversal suspension. In a preferred embodiment, the secondary suspension is provided with pneumatic springs. In order to better control transversal and rolling motions with a low interaction, the transversal suspension and/or a transversal damping are arranged above the secondary suspension and under the lower part of the frame

Description

Oppfinnelsen vedrører et understell for et skinnekjøretøy med minst én hjulsats, én med en prmærfjæravfjæring mot hjulsatsen avstøttet understellramme, én sekundæravfjæring for understøttelse av en vognkasse på understellrammen, én krengningsinnretning for styrt krengning av vognkassen om en skinnekjøretøy-lengdeakse, og én tverrav-fjæring. The invention relates to a chassis for a rail vehicle with at least one set of wheels, one with a primary spring suspension against the chassis frame supported by the wheelset, one secondary suspension for supporting a carriage on the chassis frame, one tilting device for controlled tilting of the carriage about a rail vehicle longitudinal axis, and one transverse suspension.

Luftfjærene i luftavfjærte skinnekjøretøy er som regel tilordnet tverrfjærer og tverrdempere. I den klassiske utførelsen av luftavfjærede skinnekjøretøy med to luftfjærer og en sentral dreietapp, er tverr fjærene og tverrdemperne vanligvis anordnet i en lengdeeksentrisk eller lav, sentral posisjon. Begge posisjoner medfører som regel ugunstige dyna-miske forhold. Bruken av en lengdeeksentrisk posisjon medfører parasitt-dreiesvingninger og reduserer fjærelementenes virkning. Den lave sentrale posisjonen øker sling-ringsbevegelsene og reduserer derved dempingen av tven- og slingringsbevegelser. The air springs in air-suspended rail vehicles are usually assigned to transverse springs and transverse dampers. In the classic design of air-suspended rail vehicles with two air springs and a central pivot, the transverse springs and transverse dampers are usually arranged in a longitudinally eccentric or low central position. Both positions usually lead to unfavorable dynamic conditions. The use of a longitudinally eccentric position causes parasitic torsional oscillations and reduces the effect of the spring elements. The low central position increases the swinging movements and thereby reduces the damping of twisting and swinging movements.

Fra US 6247413 Bl er det kjent et dreieboggi-understell for et skinnekjøretøy med et toakslet løpeverk. Løpeverket er ved hjelp av en primæravfjæring festet til en ramme, hvortil det med mellomkobling av en sekundæravfjæring er anordnet en på tvers av kjø-reretningen rettet pendelbærer. Pendelbæreren er om en i kjøretøyets lengderetning løp-ende akse svingbart forbundet med en tverrliggende, krengbar travers som bærer vognkassen. Traversen er rammeformet og har to på tvers av kjøreretningen innrettede tra-verstverrbærere som er anordnet foran henholdsvis bak pendelbæreren. Traverstverr-bærerne er understøttet mot pendelbæreren i kjøreretningen og er anordnet forskyvbare på tvers av kjøreretningen på pendelbæreren. Videre har traversen et sentralt midtavsnitt som forbinder de to tverrbæreme under pendelen. Midtavsnittet er for opptak av lengde-krefter forbundet med understelhammen ved hjelp av en lemniskatestyring slik at traversen er dreibar om en i hovedsak vertikal akse og kan svinges ut i hovedsak på tvers av kjøreretningen. From US 6247413 Bl, a bogie undercarriage for a rail vehicle with a two-axle running gear is known. The running gear is attached to a frame by means of a primary suspension, to which a pendulum carrier directed across the direction of travel is arranged with the intermediate connection of a secondary suspension. The pendulum carrier is pivotally connected to a transverse, tiltable traverse that carries the carriage body about an axis running in the vehicle's longitudinal direction. The traverse is frame-shaped and has two cross-beam carriers aligned across the direction of travel, which are arranged in front and behind the pendulum carrier respectively. The traversverr carriers are supported against the pendulum carrier in the direction of travel and are arranged to be displaceable across the direction of travel on the pendulum carrier. Furthermore, the traverse has a central middle section that connects the two cross-beams under the pendulum. The middle section is for absorbing longitudinal forces connected to the undercarriage ham by means of a lemniscate control so that the traverse can be turned about a mainly vertical axis and can be swung out mainly across the direction of travel.

