Goods wagon bogie, goods wagon bogie, and goods wagon equipped therewith

Abstract

The invention relates to a freight wagon bogie frame (11) for a freight wagon (1). The freight wagon bogie frame (11) comprises: - a first longitudinal beam (19); - a second longitudinal beam (20); - a crossbeam (21), wherein the crossbeam (21) is designed as a box girder with a crossbeam upper chord (25), a crossbeam lower chord (26), a front crossbeam web plate (27) and a rear crossbeam web plate (28), wherein a pivot bearing receptacle (32) is formed on the crossbeam (21), wherein the first longitudinal beam (19) is coupled to a first side (22) of the crossbeam (21) by means of a welded connection and wherein the second longitudinal beam (20) is coupled to a second side (23) of the crossbeam (21) by means of a welded connection.The first longitudinal beam (19) is T-shaped in plan view and has a first main part (44) and a first transverse part (45), wherein the first transverse part (45) is coupled to the first side (22) of the crossbeam (21) by means of a welded connection.

Description

[0001] The invention relates to a freight wagon bogie frame, a freight wagon bogie equipped therewith, a freight wagon equipped therewith, and a method for manufacturing the freight wagon bogie frame.

[0002] For the purposes of this document, freight wagons are also known as freight cars or cargo wagons. Freight wagons, as defined in this document, are railway wagons used for the transport of goods.

[0003] Passenger cars, which can be used by people in rail transport, must be clearly distinguished from freight cars. The requirements for bogies for freight cars and bogies for passenger cars are completely different with regard to speed, load capacity, smooth running, and noise levels. For this reason, bogies for freight cars and bogies for passenger cars have entirely different designs. There are also bogies for multiple units.

[0004] The present invention relates to a freight wagon bogie frame or a freight wagon bogie for a freight wagon. In particular, the invention relates to a lightweight bogie or H-frame for freight wagons in welded construction.

[0005] The competitiveness of rail freight transport compared to road freight transport can be achieved by increasing the payload and consequently reducing the dead weight.

[0006] From DE1530153A1, a bogie for a freight wagon is known. The bogie comprises a bogie frame with a first longitudinal beam, a second longitudinal beam, and a crossbeam, wherein a pivot bearing is arranged on the crossbeam. The first longitudinal beam is coupled to a first side of the crossbeam by means of a welded connection. The second longitudinal beam is coupled to a second side of the crossbeam by means of a welded connection. The two longitudinal beams are designed as I-beams and each has a recess in the central web into which the crossbeam is inserted and welded to the central web.

[0007] The bogie design of DE1530153A1 has the disadvantage that the welds are difficult to access in terms of both manufacturability and inspection. Furthermore, forces occurring in the transverse direction due to the welding of the crossbeam to the central web of the longitudinal beam, such as track guidance forces, can lead to twisting of the longitudinal beam. For this reason, the individual components of the bogie must have large sheet thicknesses to provide sufficient strength reserves. This results in a high mass and high stiffness of the bogie. Additionally, due to manufacturing constraints, the individual welds must have large weld volumes to compensate for the highly variable weld gaps caused by manufacturing tolerances. This leads to complex manufacturing with a long production time. Moreover, the welding of this bogie is difficult to automate.Despite the aforementioned disadvantages, current freight wagon bogie frames are still manufactured according to the principle of DE1530153A1. This suggests that railway experts hold the technical prejudice that the freight wagon bogie frame cannot be improved further.

[0008] The object of the present invention was to overcome the disadvantages of the prior art and to provide an improved freight wagon bogie frame, a freight wagon bogie equipped therewith, a freight wagon equipped therewith, and a method for manufacturing the freight wagon bogie frame.

[0009] Lightweight construction is one possibility, for example through the use of aluminum alloys. Aluminum alloys and aluminum welds do not have a defined fatigue limit. These alloys are not suitable for applications with high load cycles.

[0010] Another possibility is to reduce the wall thickness. This can be achieved by using higher-strength steels. However, the welds do not exhibit a higher fatigue strength than the standard S355 carbon steels used. The fatigue strength properties of the welds are particularly important for H-frames, as they are generally welded together from three parts – longitudinal beams and crossbeams – via a single interface. One-piece H-frame bogie frames are not known due to manufacturability and material waste.

[0011] The object of the invention is solved by a freight wagon bogie frame, a freight wagon bogie equipped therewith, a freight wagon equipped therewith, and a method for manufacturing the freight wagon bogie frame according to the claims.

[0012] According to the invention, a freight wagon bogie frame is designed for a freight wagon. The freight wagon bogie frame comprises: a first longitudinal beam; a second longitudinal beam; a crossbeam, wherein the crossbeam is designed as a box beam with a crossbeam top chord, a crossbeam bottom chord, a front crossbeam web plate and a rear crossbeam web plate, wherein a pivot socket is formed on the crossbeam, wherein the first longitudinal beam is coupled to a first side of the crossbeam by means of a welded connection and wherein the second longitudinal beam is coupled to a second side of the crossbeam by means of a welded connection.

[0013] The first longitudinal beam, viewed from above, is T-shaped and comprises a first main section and a first transverse section projecting in a transverse direction relative to the first main section, the first transverse section being connected to the first side of the transverse beam at a first interface by means of a welded connection. Furthermore, the second longitudinal beam, viewed from above, is T-shaped and comprises a second main section projecting in a transverse direction relative to the second main section and a second transverse section, the second transverse section being connected to the second side of the transverse beam at a second interface by means of a welded connection.

[0014] The freight wagon bogie frame according to the invention offers the surprising advantage that the T-shaped longitudinal beam enables a design in which the forces are efficiently transferred from the wagon body to the wheelsets without causing excessive stress concentrations at any single component. This allows the individual plates to have a thinner profile overall, resulting in a significant weight reduction compared to known freight wagon bogie frames. This leads to increased efficiency during operation of the freight wagon. Furthermore, the measures according to the invention reduce the loads on the interface. Additionally, the measures according to the invention allow for a thinner weld seam compared to the prior art, resulting in less distortion and therefore less residual stress in the freight wagon bogie frame.This further leads to the effect that the utilization rate in the welds can be lower, thus reducing the testing requirements. The measures according to the invention also offer the advantage of improving accessibility to the weld points between the longitudinal beams and the crossbeam, thereby improving the quality and testability of the welds. This also has the advantage that the geometric notch, which is formed by the shape at the interface between the main part and the cross part of the first longitudinal beam or the second longitudinal beam, does not simultaneously contain the metallurgical notch formed by a welded joint.Thus, the two material weaknesses of the geometric notch and the metallurgical notch can be locally separated from each other in order to keep stress peaks in the interface between longitudinal beam and crossbeam as low as possible and to prevent component failure with the smallest possible sheet thicknesses of the individual sheets.

[0015] In other words, the T-shaped design of the longitudinal beams allows the interface between the longitudinal beam and the crossbeam to be shifted towards a central plane compared to the prior art, thereby improving the transfer of forces from the crossbeam to the longitudinal beams. The interface between the longitudinal beam and the crossbeam is defined as the connection of the individual plates of the longitudinal beam to the individual plates of the crossbeam by means of a welded joint. A metallurgical notch is therefore located in the area of ​​this interface.

