CHASSIS FOR A RAIL VEHICLE AS WELL AS RAIL VEHICLE WITH AT LEAST ONE CHASSIS, RAIL VEHICLE WITH AT LEAST ONE RAIL VEHICLE WAGON AND METHOD FOR HEIGHT ADJUSTING A WAGON BODY OF A RAIL VEHICLE WAGON

Abstract

The invention relates to a chassis (100), in particular a low-floor chassis, for a rail vehicle, especially a tram. The chassis (100) comprises at least four wheels (4), each with a wheel bearing, at least two wheel axles for suspending the wheels (4), a chassis frame (1), and a primary suspension for suspending the wheels (4) relative to the chassis frame (1). The primary suspension has at least four torsion bars (20). Two torsion bars (20), in particular two torsion bars on one side of the chassis, are connected via a connecting element (21) such that the torques of the torsion bars (20) are opposite in direction, and in particular, the torques essentially cancel each other out.

Description

[0001] The present invention relates to a running gear for a rail vehicle, as well as a rail vehicle carriage with at least one running gear, a rail vehicle with at least one rail vehicle carriage and a method for adjusting the height of a carriage body.

[0002] The bogies of rail vehicles mount one or more pairs of wheels relative to the car body. The term bogie encompasses rotating bogies, in which pairs of wheels are mounted in a frame that rotates relative to the car body, and non-rotating bogies that are attached to the car body. Bogies for low-floor rail vehicles pose particular challenges: due to the low floor height within the car body, the bogie, especially in the area between the wheels, cannot exceed a certain height.

[0003] EP 0 548 044 discloses a cradleless low-floor bogie with a bogie frame and two wheelsets. In a powered bogie, the wheels incorporate wheel hub motors on the outside. The bogie structure is complex, expensive, and difficult to maintain.

[0004] Furthermore, US 2,473,714 discloses a bogie in which individual wheels are mounted on torsion bars via rocker arms. Due to the arrangement of the primary spring system, the disclosed bogie is not suitable for low-floor bogies. Furthermore, high torsional moments are introduced into the bogie frame.

[0005] A bogie with torsion bar suspension as the primary suspension and wheel bearings on rocker arms is known from CH 264 180. The bogie also has a complex structure.

[0006] DE 26 16 923 discloses a torsion bar suspension system that is mounted on freely sliding lever arms of varying lengths. The system is highly prone to failure and unstable.

[0007] Another disadvantage of the current state of the art is that powered bogies, in particular, do not allow for a continuous, wide low-floor area due to limited installation space in the car body area. Furthermore, the direct attachment of torsion bars to the bogie frame imposes high forces and moments directly on the frame, requiring a correspondingly stable and therefore complex and heavy frame design.

[0008] The object of the present invention is to remedy these and other disadvantages of the prior art and, in particular, to provide a simple and robustly constructed bogie that enables a continuous low-floor area and a large aisle width, especially above a motorized bogie, and can be flexibly adapted to different track gauges and applications. The bogie should also be usable as a self-propelled bogie, without significant cost or functional disadvantages, and with largely the same basic concept.

[0009] This object is achieved by a chassis for a rail vehicle, as well as a rail vehicle carriage with at least one chassis, a rail vehicle with at least one rail vehicle carriage and in methods for adjusting the height of a car body of a rail vehicle carriage according to the independent claims.

[0010] The problem is solved by a chassis according to claim 1.

[0011] Such a bogie allows for a continuous or essentially continuous low-floor area and a wide aisle width in the bogie area. Simple suspension is also possible. The interconnected torsion bars result in balanced wheel loads, even when negotiating uneven surfaces. This increases derailment safety and reduces structural loads on the bogie frame.

[0012] The connecting elements are preferably not rigidly connected to the chassis frame, in particular, they are not part of the chassis frame. Thus, the torques are not transmitted to the chassis frame, or only to a limited extent.

[0013] The chassis frame is designed as a substantially box-shaped component and can be divided into various compartments by partition walls. Some or all of the compartments may have a floor. The compartments may have openings.

[0014] The term axle here refers to a rotating or non-rotating physical device extending in a longitudinal direction for attaching the wheels. A geometric axis, on the other hand, is the ideal axis of rotation of an object. Wheels can have a rotating wheel axle (in the case of independent wheel suspension, only a very short one) with which they are mounted to other components. Alternatively, stationary (non-rotating) wheel axles are also possible, particularly with independent wheel suspensions. The term wheel bearing refers to the bearing between the wheel axle and the component that supports it; in the case of stationary axles, the term is to be interpreted accordingly and usually refers to the bearing between the rotating wheel and the stationary axle. Wheel axles can be designed in several parts and carry one or two wheels.

[0015] A wheel pair is defined as two wheels with essentially aligned geometric wheel axles, for example the two wheels arranged at the front or rear of the chassis in the direction of travel.

[0016] The wheel suspensions can be designed as wheel sets, portal or independent wheel axles, or as independent wheel suspension. A wheelset is a device in which the two wheels are non-rotatably mounted on a common wheel axle. An independent wheel or portal axle is a wheel axle in which the wheels are mounted on a non-rotating structure. In the sense of the invention, portal axles are all axle variants with a non-coaxial transverse connection, for example, cranked portal axles. This allows for a lower floor in the area of ​​the axle. The wheel axles of the wheels are mounted on both sides in the non-rotating structure. Alternatively, the wheels can also be mounted directly on the non-rotating structure without their own wheel axle. With independent wheel suspension, each wheel also has its own wheel axle, but the axles are not directly connected to one another.

[0017] The landing gear can include at least one motor to drive the landing gear. This allows the landing gear to be easily driven.

[0018] The connecting element can be made of high-strength material such as tempered steel, e.g., 34CrMo4. This material exhibits particularly high strength. The connecting element can be forged. This allows for a space-saving solution.

[0019] The bogie can be designed for narrow gauge, standard gauge, broad gauge, or meter gauge. This allows for a wide range of applications while retaining the same components, especially the same bogie frame.

[0020] The chassis comprises four swing arms. Each swing arm is mounted to the chassis frame via a torsion bar, preferably exclusively via a torsion bar. The wheel axle is mounted to the swing arms via the wheel bearings.

[0021] This allows for simple mounting of the primary suspension and a simple design of a low-floor chassis. Preferably, the geometric axes of the torsion bars are arranged essentially parallel to the wheel axles. This allows for simple arrangement of the torsion bars and simple torque transmission.

[0022] Preferably, the torsion bars are movably mounted on the chassis frame, in particular with an elastic bearing. In particular, the torsion bars are mounted such that they can be displaced along the geometric bar axis by substantially + / - 5 mm.