US 3877389 viser en toetasjes jernbanevogn med toakslede understell som har én med en primæravfjæring mot hjulsatsene avstøttet understellramme og én sekundæravfjæring for avstøtting av vognkassen mot understellrammen. Understellene er videre forsynt med en respektiv tverravfj æring anordnet over sekundæravfj æringene og under bunnen til det øvre vognkassedekk, i et vognkassemellomi-om. US 3877389 shows a double-deck railway car with two-axle undercarriage having one undercarriage frame supported by a primary suspension against the wheelsets and one secondary suspension for supporting the carriage body against the undercarriage frame. The undercarriage is further provided with a respective transverse suspension arranged above the secondary suspensions and under the bottom of the upper carriage deck, in a carriage intermediate.

Foreliggende oppfinnelse har til hensikt å tilveiebringe et understell av den innledningsvis nevnte type, hvilket understell ikke har de forannevnte ulemper som de vanlige luftavfjærede skinnekjøretøy har. Det skal tilveiebringes et understell som har en kompakt utforming og samtidig muliggjør en mest mulig høy funksjonalitet med en meget god avfj æringskomfort. The purpose of the present invention is to provide a chassis of the type mentioned at the outset, which chassis does not have the aforementioned disadvantages that the usual air-suspended rail vehicles have. A chassis must be provided which has a compact design and at the same time enables the highest possible functionality with very good suspension comfort.

Denne hensikten oppnås med et understell av den innledningsvis nevnte typen med de trekk som er angitt i patentkrav 1. This purpose is achieved with a chassis of the type mentioned at the outset with the features specified in patent claim 1.

I understellet ifølge oppfinnelsen er tverravfj æringen eller en tverrdemping anordnet over sekundæravfjæringen og under vognkassens bunn. Videre er det over sekundæravfjæringen anordnet en mellombærer hvortil et stilledd for innstilling av vognkassens krengning relativt understellrammen er avstøttet. Mellombæreren har en utsparing hvorigjennom en holder som avstøtter tverravfj æringen eller tverrdempingen, rager. In the chassis according to the invention, the transverse suspension or a transverse damping is arranged above the secondary suspension and below the bottom of the carriage body. Furthermore, an intermediate carrier is arranged above the secondary suspension, to which a fixed link for setting the tilting of the carriage body relative to the undercarriage frame is supported. The intermediate carrier has a recess through which a holder that supports the transverse suspension or transverse damping protrudes.

Tverravfjæringen er fortrinnsvis anordnet i midten av understellet. Som følge av denne høye og sentrale anordning av tverravfj æringen henholdsvis tverrdempingen kan tverr-, slingrings- og rullebevegelser kontrolleres på en bedre måte og med mindre innbyrdes påvirkning. Den sentrale (midtre) anordningen av tverravfjæringen henholdsvis tverrdempingen medfører ingen kobling av understellets tverr- og dreiesvingninger, slik at derved fjærelementenes virkning økes og det for aktive reguleringssystemer muliggjøres en bedre reguleringskvalitet. Understellet ifølge oppfinnelsen har en maksimal funksjonalitet og ytelse samtidig som det er meget kompakt utformet. Det utmerker seg ved at det har en relativt enkel konstruksjon og derfor kan realiseres tilsvarende kostnadsguns-tig-The transverse suspension is preferably arranged in the middle of the chassis. As a result of this high and central arrangement of the transverse suspension or the transverse damping, transverse, swaying and rolling movements can be controlled in a better way and with less mutual influence. The central (middle) arrangement of the transverse suspension or the transverse damping does not involve any coupling of the transverse and rotational oscillations of the chassis, so that the effect of the spring elements is thereby increased and a better regulation quality is enabled for active regulation systems. The chassis according to the invention has maximum functionality and performance while being very compactly designed. It is distinguished by the fact that it has a relatively simple construction and can therefore be realized in a similar cost-effective way.

Fordelaktige og foretrukne utførelser av understellet ifølge oppfinnelsen er angitt i de uselvstendige patentkrav. Advantageous and preferred embodiments of the chassis according to the invention are indicated in the independent patent claims.

Oppfinnelsen skal nå forklares ved hjelp av tegningen som viser utfenrelseseksempler. På tegningen viser figur 1 et skjematisk riss av et første utførelseseksempel av et understell ifølge oppfinnelsen og figur 2 viser et skjematisk andre utførelsesekseinpel av et understell ifølge oppfinnelsen. The invention will now be explained with the help of the drawing showing embodiment examples. In the drawing, Figure 1 shows a schematic view of a first embodiment of a chassis according to the invention and Figure 2 shows a schematic second embodiment of a chassis according to the invention.