[0016] In particular, it can be provided that at least some of the individual plates of the first longitudinal beam are formed in one piece and extend from the first main section into the first transverse section, and that at least some of the individual plates of the second longitudinal beam are formed in one piece and extend from the second main section into the second transverse section. This has the advantage that the geometric notch, which is formed by the shape at the transition between the main section and the transverse section of the first longitudinal beam or the second longitudinal beam, does not simultaneously contain the metallurgical notch, which is formed by a welded joint. Thus, the two material weaknesses of the geometric notch and the metallurgical notch can be locally separated in order to keep stress concentrations at the transition between the longitudinal beam and the transverse beam as low as possible and to prevent component failure with the thinnest possible plate thicknesses.

[0017] In particular, it can be provided that the first longitudinal girder bottom flange, the first longitudinal girder center flange, the first front longitudinal girder cross web plate, and the second rear longitudinal girder cross web plate are formed in one piece and extend from the first main section into the first cross section. Furthermore, it can be provided that the second longitudinal girder bottom flange, the second longitudinal girder center flange, the second front longitudinal girder cross web plate, and the second rear longitudinal girder cross web plate are formed in one piece and extend from the second main section into the second cross section. This has the advantage that the geometric notch, which is formed by the shape at the transition between the main section and the cross section of the first longitudinal girder or the second longitudinal girder, does not simultaneously contain the metallurgical notch formed by a welded joint.Thus, the two material weaknesses of the geometric notch and the metallurgical notch can be locally separated from each other in order to keep stress peaks in the transition between longitudinal beam and crossbeam as low as possible and to prevent component failure with the smallest possible sheet thicknesses of the individual sheets.

[0018] The invention employs a design approach optimized for stress. Crucial to this was the design and positioning of the interface between the longitudinal beam and the crossbeam. This interface is located in a low-stress position within the freight wagon bogie frame. The design prioritized clear force flows and avoided geometric notches. Furthermore, the force flows within the freight wagon bogie frame were analyzed, and the support structure was adapted accordingly.

[0019] The T-shaped design of the longitudinal beam refers to the outer contour of the longitudinal beam in top view.

[0020] In particular, it may be provided that a swivel socket is accommodated in the swivel socket receptacle. The swivel socket may be coupled to the swivel socket receptacle by means of a weld. In particular, it may be provided that the swivel socket receptacle is formed in the top flange of the crossbeam. The swivel socket receptacle may be formed in the form of a circular recess in the top flange of the crossbeam. Furthermore, it may be provided that the swivel socket has a weld shoulder, which serves to interact with the swivel socket receptacle or to provide a surface for a weld. In this case, it may be provided that the swivel socket receptacle is welded to the circular recess of the swivel socket receptacle by means of a V-weld in the area of ​​the weld shoulder. On its outer circumference, the swivel socket receptacle may be welded to the top flange of the crossbeam by means of a fillet weld.In particular, the swivel socket may be designed as a rotationally symmetrical component. Furthermore, the swivel socket may be formed as a casting.

[0021] In an alternative design variant, the swivel socket can be formed directly in the top flange of the crossbeam. This can be achieved, for example, through a sheet metal forming process such as deep drawing or embossing. The swivel socket receptacle can then directly form the contour of the swivel socket. Furthermore, the swivel socket receptacle can be provided with a sliding coating that forms the sliding surface for the swivel socket.

[0022] Furthermore, it can be advantageous to have a first lateral support for the car body on the first longitudinal beam, particularly on the first transverse section of the first longitudinal beam, and a second lateral support for the car body on the second longitudinal beam, particularly on the second transverse section of the second longitudinal beam. This offers the advantage that the support forces of the car body support, as well as the braking and track guidance forces, can be transferred simply and directly into the longitudinal beams. This further improves the stability of the freight wagon bogie frame and reduces the loads on the interface between the longitudinal beam and the transverse beam, since the support forces of the car body support are transferred directly into the longitudinal beams and thus do not have to be transmitted via the interface between the longitudinal beam and the transverse beam.In other words, the first lateral support for the car body can be located outside the first interface, and the second lateral support for the car body can be located outside the second interface.

[0023] Furthermore, it may be provided that the first longitudinal beam is designed as a box beam, at least in the connection area to the cross beam, and has a first longitudinal beam intermediate chord and a first longitudinal beam lower chord, wherein the first longitudinal beam intermediate chord connects to the cross beam upper chord and the first longitudinal beam lower chord connects to the cross beam lower chord.

[0024] The second longitudinal beam can be designed as a box girder, at least in the area where it connects to the crossbeam, and can have a second longitudinal beam center chord and a second longitudinal beam bottom chord, with the second longitudinal beam center chord connecting to the crossbeam top chord and the second longitudinal beam bottom chord connecting to the crossbeam bottom chord. This measure further improves the stability of the longitudinal beam, resulting in an overall lighter structure.

[0025] In a first embodiment variant, it can be provided that further components are present above the longitudinal beam's central chord and that the longitudinal beam's central chord is thus arranged in an intermediate layer of the longitudinal beam.

[0026] In a second design variant, it can be provided that no further components are present above the longitudinal beam's central chord and that the longitudinal beam's central chord thus forms the upper end of the longitudinal beam.

[0027] Furthermore, it can be provided that the first transverse part of the first longitudinal beam is designed as a box girder and comprises the first longitudinal beam center chord, the first longitudinal beam bottom chord, a first front longitudinal beam cross web plate and a first rear longitudinal beam cross web plate, wherein the first longitudinal beam center chord, the first longitudinal beam bottom chord, the first front longitudinal beam cross web plate and the first rear longitudinal beam cross web plate extend into the first main part, and that the second transverse part of the second longitudinal beam is designed as a box girder and comprises the second longitudinal beam center chord, the second longitudinal beam bottom chord, a second front longitudinal beam cross web plate and a second rear longitudinal beam cross web plate, wherein the second longitudinal beam center chord, the second longitudinal beam bottom chord, the second front longitudinal beam cross web plate and the second rear longitudinal beam cross web plate extend into the second main part.This measure further improves the stability of the longitudinal beam, resulting in an overall lighter structure. This is achieved by ensuring that tensile and compressive stresses, as well as shear flow, can be transmitted unimpeded within the bending beam.

[0028] Furthermore, it may be provided that the first longitudinal beam has a first front longitudinal beam cross-web plate and a first rear longitudinal beam cross-web plate, wherein the first longitudinal beam center chord connects to the cross-beam top chord and the first longitudinal beam bottom chord connects to the cross-beam bottom chord and the first front longitudinal beam cross-web plate connects to the front cross-beam top chord and the first rear longitudinal beam cross-web plate connects to the rear cross-beam top chord, and that the second longitudinal beam has a second front longitudinal beam cross-web plate and a second rear longitudinal beam cross-web plate, wherein the second longitudinal beam center chord connects to the cross-beam top chord and the second longitudinal beam bottom chord connects to the cross-beam bottom chord and the second front longitudinal beam cross-web plate connects to the front cross-beam top chord and the second rear longitudinal beam cross-web plate connects to the rear cross-beam top chord.This measure can further improve the stability of the longitudinal beam, resulting in an overall lighter construction.