[0023] This means that transverse impacts on the wheels can be at least partially absorbed, making separate suspension between the wheel and the torsion bar bearing unnecessary.

[0024] The object is further achieved by a chassis for a rail vehicle, in particular a chassis as described above. The chassis comprises a chassis frame, at least one, preferably two, portal axles, and at least one damping system for damping movements between the chassis frame and the wheel axle. The damping system comprises at least one damping element and at least one, preferably two, motion transmission elements for transmitting a vertical deflection movement of the chassis frame. The motion transmission element is arranged with one end at a motion transmission point on the portal axle. The damping element is arranged between the portal axle and the chassis frame and with one end at the portal axle at a damping connection point. The damping element is arranged in particular such that the damping direction is parallel to the direction of travel. The portal axle is designed to be pivotable in the direction away from the chassis frame.A distance between the damping connection point and the geometric wheel axis is greater than the distance between the motion transmission point and the geometric wheel axis.

[0025] Such a damping system has a low overall height, thus allowing for a simple design of a low-floor chassis. This type of damping system also allows for a simple increase in the damping stroke, which can be adjusted to match the compression of the primary suspension: The portal axle is deflected, increasing the distance between the chassis frame and the portal axle. The stroke length of the damping element, and thus the spring travel, increases accordingly.

[0026] In particular, each portal axle comprises two side parts and a bridge girder arranged between the side parts, wherein the side parts and bridge girders are arranged between the wheels. Each side part comprises a portal axle bearing. At least one motion transmission element is arranged on a side part at a motion transmission distance from the geometric axis of the portal axle bearing, so that the bridge girder can be rotated about the geometric axis of the portal axle bearing upon vertical deflection of the chassis frame.

[0027] This allows for an easy-to-maintain, space-saving, and cost-effective damping system with large stroke movements and a small vertical spring travel. The damping element thus exhibits a stroke increased by a factor of z when the primary spring is compressed. This factor depends on the selected geometry. The damping element can be arranged on the bridge girder. The bogie preferably comprises at least two support elements for direct connection to a car body. The support elements include, in particular, curved guides, slewing ring segments, preferably with sliding elements, and / or rollers, in particular cylindrical or tapered rollers.

[0028] This allows for a simple construction of a rail vehicle with a low floor height. The support elements can have a support surface for contact with a corresponding segment on the car body. This allows for easy connection to the car body.

[0029] The slewing ring segments can be equipped with bearings with rolling elements, preferably rotating rolling elements. As high-precision guide elements, curved guides—similar to bearings—are very demanding with regard to correct support conditions. Even minor geometric deviations between the support planes or radius deviations of the segments lead to impermissible cardanic and / or transverse loads on the guides due to the high rigidity of the components and the tolerance deviations that occur in vehicle construction. Therefore, elastic elements can be installed between the support element and the chassis. These are designed to withstand the loads occurring during operation (vertical load, transverse load, etc.) and generate only small cardanic moments in the event of angular deviations of the support planes. The same applies to any transverse deviations.

[0030] In the embodiment of the support elements with rollers, the rollers are preferably mounted in a structure arranged above a secondary suspension in the chassis frame so that a car body can roll on the rollers.

[0031] This avoids any impairment of the low-floor passage area by a turntable and eliminates the need for the crossbeam (cradle) between the turntable and the chassis frame that is usually required for supporting the turntable, which creates space for a continuous low-floor area and also enables considerable weight savings.

[0032] Such a chassis has a very low overall height and thus leads to a simple structure of a rail vehicle and a simple flow of force via the support elements.

[0033] The chassis preferably comprises a secondary suspension. This secondary suspension comprises, in particular, a coil spring, an air spring, and / or a rubber spring. This improves ride comfort. The chassis preferably comprises at least two, preferably four, spring elements for anti-roll stiffening, in particular anti-roll springs. The spring elements are particularly preferably arranged between the chassis frame and the connecting elements, so that the chassis frame is at least partially supported on the connecting elements. Due to the arrangement of the spring elements, anti-roll stiffening can be easily implemented via the primary suspension.

[0034] Rolling is generally understood as a lateral tilt of the car body relative to the direction of travel. The swaying car body rests on the bogie frame via the secondary suspension. This tilts the bogie frame, and the spring elements at least partially absorb the movement of the car body.

[0035] The spring elements preferably comprise elastomers such as chloroprene or other plastics such as polyurethane. This allows for a cost-effective yet stable suspension. The spring elements can include metal inserts.

[0036] The spring elements can be progressive and / or include a gap for free play. This increases ride comfort, as the spring action is relatively soft when applied with low force and / or the spring elements only compress after a certain inclination of the chassis. Under high loads, the spring action remains stiff. The spring elements are preferably located centrally on the connecting element. If the car body tilts to one side, the spring elements located below the connecting element are loaded on the tilting side, while those on the rising side are unloaded. This creates a restoring force that counteracts the rolling.

[0037] By arranging the spring elements off-center (e.g., above the torsion bars instead of in the center of the connecting elements), stiffening against pitching movements can also be achieved if necessary. Pitching movements are the tilting movements of the car body in the direction of travel.

[0038] The chassis comprises a chassis frame, four wheels, each with a wheel bearing, and four rockers. At least one rocker, preferably two, particularly preferably four, connects a wheel axle to a drive axle. The wheels each have an inner and an outer side. The chassis comprises an inner region between the inner sides of the wheels and an outer region outside the inner side of the wheels. The rockers are each arranged in the outer region of the chassis. Each wheel is mounted via a wheel axle in at least one wheel bearing. At least one wheel bearing is arranged in or on the respective rocker, and at least one wheel bearing also serves as the transmission bearing.

[0039] This enables a simpler design of a driven bogie, as the separate transmission shaft bearing and the coupling required to accommodate relative movements between the wheel and the swing arm are no longer necessary. Furthermore, a rail vehicle with a continuous low-floor is possible. This type of bogie also allows for large aisle widths, even in the bogie area.

[0040] The wheels can be mounted exclusively via the swing arms. This allows for a simple and compact chassis design.

[0041] A wheel bearing can comprise one or more rolling bearings. This allows for simple wheel support.

[0042] A swing arm forms at least part of the connection between a wheel and the chassis frame and is movable relative to the frame. Wheel suspensions can be designed as wheel sets, portal or independent wheel axles, or as independent wheel suspension. A wheel set allows two wheels to be driven easily with one motor and transmission. Independent wheel axles allow for the use of independent wheel drives.

[0043] Portal axles enable a simple and compact chassis design and a rail vehicle with a continuous or essentially continuous low-floor floor. Such a chassis also allows for large aisle widths, even in the chassis area.