Det i figur 1 viste understell har flere hjulsatser, av hvilke bare et akselavsnitt 1 med et skinnehjul 2 i en hjulsats er vist. Hjulsatsene har bremser (ikke vist), eksempelvis skive-bremser, og har styring i akselstyringer (ikke vist). The undercarriage shown in Figure 1 has several sets of wheels, of which only an axle section 1 with a rail wheel 2 in a set of wheels is shown. The wheelsets have brakes (not shown), for example disc brakes, and have steering in axle steering (not shown).

Understellet består videre av en understellramme 3 som er avstøttet mot hjulsatsen med en primæravfjæring 4 i form av skruefjærer. På understellrammen 3 er vognkassen 5 til et skinnekjøretøy, eksempelvis vognkassen til et fjerntog for persontransport, avstøttet ved hjelp av en sekundæravfj æring 6. Av vognkassen 5 er her i hovedsak bare vognkassens bunn vist. Sekundæravfj æringen består av minst to fjærenheter, utformet som luftfjærer 6. Luftfjærene 6 har en respektiv luftfjærbelg 7, et tilleggsvolum 8 og en i vertikal retning virkende tilleggsfjær 9. Komponentene 7 til 9 i luftfjærene 6 er fortrinnsvis anordnet mest mulig tett inntil hverandre. På denne måten kan man unngå lange forbin-delsesledninger, som eventuelt vil kunne gi uønskede strapevirkninger henholdsvis medføre en dynamisk stivhet ved høyere frekvenser. Som vist i figur 1 er komponentene 7 til 9 i luftfjærene 6 anordnet umiddelbart over hverandre. The chassis further consists of a chassis frame 3 which is supported against the wheelset with a primary suspension 4 in the form of coil springs. On the chassis frame 3, the carriage 5 of a rail vehicle, for example the carriage of a long-distance train for passenger transport, is supported by means of a secondary suspension 6. Of the carriage 5, mainly only the carriage bottom is shown here. The secondary suspension consists of at least two spring units, designed as air springs 6. The air springs 6 have a respective air spring bellows 7, an additional volume 8 and an additional spring 9 acting in the vertical direction. The components 7 to 9 in the air springs 6 are preferably arranged as close as possible to each other. In this way, long connecting lines can be avoided, which could possibly produce unwanted straining effects or lead to dynamic stiffness at higher frequencies. As shown in Figure 1, the components 7 to 9 of the air springs 6 are arranged immediately above each other.

Over luftfjærene 6 er det anordnet en mellombærer 10 i fonn av en travers hvorpå en i og for seg kjent krengningsinnretning er montert. Ved hjelp av krengnmgsinnretningen kan vognkassen 5 krenge på styrt måte, særlig ved kjøring i kurver. Den på mellomtraversen 10 anordnede krengningsinnretning innbefatter fortrinnvis fire ruller 11, som er lagret i spesielle holdere på traversen 10. Av de fire ruller er her bare to ruller 11 vist. På rullene 11 ligger det en vognkassetravers 12 som på sin underside har rullebaner 13 for samvirke med rullene 11, Rullebanene 13 kan være krummet eller konvekse. I det viste utførelseseksemplet består de av i hovedsak plane rullebaner 13, som er skråstilt i ulike retninger, slik at deres forlengelser krysser hverandre i et punkt, på samme måte som benene i en V. Vognkassetraversen 12 er forbundet med vognkassen 5 ved hjelp av spesielle forbindelseselementer 14. Rullene 11 og rullebanene 13 er i hovedsak anordnet symmetrisk i forhold til vognkassens 5 lengdemidtakse henholdsvis vognkassens 5 ver-tikale lengdemidtplan. Above the air springs 6, an intermediate carrier 10 is arranged in the form of a traverse on which a tilting device known per se is mounted. With the aid of the tilting device, the carriage body 5 can tilt in a controlled manner, particularly when driving in curves. The tilting device arranged on the intermediate traverse 10 preferably includes four rollers 11, which are stored in special holders on the traverse 10. Of the four rollers, only two rollers 11 are shown here. On the rollers 11 there is a carriage traverse 12 which on its underside has roller tracks 13 for cooperation with the rollers 11. The roller tracks 13 can be curved or convex. In the embodiment shown, they consist of essentially flat runways 13, which are inclined in different directions, so that their extensions cross each other at a point, in the same way as the legs of a V. The wagon body traverse 12 is connected to the wagon body 5 by means of special connecting elements 14. The rollers 11 and the runways 13 are essentially arranged symmetrically in relation to the longitudinal center axis of the carriage 5 respectively the vertical longitudinal center plane of the carriage 5.