[0029] Furthermore, it may be provided that the first longitudinal beam intermediate chord and the second longitudinal beam intermediate chord are assigned to the crossbeam upper chord, wherein in each case in the connection area an offset between the crossbeam upper chord and the first longitudinal beam intermediate chord and an offset between the crossbeam upper chord and the second longitudinal beam intermediate chord is smaller than one sheet thickness of the crossbeam upper chord, and that The first and second longitudinal beam bottom flanges are assigned to the crossbeam bottom flange, with the offset between the crossbeam bottom flange and the first longitudinal beam bottom flange, and the offset between the crossbeam bottom flange and the second longitudinal beam bottom flange, being less than the thickness of the crossbeam bottom flange sheet in each connection area. This measure ensures that the force flow between the crossbeam top flange and the longitudinal beam center flanges is as straight as possible and exhibits minimal kinks. In particular, this minimizes or prevents the introduction of torsional stresses at the transition from the crossbeam top flange to the longitudinal beam center flanges. Ideally, the aim is to keep the offset between the crossbeam top flange and the longitudinal beam center flanges as small as possible, ideally zero. However, due to manufacturing tolerances, a slight offset cannot be completely ruled out.The identical cross-sectional shapes of the connection point between the crossbeam and the longitudinal beam improve the force flow. Any tolerances can be compensated for with an interface plate.

[0030] Furthermore, it can be provided that the first rear longitudinal beam cross web plate and the second rear longitudinal beam cross web plate are associated with the rear cross beam cross web plate, wherein in each transition area the offset between the rear cross beam cross web plate and the first rear longitudinal beam cross web plate, and the offset between the rear cross beam cross web plate and the second rear longitudinal beam cross web plate, is less than the thickness of the rear cross beam cross web plate. This measure can improve the force transmission between the cross beam and the longitudinal beam.

[0031] Furthermore, it can be provided that the first front longitudinal beam cross-web plate and the second front longitudinal beam cross-web plate are associated with the front cross-beam cross-web plate, wherein in each transition area the offset between the front cross-beam cross-web plate and the first front longitudinal beam cross-web plate, and the offset between the front cross-beam cross-web plate and the second front longitudinal beam cross-web plate, is less than the thickness of the front cross-beam cross-web plate. This measure can improve the force transmission between the cross-beam and the longitudinal beam.

[0032] Another advantageous design is one in which a first interface plate is arranged between the first longitudinal beam and the first side of the crossbeam, and a second interface plate is arranged between the second longitudinal beam and the second side of the crossbeam. This has the advantage that a slight offset between the top flange of the crossbeam and the intermediate flanges of the longitudinal beams, or between the additional plates of the crossbeam's cross section and the crossbeam, does not weaken the connection between the cross section of the longitudinal beam and the crossbeam.

[0033] According to further training, it is possible for the first longitudinal girder center flange to be directly connected to the crossbeam top flange by means of a butt weld, in particular a V-weld, and for the first interface plate to be connected to both the first longitudinal girder center flange and the crossbeam top flange by means of a fillet weld. Such a connection can be designed as a three-plate splice. This offers the surprising advantage that a particularly stable connection between the longitudinal girder and the crossbeam can be achieved.

[0034] Furthermore, it may be provided that a first support rib and a second support rib are arranged between the front crossbeam web plate and the rear crossbeam web plate, extending from the upper crossbeam chord to the lower crossbeam chord.

[0035] Furthermore, it can be advantageous if the first front longitudinal beam cross web plate and the front cross beam web plate each abut laterally against the first interface plate and are each coupled to the first interface plate by means of a fillet weld or a HY weld. This offers the surprising advantage that a particularly stable connection of the longitudinal beam to the cross beam can be achieved through this measure.

[0036] Furthermore, it can be provided that front recesses are formed in the front crossbeam web plate and rear recesses are formed in the rear crossbeam web plate. This has the advantage of improving access to the interior of the crossbeam, allowing the individual components to be welded together and the welds to be inspected from within the crossbeam. This results in increased reliability of the freight wagon bogie frame. In addition, this measure can achieve a weight reduction.

[0037] Furthermore, it can be advantageous for the front recesses to have both a transverse and a vertical extent, with the transverse extent being greater than the vertical extent in at least some of the front recesses. This offers the advantage of simultaneously reducing weight while increasing stiffness. In particular, this measure can optimize force flows, thereby minimizing stress peaks in the front crossbeam web plate. By designing the recesses or by incorporating internal ribs in the area between the recesses, the crossbeam can have a structure similar to a truss girder, further improving the stiffness-to-weight ratio.Furthermore, this measure can improve the bending stiffness of the crossbeam while simultaneously reducing the torsional stiffness of the crossbeam in order to allow necessary twisting of the crossbeam due to unevenness on the rails and to keep the stress peaks as low as possible.

[0038] Furthermore, the recesses can be designed with a rounded shape. This has the advantage of improving the stress distribution in the front and rear crossbeam web plates.

[0039] Furthermore, it can be provided that the first longitudinal beam has a first intermediate section in the area of ​​the first main section, wherein the first intermediate section is designed, at least partially, as a box girder comprising the first longitudinal beam intermediate chord, the first longitudinal beam lower chord, an outer lower longitudinal beam web plate, and an inner lower longitudinal beam web plate. This measure can further improve the stiffness of the longitudinal beam. In particular, this measure can improve the torsional stiffness of the longitudinal beam. Increased torsional stiffness of the longitudinal beam offers the advantage that transverse forces, such as steering forces, can be transferred more effectively into the crossbeam. This also results in a step in stiffness in the transverse direction of the longitudinal beams, which changes the distribution of transverse force transfer and relieves the stress on the interface between longitudinal beams one / two and the intermediate connection.

[0040] In particular, it may be provided that the inner lower longitudinal beam web plate is divided and comprises a front single plate and a rear single plate.

[0041] Furthermore, it can be provided that the front single sheet connects to the first front longitudinal beam cross member sheet and that the rear single sheet connects to the first rear longitudinal beam cross member sheet.

[0042] Furthermore, it can be provided that the first front longitudinal beam cross-web plate and the first rear longitudinal beam cross-web plate extend to the outer lower longitudinal beam cross-web plate and connect to it laterally. In particular, it can be provided that the first front longitudinal beam cross-web plate and the first rear longitudinal beam cross-web plate are each welded to the outer lower longitudinal beam cross-web plate by means of fillet welds on both sides. This measure can further improve the torsional stiffness of the longitudinal beam.

[0043] Furthermore, it can be provided that in the first central section, above the first longitudinal girder center flange, an outer upper longitudinal girder web plate and an inner upper longitudinal girder web plate are arranged, which are welded to the first longitudinal girder center flange. This has the advantage that the stability and load-bearing capacity of the longitudinal girder can be further improved. This also creates space for the car body support.

[0044] Another advantageous design is one in which a first upper longitudinal beam chord is arranged in the first central section above the outer upper longitudinal beam web plate and the inner upper longitudinal beam web plate, with the outer upper longitudinal beam web plate and the inner upper longitudinal beam web plate being welded to the first upper longitudinal beam chord. This has the advantage of further improving the stability of the longitudinal beam.