[0044] Preferably, the wheels are each mounted exclusively via a swing arm and a torsion bar and are preferably connected by portal axles.

[0045] This allows for simple and efficient wheel mounting. This eliminates the need for a separate suspension between the swing arm, which is attached to the torsion bar, and the wheel axle. The wheel axle is thus mounted directly in the swing arm.

[0046] The chassis preferably comprises at least one, preferably two, and particularly preferably four, transmissions. Each transmission is mounted on a respective swing arm, preferably integrated into the swing arm. This allows for a space-saving design. The transmission can be mounted on the swing arm. If the transmission is integrated into the swing arm, the swing arm essentially also serves as the transmission housing. This arrangement therefore saves material and weight.

[0047] The chassis preferably comprises adjustment means for adjusting the distance between the wheel axle and the chassis frame. The adjustment means preferably allow the position of the rockers relative to the chassis frame to be changed, in particular increased or decreased.

[0048] This allows the car body height to be easily adjusted according to wheel wear. Such adjustment devices allow for easy compensation of wheel wear.

[0049] Preferably, the rockers are constructed in two parts, with a first part being adjustable in position relative to a second part. The first part comprises the bearing connected to the chassis frame, and the second part comprises the bearing connected to the wheel. In particular, the parts are provided with fixing and / or locking elements.

[0050] This allows for easy adjustment of the height of the car body via the SOK without the need for shims or similar devices, as was previously the case.

[0051] The fixing elements can comprise elongated holes and / or screws. The locking elements can comprise interchangeable molded pieces. The locking elements have fastening positions. The fastening positions allow the positions of the rocker arms to be discretely changed, in particular such that the vertical distance between the wheel axles and the chassis frame can be changed by 10 mm each. The locking elements can comprise elongated holes and / or screws. These locking elements are designed such that the position of the rocker arm axis can be adjusted relative to the wheel axis.

[0052] Alternatively, the position of the torsion bars can be adjusted using the adjustment means. In particular, the angular position of the torsion bars relative to the chassis frame can be adjusted. In particular, the angular position of the torsion bars relative to the connecting element can be adjusted. This makes the design of the adjustment device simple and effective.

[0053] In particular, at least one connecting element comprises a bridge and adjustment means. The adjustment means comprise at least two levers, wherein the support point of the levers on the bridge is displaceable in the vertical direction to adjust the angular position of the torsion bars. In particular, the support point is displaceable by rotating at least one eccentric connected to the levers.

[0054] This allows easy adjustment of the height of the car body.

[0055] The adjustment means can therefore comprise eccentrics and two levers. The eccentrics and a lever each connected to a torsion bar can be arranged on the bridge. The torsion bars can be rotatably mounted in the bridge.

[0056] The adjustment device ultimately serves to easily change the car body height above the top of the rail (SOK): If the eccentric is turned, the levers are moved and the angular positions of the torsion bars are changed relative to one another and relative to the bogie frame. All torques are absorbed by the levers. This changes the position of the rockers and thus the height of the car body support above the SOK. Preferably, the bogie comprises at least one, in particular two, stiffening elements, in particular hollow beams, to stiffen the rockers against rotational movement. Each rocker comprises an extension element to extend the rocker. The extension elements of the rockers on one bogie side are each connected or can be connected via a stiffening element, so that the rotational movements of the rockers about the geometric wheel axes can be at least partially cushioned.In particular, the connections between the stiffening element and the rockers each include a distance so that the rotational movements of the rockers about the geometric wheel axes can only be cushioned by the stiffening element once the chassis has been subjected to a predetermined load.

[0057] This is how primary suspension is implemented simply and safely: In the event of a primary suspension failure, this arrangement of the stiffening element prevents the affected wheel from becoming nearly load-free, thus protecting against derailment when cornering. The load on the chassis here refers to the forces acting on the chassis due to the vehicle's load, which shifts the primary suspension by a vertical spring travel. At low loads, the rocker arms rotate slightly; only the primary suspension is effective. Above a certain load on the chassis, the rotational movements of the rocker arms become so great that the gap is overcome, and the stiffening element absorbs the rotational movements.

[0058] The extension element can be a part of a swing arm, in particular the swing arm housing or the gearbox mount, or an element attached to the swing arm.

[0059] This allows for progressive suspension, meaning soft suspension under light loads and hard suspension under heavy loads. This results in comparatively high comfort thanks to the soft springs when the vehicle is lightly loaded. When the vehicle is heavily loaded, hard springs prevent excessive spring travel. Alternatively, rubber angle springs such as chevron springs or additional spring elements such as buffers can be used, which come into play above a defined spring travel.

[0060] One or more spring elements can be arranged in the space between the stiffening element and the rocker arms. This makes it easy to achieve the desired suspension.

[0061] The stiffening element can be connected and / or connectable to an extension element via a respective support element and / or a support element. In particular, the support element and / or the support element comprises an elastomeric material, in particular polyurethane.

[0062] This makes it easy to achieve progressive suspension without placing additional strain on the chassis frame and torsion bars.

[0063] Preferably, the stiffening elements each comprise at least one support element for resting on an extension element and a support element for supporting an extension element. In particular, above a predetermined load on the chassis, at least one extension element is connected to the stiffening element via the support element and the support element. In particular, each stiffening element is arranged on the extension elements such that, at a load less than the predetermined load, the stiffening element rests on the extension elements. At a load equal to or greater than the predetermined load, a second contact point exists between the stiffening element and each extension element, so that the extension elements are wedged in the stiffening element.

[0064] This enables a simple and space-saving construction of a chassis.

[0065] The stiffening element can be designed as a hollow body, particularly tubular, preferably with a rectangular cross-section. In the event of a crash, the stiffening element can be at least partially plastically deformable. Furthermore, dynamically induced force peaks in the event of a crash are mitigated and limited to the level corresponding to the yield strength of the material used.

[0066] The chassis preferably comprises at least one, preferably two, and particularly preferably four, motors. The motor(s) are arranged in the interior; preferably, the motor(s) each comprise a drive shaft arranged parallel to the wheel axle.

[0067] This allows for a simple and compact chassis design. If the drive shafts are parallel to the wheel axles, easy torque transmission is possible. Each motor drives at least one wheel via a gearbox, with each wheel being mounted on a separate swing arm. The gearbox can be designed as a spur gear. Spur gears are simple in design, robust, and highly efficient.

[0068] In particular, the motors are located on the outer surfaces of the landing gear frame and / or attached to the outer surfaces of the landing gear frame. This enables a compact design of the landing gear.