Endene til et stilledd 15 er leddforbundet med mellomtraversen 10 og vognkassetraversen 12. Det dreier seg her eksempelvis om en elektromekanisk, hydraulisk eller elektro-hydraulisk krengningsaktuator, særlig en dobbeltvirkende hydraulikksylinder. The ends of a fixed link 15 are articulated with the intermediate cross member 10 and the carriage cross member 12. This is, for example, an electromechanical, hydraulic or electro-hydraulic tilting actuator, in particular a double-acting hydraulic cylinder.

Over mellomtraversen 10 er det anordnet en tverrdemper 16. tverrdemperen 16 er med én ende avstøttet mot mellomtraversen 10 og ei* med den andre enden avstøttet mot understellrammen 3 med en holder 17. Tverrdemperen 16 kan særlig være en semi-aktiv tverrdemper. Den til tverrdemperen 16 tilordnede holder 17 er i hovedsak anordnet midt mellom de to luftfjærene 6 og strekker seg fra understellrammen 3 til et nivå over luftfjærene 6. Understellrammen 3 kan i denne forbindelse eksempelvis ha en sjaktformet åpning eller utsparing 18 hvorigjennom holderen rager. Understellrammen 3 har to tverrbærere. Holderen 17 som støtter tverrdemperen 16 er forbundet med de to tverrbærerne i understellrammen 3, henholdsvis dannes fortrinnsvis av de to tverrbæremes lengdeforbindelse. På denne holderen 17 er det dessuten anordnet en progressiv tverrfjær 19 som tjener til begrensning av den laterale relativstrekning mellom understellrammen 3 og mellomtraversen 10 ("Hold-off-device") og likeledes er avstøttet mot mellomtraversen. Den progressivt virkende tverrfjær 19 er anordnet umiddelbart under mellomtraversen 10. A transverse damper 16 is arranged above the intermediate traverse 10. The transverse damper 16 is supported with one end against the intermediate traverse 10 and the other end is supported against the undercarriage frame 3 with a holder 17. The transverse damper 16 may in particular be a semi-active transverse damper. The holder 17 assigned to the transverse damper 16 is essentially arranged in the middle between the two air springs 6 and extends from the subframe 3 to a level above the air springs 6. In this connection, the subframe 3 can for example have a shaft-shaped opening or recess 18 through which the holder protrudes. The subframe 3 has two cross supports. The holder 17 which supports the transverse damper 16 is connected to the two transverse supports in the chassis frame 3, respectively formed preferably by the longitudinal connection of the two transverse supports. On this holder 17, a progressive transverse spring 19 is also arranged which serves to limit the lateral relative stretch between the undercarriage frame 3 and the intermediate traverse 10 ("Hold-off device") and is likewise supported against the intermediate traverse. The progressively acting transverse spring 19 is arranged immediately below the intermediate traverse 10.

I lengderetningen, foran og bak luftfjæren 6, er det anordnet en respektiv tverrfjær 20 mellom understellrammen 3 og mellomtraversen 10. Bare én tverrfjær er vist her. Tverrfjærene 20, som er avstøttet mot understellrammen 3 og mellomtraversen 10 med hol-derne, er fortrinnsvis anordnet i rammenisjer. In the longitudinal direction, in front of and behind the air spring 6, a respective transverse spring 20 is arranged between the chassis frame 3 and the intermediate traverse 10. Only one transverse spring is shown here. The transverse springs 20, which are supported against the chassis frame 3 and the intermediate traverse 10 with the holders, are preferably arranged in frame niches.

Man ser at tverrdemperen 16 er anordnet mellom to av de fire rullene 11 i krengnings-imiretningen. Mellom de to andre rullene er krengnmgsinnretningens stilledd 15 anordnet. It can be seen that the transverse damper 16 is arranged between two of the four rollers 11 in the roll direction. Between the other two rollers, the tilting device's stand 15 is arranged.