[0045] According to a further development, it is possible for the first longitudinal girder center chord in the first main section to have a front and a rear upturn, with the longitudinal girder center chord connecting to and being welded to the first longitudinal girder top chord at both the front and rear upturns. This offers the advantage of improved force transmission and flow between the crossbeam and the longitudinal girders.

[0046] Furthermore, it can be advantageous for the first longitudinal beam in the area of ​​the first main section to have a first front section, wherein the first front section is designed as an I-beam. This has the advantage that material can be saved in the less stressed areas, thereby achieving a further reduction in the weight of the freight wagon bogie frame.

[0047] Furthermore, the first front section can be designed to include the first upper chord of the longitudinal girder, the first lower chord of the longitudinal girder, and the inner lower web plate of the longitudinal girder, the latter having a transverse offset. This measure allows for a simple transition within the longitudinal girder between the box girder and I-beam configurations. It also ensures efficient transfer of forces occurring within the longitudinal girder.

[0048] In particular, it can be provided that the outer lower longitudinal beam web plate has a bend and is brought close to and welded to the inner lower longitudinal beam web plate in the area of ​​the bend. This can further improve the stability of the longitudinal beam.

[0049] Furthermore, it can be advantageous to arrange a support rib between the outer lower longitudinal beam web plate and the inner lower longitudinal beam web plate, which is welded to the outer lower longitudinal beam web plate, the inner lower longitudinal beam web plate, and the first lower longitudinal beam flange. This has the advantage of improving the support of the wheelsets.

[0050] Furthermore, the first upper chord of the longitudinal girder can be provided with a front bend and a rear bend, with the upper chord of the first lower chord being connected to and welded to it at both the front and rear bends. This measure can further improve the force transmission within the longitudinal girder.

[0051] Furthermore, it can be provided that the upper and lower chords of the crossbeam have the same sheet thickness. This offers the advantage that good stiffness of the crossbeam can be achieved while maintaining a low weight.

[0052] Furthermore, it can be provided that recesses are formed in the lower chord of the crossbeam, in particular that the recesses have a transverse and a longitudinal extent, with the transverse extent being greater than the longitudinal extent. This further reduces the load on the interface between the first / second longitudinal beam and the central connection. By designing the recesses in the lower chord of the crossbeam, or by incorporating internal ribs in the area between the recesses, the crossbeam can have a structure similar to a truss girder, thereby further improving the stiffness-to-weight ratio.Furthermore, this measure can improve the bending stiffness of the crossbeam while simultaneously reducing the torsional stiffness of the crossbeam in order to allow necessary twisting of the crossbeam due to unevenness on the rails and to keep the stress peaks as low as possible.

[0053] Furthermore, it can be provided that the first longitudinal beam in the area of ​​the first main section comprises an outer lower longitudinal beam web plate and an inner lower longitudinal beam web plate, wherein the inner lower longitudinal beam web plate comprises two individual plates. This has the advantage that, as a result of this measure, the first front longitudinal beam cross web plate and the first rear longitudinal beam cross web plate can extend continuously from the first interface to the outer lower longitudinal beam web plate. This improves the force transmission in the longitudinal beam and thus the strength of the longitudinal beam.

[0054] Furthermore, it may be provided that the crossbeam upper chord is designed with recesses for attaching components, such as brackets for hoses and the like.

[0055] Furthermore, it can be provided that at least one brake mounting is arranged on the first longitudinal beam and at least one brake mounting is arranged on the second longitudinal beam. This has the advantage that the forces acting in the brake mountings can be introduced directly into the longitudinal beams and thus do not have to be transmitted via the interface between the crossbeam and the longitudinal beam, as is the case in the prior art when the brake mountings are arranged on the crossbeam.

[0056] In particular, it may be provided that the brake mounts are welded to the longitudinal crossbeam plates.

[0057] Furthermore, the crossbeam can be modified to have different widths, thus accommodating various track gauges. The longitudinal beams can, in turn, have different positions for the lateral car body support, which can maintain a consistent support spacing regardless of the track gauge.

[0058] According to the invention, a freight wagon bogie is designed for a freight wagon. The freight wagon bogie comprises: a freight wagon bogie frame; a wheelset guide, wherein the wheelset guide is arranged on the freight wagon bogie frame; a brake, wherein the brake is arranged on the freight wagon bogie frame.

[0059] The freight wagon bogie frame is designed according to one of the preceding designs.

[0060] According to a further development, it is possible to arrange a first front wheelset guide and a first rear wheelset guide on the first main section of the first longitudinal beam, and a second front wheelset guide and a second rear wheelset guide on the second main section of the second longitudinal beam. This measure allows for efficient transfer of the forces acting on the wheelset guides into the longitudinal beam and thus also into the crossbeam.

[0061] According to the invention, a freight wagon is provided. The freight wagon comprises: a car body; a freight car bogie, wherein the freight car bogie is coupled to the car body by means of a pivot bearing in a load-supporting manner.

[0062] The freight wagon bogie is designed according to one of the above specifications.

[0063] According to the invention, a method for manufacturing a freight wagon bogie frame is provided. The method comprises the following process steps: Providing a first longitudinal beam; providing a second longitudinal beam; providing a crossbeam, wherein the crossbeam is designed as a box beam with a crossbeam top chord, a crossbeam bottom chord, a front crossbeam web plate and a rear crossbeam web plate, wherein a pivot socket is provided on the crossbeam, wherein the first longitudinal beam is designed as a box beam at least in the connection area to the cross beam and has a first longitudinal beam intermediate chord and a first longitudinal beam lower chord, wherein the first longitudinal beam intermediate chord connects to the cross beam upper chord and the first longitudinal beam lower chord connects to the cross beam lower chord, and the second longitudinal beam is designed as a box beam at least in the connection area to the cross beam and has a second longitudinal beam intermediate chord and a second longitudinal beam lower chord, wherein the second longitudinal beam intermediate chord connects to the cross beam upper chord and the second longitudinal beam lower chord connects to the cross beam lower chord.

[0064] The method according to the invention has the advantage that the freight wagon bogie frame can be manufactured simply and with high repeatability, thereby improving the quality of the freight wagon bogie frame.

[0065] Furthermore, it can be provided that a pivot socket is welded into the pivot socket receptacle of the upper crossbeam chord to provide the crossbeam, and that the front and rear crossbeam web plates are welded to the lower crossbeam chord, and that in a subsequent process step, the upper crossbeam chord is welded to the front and rear crossbeam web plates, whereby an inner surface of the front and / or rear crossbeam web plate is also welded to the lower crossbeam chord through the front recesses of the front crossbeam web plate and / or through the rear recesses of the rear crossbeam web plate. This has the advantage that the crossbeam can have a stable structure as a result of this measure.By relocating the interface and the openings in the longitudinal beam and the crossbeam, better accessibility for manufacturing is achieved, which simplifies the process.