[0069] If there is no installation space, e.g. in a narrow-track chassis design, only one motor can be arranged per side surface, i.e. a total of two motors per chassis.

[0070] Narrow-gauge railways are so easy to construct and yet still have sufficient power from powered running gear.

[0071] Each engine is preferably connected to the transmission input shaft via at least one compensating coupling. This enables easy power transmission from the engine to the transmission. The compensating coupling is designed, in particular, to allow for radial axial offset: When using the primary suspension described above via torsion bars acting on the swing arm, a slight vertical and lateral offset of the engine axis relative to the transmission input shaft occurs when the primary suspension compresses. This offset is made possible by the aforementioned compensating coupling, in particular a multi-axis coupling. This enables flexible power transmission. The transmission output axis is simultaneously the wheel axis. The corresponding transmission bearing serves as the wheel bearing.This enables a simple and space-saving design of a powered chassis, as fewer support elements need to be used for the bearings of wheels and gears and a low-floor area above the interior of the chassis is also possible with powered chassis.

[0072] The wheel axle can be designed in several parts, in particular comprising an adapter screwed onto the wheel.

[0073] Preferably, each motor, in particular the motor housing, has a cross-sectional diameter of less than 200 mm. The cross-sectional diameter refers to the diameter of the entire motor, including the housing. In particular, each motor has an output between 45 and 60 kW. The motors can have speeds of 10-12 kRPM. Such motors enable a low-height chassis structure with the motors located below the low-floor area, thus enabling a simple construction of low-floor rail vehicles.

[0074] Preferably, two motors are each connectable or connected to a clutch. In particular, two motors are each connectable or connected to a detachable or rigid clutch, preferably to a passive clutch, particularly preferably to a centrifugal clutch.

[0075] For this purpose, two motors are arranged in such a way that their shafts can be connected between the motors and are each coupled to a wheel via the swing arm on the side opposite the connection. Preferably, two motors assigned to each wheel pair can be coupled. For this purpose, the motor axes of the motors to be coupled are aligned.

[0076] A rigid motor clutch enables sinusoidal running, but leads to high torques in the drivetrain when negotiating tight corners and increased wheel slip. The passive clutch preferably disengages at low engine speeds, thus enabling smooth cornering. At high engine speeds, the clutch engages, improving straight-line stability. However, the clutch allows slippage at high torque differences. A centrifugal force-based slip clutch, for example, could therefore be considered. The clutches can be implemented separately as independent clutches or as a single unit.

[0077] The object is further achieved by a bogie for a rail vehicle according to claim 10. The bogie comprises at least one, preferably two, magnetic rail brakes. In particular, the magnetic rail brake is attached to the rocker arm via a cable pull.

[0078] Magnetic track brakes on trams are typically held approximately 10 mm above the top of the rail (SOK) by preloaded springs. This distance must be maintained under all operating conditions—including, for example, when the vehicle is compressing or rebounding. Firstly, this prevents the brake shoe from dragging on the rails during non-braking operation. Secondly, the distance to the rail should be small: If the distance between the brake shoe and the rail is too great, the generated magnetic field is insufficient to overcome the spring forces. The force of the preloaded suspension springs must also be overcome.

[0079] As standard, the brake shoes are attached to a support connected to the two axle bearing housings, so that the compression and rebound travel of the chassis frame does not affect the distance between the brake shoe and the rail.

[0080] In low-floor chassis, the necessary space for installing this support structure is often not available or compromises are necessary for its installation.

[0081] The magnetic track brake preferably comprises a brake shoe, a cable, and a pulley. The cable is attached to a frame attachment point of the chassis frame and to a brake attachment point of the brake shoe. Between the frame attachment point and the brake attachment point, the cable is guided over the pulley.

[0082] This allows easy adjustment of the distance of the magnetic rail brake above the rail.

[0083] The pulley can be attached to a swing arm at a horizontal distance c from the geometric swing arm axis. The horizontal distance c can be approximately 2 / 3 of the horizontal distance a between the geometric swing arm axis and the wheel axis. The cable can comprise a first cable section and a second cable section. The first cable section can be arranged between the brake attachment point and the pulley. The first cable section can be arranged substantially vertically. The second cable section can be arranged between the pulley and the frame attachment point at an angle α of substantially 60° to the vertical.

[0084] This allows for space-saving and easy installation of the magnetic track brakes: With this appropriate selection of the geometry of the deflection, in particular the position of the deflection pulley on the swing arm, the frame attachment point, and the brake attachment point, the deflection of the primary suspension can be easily compensated and a constant distance between the rail and the magnetic track brake can be easily maintained: the swing arm changes its position slightly, whereby the height of the magnetic track brake above the rail is adjusted via the cable. For this type of magnetic track brake, the distances a and c and the angle α are preferably selected so that with a vertical displacement of the frame attachment point by a frame displacement z, the vertical distance between the wheel axle and the brake attachment point changes little or not at all.

[0085] The running gear can comprise at least one wheelset with a track width W. Each wheel has a running surface on its circumference. The wheels of a wheelset are arranged in particular on a standard gauge axle. The wheels of a wheelset are each arranged at an average fastening distance from one another. The average fastening distance is in particular between 1200 mm and 1600 mm, in particular substantially 1540 mm. The running surfaces of the wheels are offset from the inner area to the outside in such a way that the track width is at least 20 mm, in particular at least 42 mm, greater than the average fastening distance. The track width is preferably between 1400 mm and 1676 mm, so that the running gear can be used for a broad gauge railway.

[0086] This allows for a simple conversion from a standard-gauge chassis to a broad-gauge chassis simply by replacing the wheels. The wheels have an inner wheel surface, an outer wheel surface, wheel flanges, and wheel hubs. A wheel for a rail vehicle comprises a tread, a wheel flange, and two wheel sides. The wheel side closest to the wheel flange is the inner wheel surface. The wheel side closest to the tread is the outer wheel surface. The wheel faces and the wheel hub planes are located on the wheel sides.

[0087] The wheel hubs extend along the geometric wheel axes from the inside to the outside of the wheel. The wheel hub thus comprises an inner wheel hub plane and an outer wheel hub plane.

[0088] The distance from the center point between the inner and outer hub planes of a first wheel to the center point between the inner and outer hub planes of a second wheel is the mean mounting distance. The distance between the wheel flanges is the track width W.

[0089] The wheel may comprise a rim or a tire with an inner and an outer wheel face, a wheel hub, a wheel axle, an inner wheel face, and an outer wheel face. The rim or tire width is between 110 mm and 150 mm. The wheel hub extends along the geometric wheel axis. The wheel hub includes an outer wheel hub plane on the outer side of the wheel. The rim or tire is offset from the inner wheel face to the outside such that the wheel has a distance of at least 12 mm, in particular at least 21 mm, between the outer wheel face and the outer wheel hub plane.