Utenfor luftfjærene 6 er det anordnet en respektiv vertikaldemper 21 mellom understellrammen 3 og mellomtraversen 10. Alt etter de krav som stilles er det anordnet én eller to slingringsstabilisatorer 22. Slmgringsstabilisatorens torsjonsstav er lagret i understellrammen 3 mens stabilisatorlenken (ledd) 23 er leddforbundet med mellombæreren 10 utenfor luftfjærene 6. Outside the air springs 6, a respective vertical damper 21 is arranged between the chassis frame 3 and the intermediate traverse 10. Depending on the requirements, one or two sway stabilizers 22 are arranged. outside the air springs 6.

Den i figur 2 skjematisk viste utførelse atskiller seg fra den i figur 2 særlig ved at det i stedet for de passive tverrfjærer og den passive tverrdemper er anordnet en aktiv tverr-avfjæring over mellomtraversen 10 og dermed over luftfjærene 6 (sekundæravfjæring). Den aktive tverravfj æring består her av to aktive tverrfjærer 24, 25 som er festet til den øvre enden til den gjennom åpningen 18 i mellomtraversen 10 ragende holder 17 og til mellomtraversen 10.1 stedet for to aktive tverrfjærer 24, 25 vil det også kunne være mulig å bare ha én aktiv tverrfjær ved holderen 17. Holderen 17 er anordnet i vognkassens 5 lengdemidtplan og dens andre ende er festet til understellrammen 3. Vognkassen 5 er også her forsynt med en krengningsinnretning. Man vil se at vognkassen 5 har en vognkassetravers 12 hvis underside har i bueform krummede rullebaner 13 hvormed vognkassen 5 hviler på de i mellomtraversen 10 lagrede ruller 11. The embodiment shown schematically in Figure 2 differs from that in Figure 2 in particular in that instead of the passive transverse springs and the passive transverse damper, an active transverse suspension is arranged over the intermediate traverse 10 and thus over the air springs 6 (secondary suspension). The active transverse suspension here consists of two active transverse springs 24, 25 which are attached to the upper end of the holder 17 projecting through the opening 18 in the intermediate traverse 10 and to the intermediate traverse 10.1 instead of two active transverse springs 24, 25 it would also be possible to only have one active transverse spring at the holder 17. The holder 17 is arranged in the longitudinal center plane of the carriage 5 and its other end is attached to the undercarriage frame 3. The carriage 5 is also here provided with a tilting device. It will be seen that the wagon body 5 has a wagon body cross member 12, the underside of which has curved runways 13 with which the wagon body 5 rests on the rollers 11 stored in the middle cross member 10.

Oppfinnelsen representerer således et modulært understell, som etter valg kan forsynes med opsjonene aktive tverrfjærer, semiaktive tverrdempere og krengningsteknikk, uten at man derved behøver å endre grensesnittet mellom understell og vognkasse i vesentlig grad eller må gripe inn i vognkassestrukturen. The invention thus represents a modular undercarriage, which can optionally be provided with the options of active transverse springs, semi-active transverse dampers and tilting technology, without thereby having to change the interface between the undercarriage and the chassis to a significant extent or having to intervene in the structure of the chassis.

Tegningsreferanser Drawing references

1. Akselavsnitt 1. Shaft section

2. Skinnehjul 2. Rail wheels

3. Understellrarnme 3. Undercarriage

4. Primæravfjæring (skruefjærer) 4. Primary suspension (coil springs)

5. Vognkasse 5. Wagon box

6. Luftfjær (sekundæravfj æring) 6. Air spring (secondary suspension)

7. Luftfjærbelg 7. Air spring bellows

8. Tilleggsvolum for luftfjær 8. Additional volume for air springs

9. Tilleggsfjær for luftfjær 9. Additional spring for air spring

10. Mellombærer (mellomtravers) 10. Intermediate carrier (intermediate traverse)

11. Rulle 11. Roll

12. Vognkassetravers 12. Wagon box traverse

13. Rullebane 13. Runway

14. Forbindelseselement 14. Connecting element

15. Stilledd 15. Position

16. Tverrdemper 16. Transverse damper

17. Holder 17. Holding

18. Åpning (utsparing) 18. Opening (recess)