[0066] Furthermore, it can be planned that the welding of the individual components of the freight wagon bogie frame is automated using a welding robot. This offers the advantage of improving the repeatability in the manufacturing of the bogie frame. Moreover, this measure allows for the automation of the bogie frame production. Previously, with freight wagon bogie frames, there was a prevailing technical misconception that, due to high manufacturing tolerances, automated welding of the bogie frames was either impossible or too complex.

[0067] Another advantageous design involves automated optical inspection of the welds by a robot after the individual components have been welded. This inspection is performed by mounting a camera on the welding robot, which then repeats the welding process movements in an offset pattern. This allows for slimmer welds overall, saving time in the production of the freight wagon bogie frame and simultaneously improving its quality.

[0068] In particular, it may be provided that a freight wagon bogie frame with a first longitudinal beam and a second longitudinal beam is also referred to as an H-frame.

[0069] Furthermore, it may be provided that the freight wagon bogie frame, which is designed as a welded component, is also referred to as a welded freight wagon bogie frame.

[0070] Furthermore, the freight wagon bogie frame can be designed to be interface-compatible with Y25 bogies and their interchangeable components. Due to this interface compatibility with existing Y25 wagon bodies, only limited installation space is available for the freight wagon bogie frame, specifically restricted by the wagon body support, brake linkage, wheelset guides, and the outer enclosure for Y25 bogies.

[0071] Furthermore, it can be provided that the individual plates of the freight wagon bogie frame are manufactured as laser-cut parts. The individual plates can be made of unalloyed structural steel. In particular, it can be provided that the plates are made of steel S355J2+N or S355J2C+N. This measure can result in a surprisingly stable and long-lasting construction.

[0072] Furthermore, it may be provided that in the case of V-seams, Y-seams, HV-seams or HY-seams, processing to prepare the individual sheets is carried out by means of a chip-removing milling operation.

[0073] In particular, it may be provided that a MIG (Metal Inert Gas) or a MAG (Metal Active Gas) welding process is used as the welding process.

[0074] The freight wagon bogie frame according to the invention can not only be installed in freight wagons, but also in other special wagons outside of passenger transport, such as crane wagons, processing wagons or the like.

[0075] Furthermore, drainage openings can be provided in the lower chord of the crossbeam and / or the lower chord of the longitudinal beam. This has the advantage that any water entering the cavities can escape again.

[0076] To better understand the invention, it is explained in more detail with reference to the following figures.

[0077] They each show, in a highly simplified, schematic representation: Fig. 1 a perspective view of a first embodiment of a detail of a freight wagon with a freight wagon bogie; Fig. 2 a perspective exploded view of a first embodiment of welded assemblies of a freight wagon bogie frame; Fig. 3 another perspective view of the first embodiment of the freight wagon bogie frame; Fig. 4 a perspective exploded view of a cross member of the first embodiment of the freight wagon bogie frame; Fig. 5 a perspective exploded view of a first longitudinal member of the first embodiment of the freight wagon bogie frame; Fig. 6 a top view of the first longitudinal member of the first embodiment of the freight wagon bogie frame; Fig. 7 a perspective exploded view of a second longitudinal member of the first embodiment of the freight wagon bogie frame; Fig.8. A top view of the second longitudinal beam of the first embodiment of the freight wagon bogie frame; Fig. 9. A perspective view of a first embodiment of the connection between the crossbeam and the first longitudinal beam; Fig. 10. A perspective view of a second embodiment of the connection between the crossbeam and the first longitudinal beam.

[0078] It should be noted at the outset that in the differently described embodiments, identical parts are provided with the same reference numerals or component designations, and the disclosures contained in the entire description can be applied analogously to identical parts with the same reference numerals or component designations. Furthermore, the positional designations chosen in the description, such as top, bottom, side, etc., refer to the figure directly described and illustrated, and these positional designations must be applied analogously to the new position if the position changes.

[0079] Fig. 1 Figure 1 shows a first embodiment of a freight wagon 1 in a perspective view, whereby parts of the freight wagon 1 are greatly simplified for the sake of clarity.

[0080] As from Fig. 1It can be seen that the freight wagon 1 may comprise a wagon body 2, which forms the frame or superstructure of the freight wagon 1. The wagon body 2 may be mounted on a freight wagon bogie 3. The freight wagon bogie 3 may be used to move the freight wagon 1 on rails.

[0081] In particular, the car body 2 may be supported at three points on the freight wagon bogie 3. The main force transmission from the car body 2 to the freight wagon bogie 3 can be effected via a centrally arranged pivot bearing 4. The pivot bearing 4 can serve to absorb a large part of the vertical force, in particular the weight of the car body 2 or the weight of the load. In addition, the pivot bearing 4 can serve to absorb horizontal forces, such as forces in a longitudinal direction 5 or forces in a transverse direction 6.

[0082] Furthermore, a first lateral support 7 for the car body may be provided. A second lateral support 8 for the car body may also be provided. Both lateral supports 7 and 8 for the car body may also serve to transmit vertical forces from the car body 2 to the freight wagon bogie 3. In particular, a first spring block 9 may be arranged between the first lateral support 7 and the car body 2. A second spring block 10 may also be arranged between the second lateral support 8 and the car body 2. The first spring block 9 and the second spring block 10 may serve to cushion and, optionally, also to dampen rolling movements of the car body 2 relative to the freight wagon bogie 3.

[0083] Furthermore, it may be provided that the freight wagon bogie 3 includes a freight wagon bogie frame 11, which serves as a basis for further attachments.

[0084] Furthermore, it may be provided that the pivot bearing 4, the first lateral car body support 7 and the second lateral car body support 8 are arranged on the freight wagon bogie frame 11. It may also be provided that the freight wagon bogie 3 comprises a first front axle guide 12, a first rear axle guide 13, a second front axle guide 14 and a second rear axle guide 15.

[0085] The terms "front" and "rear" refer to a first possible direction of travel for freight wagon 1. It should be noted that freight wagon 1 can be operated in both directions. The terms "top" and "bottom" refer to an operating position of freight wagon 1. The longitudinal direction 5 is parallel to a direction of travel. The transverse direction 6 is perpendicular to this.

[0086] Furthermore, it may be provided that the freight wagon bogie 3 comprises at least two wheelsets 16, each of which can be coupled to the freight wagon bogie frame 11 by means of the wheelset guides 12, 13, 14, 15.

[0087] Furthermore, it may be provided that at least two first brake mountings 85 are arranged on the first longitudinal beam 19. Furthermore, it may be provided that at least one second brake mounting 86 is arranged on the second longitudinal beam 20. Furthermore, it may be provided that a brake 17 is designed which can be mounted on the freight wagon bogie frame 11 by means of the brake mountings 85, 86. In particular, it may be provided that attachments for mounting the brake 17 are designed on the freight wagon bogie frame 11.

[0088] Fig. 2 Figure 1 shows the first embodiment of the freight wagon bogie 3 in a perspective exploded view, showing the individual wheelset guides 12, 13, 14, 15 and the brake mount 18 separated from the individual components of the freight wagon bogie frame 11.

[0089] In particular, it may be provided that the wheel guides 12, 13, 14, 15 are each coupled to the freight wagon bogie frame 11 by means of a welded connection. Furthermore, it may be provided that the brake mounts 18 are coupled to the freight wagon bogie frame 11 by means of a welded connection.