[0090] Such a wheel enables a simple conversion of a chassis from standard gauge to broad gauge.

[0091] Furthermore, a method for converting a bogie from a standard gauge bogie to a broad gauge bogie is described. In a first step, a standard gauge bogie with standard gauge wheels is provided. In a second step, the standard gauge wheels are replaced with wheels as previously described.

[0092] This allows a bogie to be easily converted from a standard gauge to a broad gauge bogie. Alternatively, a standard gauge bogie without wheels is provided in a first step, and wheels are mounted to it in a second step as described above.

[0093] This process allows for the simple production of a wide-track chassis.

[0094] Furthermore, the problem is solved by a rail vehicle. The rail vehicle comprises at least one, in particular two, bogies as described above.

[0095] Such a rail vehicle has a simple structure and features an essentially continuous low-floor area (possibly with the exception of the recesses for the wheels), which allows large aisle widths in the chassis area to be realized even with rotating chassis and in meter-gauge applications.

[0096] The car body of the rail vehicle can be directly connected to the chassis bearing elements or can be connected. This reduces the distance between the car body and the wheel axles and enables a consistently low-floor rail vehicle, as a cradle is not required.

[0097] Furthermore, the object is achieved by a rail vehicle. The rail vehicle comprises at least one, preferably at least two, rail vehicle carriages as described above.

[0098] This may be a multi-articulated rail vehicle in which litters are carried between carriages which have a non-rotating bogie as described above, or a conventional rail vehicle consisting of at least one carriage with, in particular, two rotating bogies as described above.

[0099] The object is further achieved by a method for adjusting the height of a rail vehicle body as described above. Adjusting means alter the position of rockers and / or parts of rockers, thereby changing the vertical distance between the wheel axles and the body, in particular in 10 mm increments.

[0100] Such a procedure enables easy adjustment of the car body height via SOK to compensate for wheel wear.

[0101] Furthermore, the problem is solved by a method for adjusting the height of a rail vehicle body as described above. The position of the primary suspension of the chassis is changed, in particular the position of at least four torsion bars, thereby changing the distance between the wheel axle and the chassis frame. In particular, the distance is changed in increments of 10 mm.

[0102] The invention is explained by way of example with reference to the following figures. Figure 1 : A landing gear in perspective view Figure 2 : A side view of the landing gear from Figure 1 Figure 3 : A top view of the landing gear from Figure 1 Figure 4 : Schematic view of a connecting element with an adjustment device Figure 5: Schematic side view of an alternative adjustment device Figure 6 : Schematic side view of a magnetic rail brake mounting Figures 7a and 7b : Schematic views of a chassis roll stiffener Figure 8 : A landing gear side of the landing gear in a top view Figures 9a and 9b : Schematic representation of a rail vehicle with bogies Figures 10a and 10b : Part of a sectional view of a chassis with damping system and schematic view of a damping system Figure 11 : Part of a section through a stiffening element in the longitudinal direction Figures 12a and 12b : Section through a stiffening element in longitudinal direction

[0103] The Figure 1shows a chassis 100 in perspective view. The chassis 100 comprises a chassis frame 1 on which four wheels 4 are each mounted via a rocker 22 and a torsion bar 20. The torsion bars 20 are thus the primary suspension of the chassis 100. The wheel axles 25 are mounted on wheel bearings (schematically indicated by 24). The wheel bearings 24 are each arranged in a rocker 22. Two wheels are each connected via a portal axle 8. Further secondary springs (not shown), dampers (not shown), and two support elements 12 for supporting a car body 61 (cf. Figure 7b ). The chassis 100 also includes four brakes 42 (cf. Figure 3 ). In addition, the chassis 100 can include magnetic track brakes 40 (cf. Fig. 6 ). The landing gear 100 comprises a left and a right landing gear side in the direction of travel. The landing gear sides are essentially mirror images of each other.

[0104] The landing gear frame 1 is essentially box-shaped and divided into three compartments. The landing gear frame 1 can be made of structural steel or gray cast iron.

[0105] The wheels 4 comprise an inner side on the side of the inner wheel face 5 and an outer side on the side of the outer wheel face 6. The inner region of the chassis 100 lies between the inner wheel face 5 of the wheels 4, and the outer region of the chassis 100 lies outside. The rockers 22 are arranged in the outer region. One rocker 22 is arranged per wheel 4.

[0106] Two torsion bars 20 on each side of the chassis are connected to each other via a connecting element 21, so that the torques acting on the torsion bars 20 via the rockers 22 when the chassis 100 is subjected to vertical loading are counteracting. As a result, the torques are at least partially canceled out, and the forces introduced into the chassis frame 1 are smaller than in conventional chassis. The rockers 22 and thus the wheels 4 are only mounted on the chassis frame 1; there is no additional support, e.g., with coil springs, against the chassis frame 1 or a car body, as has previously been the case.

[0107] Figure 2 shows a side view of a chassis 100. The rockers 22 are mounted on the chassis frame 1 via the torsion bars 20. The wheel axles 25 are mounted on the rockers 22 via the wheel bearings 24 (cf. Figure 1 ).

[0108] The swing arms 22 are constructed in two parts. Each swing arm 22 comprises a first part 22a and a second part 22b. The first part 22a comprises the frame-side swing arm bearing, and the second part 22b comprises the wheel-side swing arm bearing.

[0109] Figure 3 shows a top view of the chassis 100. The Figure 3 also shows a section through the bearing of a torsion bar 20 and through part of a swing arm 22.

[0110] The four torsion bars 20 and the two connecting elements 21, as well as a bearing element 12 designed as a slewing ring segment, are shown in dashed lines. An alternative bearing element 12' is shown as a single roller mounted in the chassis. Multiple rollers 12' can also be provided per chassis side. Of course, the analogous bearing element is also provided on the opposite chassis side, but it is not shown here.

[0111] Two torsion bars 20 are connected to each other via a connecting element 21 such that the torques in the connecting element 21 are opposite. Thus, the chassis frame 1 is primarily subjected to vertical, transverse, and longitudinal forces. Moments that occur during the deflection of the torsion bars 20 are not transmitted to the chassis frame 1, or are transmitted only to a small extent.

[0112] The torsion bars 20 and the connecting element 21 are part of the primary suspension. A cross-section shows the mounting of a torsion bar 20. The torsion bar 20 is mounted in the chassis frame 1 via an elastic bearing 23. The elastic bearing 23 allows an axial and radial displacement of the torsion bars 20 of + / - 5 mm and also allows a limited rotation of the torsion bars 20. The other torsion bars 20 are also mounted via such an elastic bearing 23 (not shown here).