19. Progressiv tverrfjær 19. Progressive cross spring

20. Tverrfjær 20. Cross spring

21. Vertikaldempei" 21. Vertical damping"

22. Slingringsstabilisator 22. Sway stabilizer

23. Stabilisatorlenk 23. Stabilizer link

24. Aktiv tverrfjær 24. Active transverse spring

25. Aktiv t verrfj ær 25. Active weather spring

Claims

1. Undercarriage for a rail vehicle with at least one set of wheels, one with a primary suspension (4) supported against the undercarriage frame (3), one secondary suspension for supporting a carriage body (5) on the undercarriage frame, a tilting device for controlled tilting of the carriage body (5) about a rail vehicle longitudinal axis, and a transverse suspension (24,25), the transverse suspension (24, 25) or a transverse damping (16) being arranged above the secondary suspension (6) and below the bottom of the carriage body (5), and that above the secondary suspension (6) an intermediate carrier (10) is arranged to which an adjustable joint (15) for adjusting the tilting of the carriage body (5) relative to the undercarriage frame (3) is supported, characterized in that the intermediate carrier (10) has a recess (18) through which a holder (17) which supports the transverse suspension (24,25) or transverse damping (16) protrudes.

2. Undercarriage according to claim 1, characterized in that the lateral suspension (6) is formed by at least two spring units, the transverse suspension (24, 25) being arranged approximately in the middle between the spring units.

3. Undercarriage according to claim 1 or 2, characterized in that the transverse suspension (24,25) is supported against the undercarriage frame (3) above the holder (17), the holder (17) extending from the undercarriage frame (3) and to a level above the secondary suspension (6) .

4. Chassis according to claim 3, characterized in that the holder (17) is arranged approximately in the middle between two suspension units in the secondary suspension (6).

5. Undercarriage according to claim 3 or 4, characterized in that the undercarriage frame (3) has two transverse supports, the holder (17) which supports the transverse suspension being connected to the two transverse supports.

6. Undercarriage according to claim 2 or 4, characterized in that the suspension units are designed as air springs (6).

7. Undercarriage according to claim 2, 4 or 6, characterized in that the suspension units have a respective air spring bellows (7), with an additional volume (8) and an additional spring (9) acting in a vertical direction.

8. Undercarriage according to one of claims 1 to 7, characterized in that the transverse damping (16) is formed by two semi-active transverse dampers.

9. Undercarriage according to one of claims 1 to 8, characterized in that the transverse suspension is formed by at least one active or semi-active transverse suspension device (24,25).

10. Undercarriage according to one of claims 1 to 9, characterized in that, viewed in the direction of travel of the rail vehicle, at least one transverse spring (20) is arranged in front of and behind the secondary suspension (6).

11. Undercarriage according to claim 10, characterized in that the transverse springs (20) are arranged in the area of niches in the undercarriage frame (3).

12. Undercarriage according to one of claims 1 to 11, characterized in that at least one sway stabilizer (22) is placed on the undercarriage frame (3).

13. Undercarriage according to one of the claims 1 to 12, characterized in that the tilting input has at least two rollers (11), which lie against curved or flat, inclined runways (13) towards an intersection point, the positioning link (15) for setting the carriage body (5 ) tilting relative to the chassis frame (3) is arranged between the rollers (11).

14. Undercarriage according to claim 13, characterized in that the miles (11) in the tilting device are supported against the intermediate carrier (10).

15. Undercarriage according to one of claims 1 to 14, characterized in that a sway stabilizer (22) is connected to the intermediate carrier (10) by means of a link component (23).

16. Undercarriage according to one of claims 1 to 15, characterized in that the transverse suspension includes at least one progressive two-way spring which limits a lateral displacement between the undercarriage frame (3) and the carriage body (5) or the intermediate carrier (10).

17. Undercarriage according to one of claims 1 to 16, characterized in that at least one vertical damper (21) is arranged parallel to the secondary suspension.

18. Undercarriage according to claim 17, characterized in that the vertical damper (21) is placed on the undercarriage frame (3) and the intermediate carrier (10).

19. Undercarriage according to claim 13 or 14, characterized in that the runways (13) are designed on a carriage traverse (12).

20. Undercarriage according to claim 19, characterized in that one end of the support link (15) is supported against the carriage cross member (12).

21. Undercarriage according to claim 19 or 20, characterized in that the carriage traverse (12) is connected to the carriage (5) by means of connecting elements (14).