[0090] As from Fig. 2 As further shown, the freight wagon bogie frame 11 may comprise a first longitudinal beam 19, a second longitudinal beam 20, and a crossbeam 21. The first longitudinal beam 19 and the second longitudinal beam 20 may be coupled to the crossbeam 21 by means of a welded connection.

[0091] In particular, the first longitudinal beam 19 can be coupled to the crossbeam 21 at a first side 22. Furthermore, it can be provided that the second longitudinal beam 20 is coupled to the crossbeam 21 at a second side 23.

[0092] The first longitudinal beam 19 and the second longitudinal beam 20 can, in principle, have a symmetrical or mirror-image structure. Only in the details described in more detail can the first longitudinal beam 19 and the second longitudinal beam 20 differ from each other.

[0093] Furthermore, it can also be provided that the crossbeam 21 is symmetrical in its essential structure with respect to a central plane 24. In particular, it can be provided that the center of the rotationally symmetrical pivot bearing 4 lies in the central plane 24.

[0094] In the Figure 3 The diagram shows the assembly of the first longitudinal beam 19, the second longitudinal beam 20, and the crossbeam 21. The individual, fully welded assemblies, as described below, can be welded together to form the finished freight wagon bogie frame 11.

[0095] In particular, in Fig. 3It can be seen that the first longitudinal beam 19 is T-shaped and has a first main part 44 and a first transverse part 45 projecting in a transverse direction 6 relative to the first main part 44, wherein the first transverse part 45 is coupled to the first side 22 of the crossbeam 21 at a first interface 88 by means of a welded connection.

[0096] Furthermore, in Fig. 3 It is evident that the second longitudinal beam 20 is T-shaped and has a second main part 75 and a second transverse part 76 projecting in the transverse direction 6 relative to the second main part 75, wherein the second transverse part 76 is coupled to the second side 23 of the crossbeam 21 at a second interface 0 by means of a welded connection.

[0097] As from Fig. 4It can be seen that the crossbeam 21, the first longitudinal beam 19, and the second longitudinal beam 20 each comprise several individual parts, which are welded together to form these three superordinate assemblies. In an assembly manufacturing process, the first longitudinal beam 19 can be welded to the crossbeam 21, or the second longitudinal beam 20 can be welded to the crossbeam 21.

[0098] Fig. 4 shows an exploded view of the individual components of the crossbeam 21 in a perspective view.

[0099] As from Fig. 4 As can be seen, the crossbeam 21 can be designed to be symmetrical or approximately symmetrical with respect to the central plane 24. The crossbeam 21 can include a top chord 25. Furthermore, the crossbeam 21 can include a bottom chord 26. For the sake of clarity, in Fig. 3 The lower chord of the crossbeam 26 is shown again separately.

[0100] Furthermore, it may be provided that the crossbeam 21 includes a front crossbeam web plate 27. It may also be provided that the crossbeam 21 includes a rear crossbeam web plate 28. The front crossbeam web plate 27 and the rear crossbeam web plate 28 may be of identical construction. In particular, it may be provided that the upper crossbeam chord 25, the lower crossbeam chord 26, the front crossbeam web plate 27, and the rear crossbeam web plate 28 are connected to one another by welded joints in the form of a box girder.

[0101] Furthermore, it may be provided that a first support rib 29 and a second support rib 30 are arranged between the front crossbeam web plate 27 and the rear crossbeam web plate 28. In particular, it may be provided that the first support rib 29 and the second support rib 30 are identical in design. Furthermore, it may be provided that the first support rib 29 and the second support rib 30 each have an oval support rib recess 31. The oval support rib recess may be larger in its vertical extent than in its longitudinal extent.

[0102] Furthermore, it may be provided that the support ribs 29, 30 are welded to the upper crossbeam chord 25, to the lower crossbeam chord 26, to the front crossbeam web plate 27 and to the rear crossbeam web plate 28 by means of double-sided fillet welds.

[0103] Furthermore, a pivot socket 32 ​​may be formed in the upper chord of the crossbeam 25, which can serve to receive the pivot socket 4. In particular, the pivot socket 32 ​​may be designed in the form of a circular recess into which the pivot socket 4 can be inserted. Furthermore, the pivot socket 4 may be welded to the upper surface of the upper chord of the crossbeam 25 at its outer circumference by means of a fillet weld. It may also be provided that the pivot socket 4 is welded to the underside of the upper chord of the crossbeam 25 by means of a V-weld. This second weld may be located in the area of ​​the pivot socket 32.

[0104] Furthermore, it can be provided that the rear crossbeam web plate 28 has a sheet thickness of 33. Furthermore, it can be provided that the front crossbeam web plate 27 has a sheet thickness of 34. Furthermore, it can be provided that the upper crossbeam chord 25 has a sheet thickness of 35. Furthermore, it can be provided that the lower crossbeam chord 26 has a sheet thickness of 36. Furthermore, it can be provided that the lower crossbeam chord 26 has several bends and is curved.

[0105] Furthermore, it may be provided that the sheet thickness 33 of the rear crossbeam web plate 28 or the sheet thickness 34 of the front crossbeam web plate 27 is between 8.9 mm and 11.1 mm. Furthermore, it may be provided that the sheet thickness 35 of the upper crossbeam chord 25 or the sheet thickness 36 of the lower crossbeam chord 26 is between 10.9 mm and 13.1 mm.

[0106] Furthermore, it may be provided that front recesses 37 are formed in the front crossbeam web plate 27. It may also be provided that rear recesses 38 are formed in the rear crossbeam web plate 28. In particular, it may be provided that three of the front recesses 37 are distributed across the transverse extent of the front crossbeam web plate 27. It may also be provided that three of the rear recesses 38 are distributed across the transverse extent of the rear crossbeam web plate 28.

[0107] In particular, it may be provided that the front recesses 37 of the front cross member web plate 27 each have a transverse extent 39 and a vertical extent 40. The transverse extent 39 may be greater than the vertical extent 40. In particular, it may be provided that the front recesses 37 and the rear recesses 38 have a rounded shape.

[0108] Furthermore, it can be provided that the recesses 37, 38 are interrupted in the area of ​​the first support rib 29 or in the area of ​​the second support rib 30, so that in the area of ​​the support ribs 29, 30. How particularly good from Fig. 3 As can be seen, the crossbeam 21 can have a truss-like structure due to the arrangement of the recesses 37, 38 and the supporting ribs 29, 30.

[0109] Furthermore, it may be provided that crossbeam bottom chord 26 crossbeam bottom chord recesses 41 are formed. In particular, it may be provided that three of the crossbeam bottom chord recesses 41 are formed in the crossbeam bottom chord 26. The crossbeam bottom chord recesses 41 may have an oval shape. In particular, it may be provided that the crossbeam bottom chord recess 41 has a transverse extent 42 and a longitudinal extent 43. The transverse extent 42 of the crossbeam bottom chord recess 41 may be greater than the longitudinal extent 43 of the crossbeam bottom chord recess 41.