[0113] Furthermore, a partial section of a swing arm 22 is shown, in which a transmission 30 is arranged. The output gear of the transmission 30 is mounted on the wheel axle 25. Each wheel bearing 24 is also a transmission bearing (not shown here). The wheel axle 25 is thus also the transmission output shaft and is supported by the wheel bearing 24.

[0114] Two brakes 42 are arranged on each wheel axle 25 and are attached to the swing arm 22 and act on the wheel axles 25.

[0115] The support element 12 is arranged on the chassis frame 1 between the running surfaces 7 of the wheels 4 arranged one behind the other in the direction of travel and can be connected directly to the car body 61 of a rail vehicle 62; 63 (cf. Fig. 9a and 9b ). A support element 12 comprises a partially circular guide segment bent towards the outer area.

[0116] Four motors 10 are also shown, which are connected to the landing gear frame 1. The motors 10 are arranged on the inside of the landing gear 100 and attached to the outer surfaces 2 of the landing gear frame 1, facing in and against the direction of travel. The geometric motor axes are essentially parallel to the outer surfaces 2. The motors 10 with motor housing have a cross-sectional diameter of less than 200 mm and an output of 50 kW, 10-12 kR / min at 80 km / h. The gear ratio is approximately 14:1. The motors 10 drive the wheels 4 of the landing gear 100 via a gear box 30 each.

[0117] The connecting element 21 comprises a bridge 30 and an adjusting device. Shown is a partial section of the bogie frame 1 and two torsion bars 20 connected via the bridge 30. The adjusting device is arranged on the torsion bars 20. The adjusting device comprises adjusting means, here eccentrics 32 and two levers 31. Eccentrics 32 and a lever 31, each connected in a rotationally fixed manner to a torsion bar, are arranged on the bridge 30. The torsion bars 20 are rotatably mounted in the bridge 30. The adjusting device ultimately serves to change the car body height above the top edge of the rail (SOK): If the eccentric 32 is turned, the levers 31 are moved, and the angular positions of the torsion bars 20 are changed relative to one another and relative to the bogie frame 1. This changes the position of the rockers 22 (cf. Figure 1) and thus the height of the car body support above the top plate. The levers 31 are designed to absorb the torques generated during transmission. In particular, the levers 31 are therefore more solid than shown. Figure 5 shows a schematic side view of an alternative adjustment device.

[0118] The adjustment device here comprises a rocker arm 22, adjusting elements 34, and locking elements 35. The rocker arm 22 is divided into a frame portion 22a on the chassis frame side and a wheel portion 22b on the wheel side. The adjusting elements 34 and the locking elements 35 are arranged on the rocker arm 22. The positions of the frame portion 22a and the wheel portion 22b are adjustable relative to one another and can be fixed in various positions by the adjusting elements 34 and locking elements 35. The adjusting elements 34 here comprise elongated holes and screws. The locking elements 35 are in the form of a locking lug and a counter-locking piece attached to the wheel portion 22b. The counter-locking piece has a fixed locking position. The adjustment can be carried out by either loosening the adjusting elements 34 and moving the frame portion 22a and the wheel portion 22b relative to one another and / or by inserting a counter-locking piece with a different locking position or by changing the position of the counter-locking piece.

[0119] Figure 6 shows a schematic side view of a magnetic track brake 40. Solid lines indicate the position of wheel 4, swing arm 22, and chassis frame 1 in a first loading condition. The indicated dashed lines show the position of the components in a second loading condition, in which the chassis frame 1 is deflected by the vertical frame displacement z.

[0120] The magnetic track brake 40 comprises a brake shoe 43, a cable 41 and a deflection pulley Ro. The cable 41 is attached at one end to the brake attachment point B on the brake shoe 43 and at the other end to the frame attachment point C on the chassis frame 1. The geometric wheel axis H is arranged at a horizontal swing arm length a from the geometric swing arm axis A. The deflection pulley Ro is arranged a horizontal swing arm length c away from the geometric swing arm axis A. The cable 41 leads vertically in a first cable section from the brake attachment point B to a deflection pulley Ro attached to the swing arm 22. In a second cable section, the cable 41 leads from the deflection pulley Ro at an angle α away from the first cable section to the frame attachment point C on the chassis frame 1. The second cable section has the initial length s0 in the non-compressed position and the length s1 in the compressed position.

[0121] In the compressed state, the position of the geometric swing arm axis A shifts from the starting position Ao to the compressed position A1: Under the vertical deflection of the chassis frame 1, the vertical frame displacement z, the swing arm 22 rotates about the geometric swing arm axis A in the starting position Ao into the extended position A1. The deflection pulley Ro shifts to the position R1, which results in the vertical roller displacement z R. With a horizontal distance c between the deflection pulley Ro and the geometric swing arm axis A of c = 2 / 3 of the swing arm length a, the result is a vertical roller displacement z R ≈ 1 / 3 z. The angle α of the second cable section is now selected such that the change in length s = s1-s o in the cable section between the deflection pulley Ro and the frame attachment point C caused by the vertical deflection is the same as the roller displacement z R .This ensures that the height of brake shoe 43 (at brake attachment point B) relative to the top edge of the rail remains constant, even when the vehicle is deflected or rebounded. With the dimensions shown, this is achieved with an angle of the cable section between the deflection pulley Ro and the frame attachment point C of α ≈ 60° to the vertical.

[0122] The Figures 7a and 7b show schematic views of a roll stiffening of the chassis 100: Figure 7a shows a sectional view through the chassis frame 1 in the direction of travel, Figure 7b shows a section through a rail vehicle 62; 63 transverse to the direction of travel (cf. Figures 9a and 9b The solid lines show the position of the wheels 4, rockers 22, torsion bars 20, the chassis frame 1, and the car body 61 in a first state. The dashed lines show the position of these elements in an inclined position of the car body 61.

[0123] Figure 7ashows two torsion bars 20, a connecting element 21 and two spring elements 50. The torsion bars 20 are connected via a connecting element 21 and via elastic bearings 23 to the chassis frame 1 (cf. Figure 3 ). The spring elements 50 are arranged between the chassis frame 1 and the connecting element 21. In a driving position of the rail vehicle, one spring element 50 is arranged above and one below the connecting element 21 and is connected to the chassis frame 1.

[0124] Figure 7b shows a car body 61, two wheels 4, the secondary suspension 3, two torsion bars 20 and four spring elements 50.

[0125] The car body 61 is connected to the chassis frame 1 via the secondary suspension 3. The wheels 4 are mounted on the chassis frame 1 via rockers 22 and torsion bars 20.

[0126] If the car body 61 tilts to the side, ie if the car body 61 wobbles, the tilting forces are transferred via the secondary suspension 3 to the chassis frame 1, so that the chassis frame 1 is also tilted.

[0127] The tilting movement is transmitted from the chassis frame 1 to the spring elements 50, which at least partially absorb the tilting movement. The chassis frame 1 is therefore partially supported on the connecting elements 21 via the spring elements 50.

[0128] The moment acting on the primary suspension due to centrifugal force causes the rocker arms 22 to compress on the outside of the chassis (here, the right side in the figure). A corresponding rebound occurs on the inside of the curve. This compression and rebound movement of the rocker arms 22 leads to a corresponding rolling movement of the chassis frame 1, since the latter is only supported at the ends of the torsion bars 20 on the rocker arm side. Since each torsion bar 20 is firmly connected to the rocker arm 22 and the rocker arm 22 is mounted directly on the wheel axle 25, the torsion bars 20 and the wheel axles 25 form a rotationally fixed unit as seen in the direction of travel (see Figure 3 ). This means that the torsion bars 20 always remain parallel to the wheel axles 25 or parallel to the rail plane, even when the primary suspension is compressed and extended (cf. Figure 3). Left- and right-hand torsion bars 20 therefore remain parallel to one another and, under the influence of roll, move up and down within the chassis frame 1 (shown in dashed lines in the figure). This design-related property is used to stiffen the primary suspension during roll. The up and down movement is restricted or made more difficult by means of springs 50 between the torsion bar ends and the chassis frame 1. The spring elements 50 are arranged between the center of the connecting element 21 and the inner contour of the chassis frame 1. The spring elements 50 are made of rubber.

[0129] Figure 8 shows a chassis side of a chassis 100 in a plan view and a section through a rocker 22. In a chassis 100, a mirror-image arrangement of the elements shown is provided.

[0130] On the right-hand side, a wheel 4 in a standard gauge position is shown in solid lines. The wheel axles are interchangeable. As an alternative to a wheel axle with wheels in a standard gauge position, a wheel axle with a wheel 4' is shown here in dashed lines in a narrow gauge position. For a standard gauge bogie, a bogie 100 is provided with a motor 10 and a gearbox 30 per wheel 4. The two motors 10 of a wheel axle, whose motor axles are aligned, are connected via a clutch 11. The clutch 11 opens depending on the speed and torque load: At low speeds, the clutch 11 is open. At high speeds, the clutch 11 is closed. If there are large torque differences between the coupled parts, the clutch 11 can slip.

[0131] The torsion bars 20 are mounted in the chassis frame 1 via elastic bearings 23 and are connected at their end located in the interior of the chassis 100 by the connecting element 21. The connecting element 21 accommodates the torsion bars 20 in a rotationally fixed manner. At their other end, the torsion bars are connected in a rotationally fixed manner to the rocker arms 22.

[0132] The rocker arms 22 each accommodate the transmission 30 for the driven wheels 4. The transmission 30 is connected to the engine 10 via the compensating coupling 31. The coupling 31 serves to compensate for the offset between the engine axle and the transmission input axle that occurs when the rocker arms 22 are compressed. The wheels 4 are arranged on the wheel axle 25, which simultaneously serves as the transmission output shaft. The rocker arm 22 also carries a brake 42. For a chassis 100, one brake 42 is usually arranged on each rocker arm 22 for each wheel 4 (see Figure 3). The brake 42 is arranged on the swing arm 22 and acts directly on the wheel axle 25. The wheel axle 25 is mounted directly in the swing arm 22 by means of wheel bearings 24 and is not further supported relative to the chassis frame 1.

[0133] The figure also schematically shows the secondary suspension 3. The secondary suspension 3 is arranged in the center of the chassis 100, as seen in the direction of travel. Two secondary spring elements 3 are arranged on each chassis side.

[0134] The Figures 9a and 9b each show a rail vehicle schematically with bogies 100.

[0135] Figure 9a shows a rail vehicle 60 consisting of three rail vehicle carriages 62, each with two bogies 100 and one car body 61. These bogies 100 are designed here as bogies.

[0136] Figure 9bshows a rail vehicle 60 comprising three rail vehicles 63, each with a bogie 100 and a car body 61. The bogies 100 are not designed to rotate. The car bodies 64 are arranged between each pair of rail vehicles 63 and are supported by the rail vehicles 63.

[0137] Figures 10a and 10b show a partial side view of a suspension with a damping system and a schematic view of a damping system. Solid lines depict the situation before spring compression. The compressed position is shown in dashed lines.

[0138] Figure 10a shows a partial sectional view through a chassis 100 in the direction of travel. A damping system is visible. The damping system comprises a damping element 13, a portal axle 9, a chassis frame 1, and a motion transmission element 14.

[0139] The portal axle 9 has a side part 15 at one end, which is rotatably mounted on the swing arm 22 about the geometric wheel axis V. The portal axle 9 also includes a bridge support 16, which is connected to the side part 15.

[0140] The damping element 13 is arranged between the chassis frame 1 and the bridge girder 16 and has a substantially horizontal damping direction in the direction of travel. The stroke of the damping element 13 can be varied by the position of the bridge girder 16.

[0141] One end of the motion transmission element 14 is rotatably connected to the chassis frame 1. The other end of the motion transmission element 14 is rotatably connected to the side part 15 at the motion transmission point P. The motion transmission point P is arranged at a handlebar distance L from the geometric wheel axis V. The damping connection point Q is arranged at a vertical distance m from the geometric wheel axis V.

[0142] When the primary suspension compresses, the chassis frame 1 shifts by the vertical frame displacement z. The connection point of the motion transmission element 14 to the chassis frame 1 is shifted by this movement. The motion transmission element 14 in turn transfers this movement to the side part 15, so that the motion transmission point P and thus the side part 15 and the bridge girder 16 are pivoted about the geometric wheel axis V at an angle β. Here, tan β ≈ z / L applies. The deflection of the bridge girder 16 at the damper connection point Q is approximately u ≈ m / L * z for small z and thus small β. The deflection of the portal axle 9 is therefore greater than the deflection with a suitable choice of geometry.

[0143] Figure 10b shows a schematic representation of the pivoting of the portal axis 9 (cf. Figure 10a ).

[0144] Figure 11shows a schematic section through part of a connection of a rocker arm 22 with a stiffening element 25 in a first load state.

[0145] The stiffening element 25 is designed here as a hollow beam.