[0110] For the assembly of the crossbeam 21, it can be provided that the crossbeam bottom flange 26 is used as a base and that the front crossbeam web plate 27 or the rear crossbeam web plate 28 or the first support rib 29 and the second support rib 30 are welded onto the crossbeam bottom flange 26. In particular, it can be provided that a double-sided conical weld is formed between the crossbeam bottom flange 26 and the front crossbeam web plate 27 or the rear crossbeam web plate 28, since the individual welds are accessible from above. Due to the accessibility of the individual connection points, the fillet welds can be easily executed and inspected.

[0111] Furthermore, it may be provided that in a further process step the open box thus welded together is welded to the upper crossbeam chord 25 and thus closed. The pivot socket 4 may have already been pre-installed and welded into the upper crossbeam chord 25. In particular, it may be provided that a HY weld is formed between the upper crossbeam chord 25 and the front crossbeam web plate 27 or the rear crossbeam web plate 28. The weld may be made on the outside of the front crossbeam web plate 27 or the rear crossbeam web plate 28. Furthermore, it may be provided that a fillet weld is formed, at least partially, on the inside between the front crossbeam web plate 27 and the upper crossbeam chord 25 or between the rear crossbeam web plate 28 and the upper crossbeam chord 25. The fillet weld may pass through the rear recesses 38 or the front recesses 37.The welding of the support ribs 29, 30 to the upper crossbeam chord 25, as already described, can also be carried out through the front recesses 37 or through the rear recesses 38.

[0112] Furthermore, it may be provided that 25 receiving recesses 87 are formed on the upper chord of the crossbeam, which serve to bolt on attachment parts.

[0113] Fig. 5 shows a perspective exploded view of a first embodiment of the first longitudinal beam 19. Fig. 5 shows a top view of the first embodiment of the first longitudinal beam 19.

[0114] How particularly good looks Fig. 6 It can be seen that the first longitudinal beam 19 may have a first main section 44 and a first transverse section 45. In particular, it may be provided that the first transverse section 45 is T-shaped and adjoins the first main section 44.

[0115] The first main part 44 can have a first main part length 46, which extends in the longitudinal direction 5. Furthermore, the first main part 44 can have a first main part width 47, which extends in the transverse direction 6.

[0116] Furthermore, the first transverse section 45 can have a first transverse section length 48, which extends in the longitudinal direction 5. Furthermore, the first transverse section 45 can have a first transverse section width 49, which extends in the transverse direction 6. The first main section length 46 can be greater than the first transverse section length 48. Furthermore, it can be provided that the first main section width 47 is smaller than the first transverse section width 49. Furthermore, it can be provided that the first main section 44 has a first central section 50 in which the first longitudinal beam 19 is designed, at least partially, in the form of a box girder.

[0117] How particularly good looks Fig. 5As can be seen, a first longitudinal girder bottom chord 51 may be provided. The first longitudinal girder bottom chord 51 may be T-shaped in plan view and extend over the first main section 44 and the first transverse section 45. In particular, the first longitudinal girder bottom chord 51 may have a longitudinal extension 5 corresponding to the length 46 of the first main section. Furthermore, the total width of the first longitudinal girder bottom chord 51 may correspond to the width 47 of the first main section plus the width 49 of the first transverse section.

[0118] Furthermore, it may be provided that the first longitudinal girder 19 has a first longitudinal girder intermediate flange 52. Viewed from above, the first longitudinal girder intermediate flange 52 may have a shape identical or nearly identical to the first longitudinal girder lower flange 51, at least in the first central section 50. In particular, it may be provided that the first longitudinal girder intermediate flange 52 also extends into the first main section 44 and the first transverse section 45.

[0119] Furthermore, it can be provided that a first front longitudinal beam cross web 53 and a first rear longitudinal beam cross web 54 are arranged between the first longitudinal beam lower chord 51 and the first longitudinal beam middle chord 52. As the name suggests, the first front longitudinal beam cross web 53 and the first rear longitudinal beam cross web 54 can extend in the transverse direction.

[0120] Furthermore, it may be provided that a first interface plate 55 is formed. The first interface plate 55 can be arranged on an end face facing the crossbeam 21 of the first longitudinal beam lower chord 51, the first longitudinal beam middle chord 52, the first front longitudinal beam cross web plate 53, and the first rear longitudinal beam cross web plate 54. In particular, it may be provided that the first front longitudinal beam cross web plate 53 and the first rear longitudinal beam cross web plate 54 extend over the majority of the transverse extent of the first main section 44 and the first transverse section 45.

[0121] Furthermore, an outer lower longitudinal beam web plate 56 may be formed, extending in the longitudinal direction 5. The outer lower longitudinal beam web plate 56 may be arranged in the area of ​​the first main part 44. Furthermore, an inner lower longitudinal beam web plate 57 may be formed, which also extends in the longitudinal direction 5 within the first main part 44.

[0122] In particular, it may be provided that the inner lower longitudinal beam web plate 57 comprises two individual plates 57a and 57b. The two individual plates 57a and 57b may be interrupted by the first front longitudinal beam cross web plate 53 and the first rear longitudinal beam cross web plate 54, respectively. In particular, it may be provided that the front inner lower longitudinal beam web plate 57a abuts the first front longitudinal beam cross web plate 53. Furthermore, it may be provided that the rear inner lower longitudinal beam web plate 57b abuts the first rear longitudinal beam web plate 54. Furthermore, it may be provided that the inner lower longitudinal beam web plate 57 has a front offset 58, such that a first front section 59 is formed laterally offset from the remaining area of ​​the inner lower longitudinal beam web plate 57 located in the first central section 50.

[0123] Furthermore, it can be provided that the inner lower longitudinal girder web plate 57 has a rear offset 60, so that a first rear section 61 is formed laterally offset to the remaining area of ​​the inner lower longitudinal girder web plate 57 located in the first central section 50.

[0124] Furthermore, the outer lower longitudinal girder web plate 56 may have an inward transverse bend 62 at its front longitudinal end. It may also be provided that the outer lower longitudinal girder web plate 56 has an inward transverse bend 63 at its rear longitudinal end. The front transverse bend 62 may abut the front crank 58. Furthermore, the rear transverse bend 63 may abut the rear crank 60. The cranks 58, 60 and the transverse bends 62, 63, respectively, enable a transition from a box girder structure in the first central section 50 to an I-beam structure in the first front section 59 and the first rear section 61.

[0125] Furthermore, it can be provided that in the central section 50 the outer lower longitudinal beam web plate 56 and the inner lower longitudinal beam web plate 57 are arranged at a distance from each other in the transverse direction 6.

[0126] Furthermore, a front support rib 64 may be arranged between the outer lower longitudinal beam web plate 56 and the inner lower longitudinal beam web plate 57. Furthermore, a rear support rib 65 may be arranged between the outer lower longitudinal beam web plate 56 and the inner lower longitudinal beam web plate 57.

[0127] In a first process step, it can be provided that the first longitudinal girder bottom flange 51 is prepared and the first front longitudinal girder cross web plate 53, the first rear longitudinal girder cross web plate 54, the outer lower longitudinal girder web plate 56, the inner lower longitudinal girder web plate 57, the front support rib 64 and the rear support rib 65 are welded to the first longitudinal girder bottom flange 51. Due to the good accessibility from above, fillet welds on both sides can be used in each case.