[0146] The swing arm 22 comprises an extension element 29 which is attached to the housing of the swing arm 22.

[0147] The extension element 29 comprises a fastening body with a bearing point 29a and a wedge body 27 with an upper contact point 27a. The fastening body and wedge body 27 are integrally formed. The wedge body 27 has a plan view that essentially comprises a bent wedge shape.

[0148] The stiffening element 25 has a support element 26a and a support element 26b inside. In the attached state, the support element 26a is arranged on the upper side of the stiffening element 25, and the support element 26b is arranged on the lower side.

[0149] The support element 26a and the support element 26b each comprise a contact element made of polyurethane. Unlike the illustration shown in the figure, the support element 26a has a thickness of essentially 2 mm. Unlike the illustration shown in the figure, the support element 26b has a thickness of essentially 7-9 mm.

[0150] In this first loading state, the stiffening element 25 rests with the support elements 26a on the extension element 29. There is a gap between the extension element 29 and the support element 26b.

[0151] When the primary suspension compresses relative to the state shown in the figure, the extension element 29 rotates around the geometric axis of the bearing 29a. The end of the wedge body 27, with the lower contact point 27b of the extension element 29, moves downward until it meets the support element 26b. The support element 26b is designed here as a polyurethane contact element for both rocker arms 22 on one chassis side. When the extension element 29, and thus the rocker arm 22, rests on the support element 26b, the extension element 29 wedges itself into the stiffening element 25. This stiffens the primary suspension.

[0152] The Figures 12 each show a section through a stiffening element 25 shown in Figure 11 in the longitudinal direction. The image shows the rockers 22 of one chassis side, which are connected via the stiffening element 25 in a first and a second loading state.

[0153] Figure 12a shows the load condition that has already Figure 11 was described.

[0154] Figure 12b shows a second loading condition. The load in the second loading condition is greater than the first loading condition.

[0155] The rockers 22 are adapted to the load from the original position of Figure 12a rotated around the geometric axis of the bearing point 29a. The load shown corresponds to the load that prevails after the fracture of a torsion bar of a primary suspension. The extension elements 29 are connected to the stiffening element 25 via the support elements 26a and the support element 26b. The stiffening element 25 has been elastically and plastically deformed according to the rotation of the rockers 22.

Claims

1. A chassis (100) for a rail vehicle, comprising a chassis frame (1), four wheels (4), each with a wheel bearing, and four rockers (22), wherein at least one rocker (22), preferably two, particularly preferably four, rockers (22), connects a wheel axle (25) to a drive axle, wherein the wheels (4) each comprise an inner and an outer side, wherein the chassis (100) comprises an inner region between the inner sides of the wheels (4) and an outer region outside the inner side of the wheels (4), wherein the rockers (22) are each arranged in the outer region of the chassis (100), characterized in that each wheel (4) is mounted via a wheel axle (25) in at least one wheel bearing (24), wherein a wheel bearing (24) is arranged in or on the respective rocker arm (22) and at least one wheel bearing is simultaneously the transmission bearing.

2. Chassis (100) according to claim 1, characterized in thatthe wheels (4) are each mounted exclusively via a rocker (22) and a torsion bar (20) and are preferably connected by portal axles.

3. Chassis (100) according to one of claims 1 or 2, characterized in thatthe chassis (100) comprises at least one, in particular two, stiffening elements (25), in particular hollow beams, for stiffening against a rotational movement of the rockers (22), wherein each rocker (22) comprises an extension element (29) for extending the rocker (22), wherein the extension elements (29) of the rockers (22) of one chassis side are each connected or connectable via a stiffening element (25) so that the rotational movements of the rockers (22) about the geometric wheel axis can be at least partially cushioned, wherein in particular the connection between the stiffening element and the rockers each comprises a distance so that the rotational movements of the rockers about the geometric wheel axes can only be cushioned by the stiffening element once a predetermined load on the chassis has been applied.

4. Chassis (100) according to one of claims 1 to 3, comprising at least one, preferably two, particularly preferably four, gears (30), wherein each gear (30) is arranged on a respective rocker arm (22), preferably integrated into the rocker arm.

5. Chassis (100) according to one of claims 1 to 4, characterized in that the chassis (100) comprises adjusting means for adjusting the distance between the wheel axle and the chassis frame (1), wherein the position of the rockers (22) relative to the chassis frame (1) can preferably be changed, in particular enlarged or reduced, by the adjusting means.

6. Chassis (100) according to claim 5, characterized in thatthe rockers (22) are designed in two parts and a first part (22a) is variable in its position relative to a second part (22b), wherein the first part (22a) comprises the bearing connected to the chassis frame (1) and the second part (22b) comprises the bearing connected to the wheel and in particular the parts (22a; 22b) are provided with fixing and / or locking elements.

7. Chassis (100) according to claim 5, characterized in that by means of the adjusting means the position of the torsion bars (20) can be adjusted, in particular the angular position of the torsion bars (20) relative to the connecting element (21).

8. Chassis (100) according to one of claims 1 to 7, characterized in that the chassis (100) comprises at least one, preferably two, particularly preferably four, motors (10), wherein the motor(s) (10) are arranged in the interior and preferably the motor(s) (10) each comprise a drive shaft which is arranged parallel to the wheel axle.

9. Chassis (100) according to claim 8, characterized in that two motors (10) each can be or are connected to a clutch, in particular to a detachable or rigid clutch, preferably to a passive clutch, in particular preferably to a centrifugal clutch.

10. Chassis (100) for a rail vehicle according to one of claims 1 to 9, characterized in that the chassis (100) comprises at least one, preferably two, magnetic rail brakes (40), wherein the magnetic rail brake (40) is fastened to the rocker (22) in particular via a cable pull (41).

11. Rail vehicles (63), characterized in that the rail vehicle carriage (63) comprises a carriage body (61) and at least one, in particular two, bogies (100) according to one of the preceding claims.

12. Rail vehicle, characterized in that the rail vehicle comprises at least one, preferably at least two, rail vehicle carriages (63) according to claim 11.

13. Method for adjusting the height of a car body (61) of a rail vehicle (63) according to claim 11, characterized in that by adjusting means the position of rockers (22) and / or parts (22a; 22b) of rockers (22) is changed relative to the chassis frame (1), so that the vertical distance between wheel axles and the chassis frame (1) is changed, in particular in steps of 10 mm.

14. Method for adjusting the height of a car body (61) of a rail vehicle (63) according to claim 11, characterized in that the position of the primary suspension of the chassis (100), in particular of at least four torsion bars (20), is changed, whereby the vertical distance between the wheel axle and the chassis frame (1) is changed, in particular in steps of 10 mm.