[0128] The first interface plate 55 can then be welded to the first longitudinal beam lower chord 51 or the first front longitudinal beam cross web plate 53 or the first rear longitudinal beam cross web plate 54.

[0129] The first interface plate 55 can be dimensioned such that it projects outwards from the first longitudinal beam bottom flange 51, the first front longitudinal beam cross web plate 53, or the first rear longitudinal beam cross web plate 54, and these plates thus abut one side of the first interface plate 55. Fillet welds can therefore be used to connect the first interface plate 55 to the first longitudinal beam bottom flange 51, the first front longitudinal beam cross web plate 53, and the first rear longitudinal beam cross web plate 54.

[0130] Furthermore, it may be provided that a first interface plate recess 66 is arranged in the first interface plate 55. In addition, it may be provided that a recess 67 is formed in the outer lower longitudinal beam web plate 56, which is arranged between the first front longitudinal beam cross web plate 53 and the first rear longitudinal beam cross web plate 54. The recess 67 can also function as a cutout after assembly with the first longitudinal beam center flange 52.

[0131] After welding the individual components onto the first longitudinal girder lower flange 51, as already described, the first longitudinal girder middle flange 52 can be placed onto the outer lower longitudinal girder web plate 56, the inner lower longitudinal girder web plate 57, the first front longitudinal girder cross web plate 53, and the first rear longitudinal girder cross web plate 54 and welded to them. In particular, it can be provided that the first longitudinal girder middle flange 52 is welded from the outside using HY welds. Furthermore, it can be provided that, at least in sections, additional internal fillet welds are arranged through the first interface plate recess 66 or through the recess 67.

[0132] Furthermore, it can be provided that the first longitudinal beam center flange 52 has a front uplift 68 at a front longitudinal end and that the first longitudinal beam center flange 52 has a rear uplift 69 at a rear longitudinal end. In particular, it can be provided that the front uplift 68 and the rear uplift 69 are formed in the first main part 44. The outer lower longitudinal beam web plate 56 and the inner lower longitudinal beam web plate 57 can have a contour corresponding to the front uplift 68 and the rear uplift 69, respectively.

[0133] Furthermore, it can be provided that an outer upper longitudinal beam web plate 70 is formed and that an inner upper longitudinal beam web plate 71 is formed, which are arranged above the first longitudinal beam center flange 52 and are welded to the first longitudinal beam center flange 52.

[0134] In the manufacturing sequence, the upper longitudinal girder web plates 70, 71 can either be positioned on and welded to the first longitudinal girder center flange 52 before its application, or they can be positioned and welded to it only after the first longitudinal girder center flange 52 has been applied. In particular, it can be provided that the upper longitudinal girder web plates 70, 71 are welded to the first longitudinal girder center flange 52 by means of fillet welds.

[0135] Furthermore, it can be provided that a first longitudinal girder top chord 72 is formed as a cover layer. The first longitudinal girder top chord 72 can rest on the outer lower longitudinal girder web plate 56, on the inner lower longitudinal girder web plate 57, on the outer upper longitudinal girder web plate 70, and on the inner upper longitudinal girder web plate 71. In particular, it can be provided that the first longitudinal girder top chord 72 is welded on both sides by means of a fillet weld in those areas where it rests on the inner lower longitudinal girder web plate 57 in the form of an I-beam.

[0136] In those areas where a cavity is formed which is not accessible from the outside, the first upper longitudinal girder chord 72 can be welded to the outer lower longitudinal girder web plate 56, to the inner lower longitudinal girder web plate 57, to the inner upper longitudinal girder web plate 71 and to the outer upper longitudinal girder web plate 70 by means of a HY weld or an HV weld.

[0137] Furthermore, it can be provided that the first upper longitudinal girder 72 has a front bend 73 and that the first upper longitudinal girder 72 has a rear bend 74. In the area of ​​the front bend 73, the first upper longitudinal girder 72 can be brought up to the first lower longitudinal girder 51 and welded to it. In the area of ​​the rear bend 74, the first upper longitudinal girder 72 can be brought up to the first lower longitudinal girder 51 and welded to it.

[0138] In a further embodiment, not shown separately, it can also be provided that the first longitudinal beam 19 is designed without the first longitudinal beam upper chord 72, the inner upper longitudinal beam web plate 71 and the outer upper longitudinal beam web plate 70.

[0139] In the Figure 7 and 8An embodiment of the second longitudinal beam 20 is shown, wherein the same reference numerals or component designations are used for identical parts as in the preceding illustrations. Figures 1 to 6 to be used. To avoid unnecessary repetition, reference is made to the detailed description in the preceding sections. Figures 1 to 6 Reference is made to the above. It is explicitly pointed out here that the second longitudinal beam 20 is largely a mirror image of the first longitudinal beam 19, as shown in connection with the... Figures 5 and 6 The corresponding descriptions are applicable, mutatis mutandis, from the first longitudinal beam 19 to the second longitudinal beam 20. For general reference and to describe minor differences, the following text section will only discuss some of the parts of the second longitudinal beam 20 in detail.

[0140] Fig. 7shows a perspective exploded view of a first embodiment of the second longitudinal beam 20. Fig. 8 shows a top view of the first embodiment of the second longitudinal beam 20.

[0141] To provide appropriate guidance, the following are included in the Fig. 8 the second main part 75 and the second transverse part 76 are evident.

[0142] In the Fig. 7 The second longitudinal beam lower chord 77, the second longitudinal beam middle chord 78, the second front longitudinal beam cross web plate 79, the second rear longitudinal beam cross web plate 80 and the second interface plate 81 were provided with a reference numeral.

[0143] Furthermore, a ring 82 for a weighing valve may be arranged at a front longitudinal end of the second longitudinal girder lower chord 77. It may also be provided that a corresponding recess 84 for receiving the ring 82 is formed in a second longitudinal girder upper chord 83. The ring 82 may be welded to the second longitudinal girder lower chord 77 and the second longitudinal girder upper chord 83.

[0144] It should be noted here that the second longitudinal beam 20 is shown in the illustrations of the Figure 7 and 8 for better comparability with the representations of the Figures 5 and 6 was rotated 180° with respect to a vertical axis and thus facing the front or rear. Figures 4 and 5 are swapped.

[0145] In the Figs. 9 and 10Two different embodiments of how the crossbeam 21 can be coupled to the first longitudinal beam 19 in the area of ​​the first interface 88 are shown in perspective detail views. These two different types of connection can also be applied mutatis mutandis to the second longitudinal beam 20 to the crossbeam 21, although it should be noted here that usually the same type of connection is chosen for connecting the first longitudinal beam 19 to the crossbeam 21 and for connecting the second longitudinal beam 20 to the crossbeam 21.

[0146] To illustrate, in Fig. 3 the first type of connection according to Fig. 9 between the second longitudinal beam 20 and the crossbeam 21 shown and the second type of connection according to Fig. 10 between the first longitudinal beam 19 and the crossbeam 21.

[0147] In the first type of connection after Fig. 9It may be provided that the upper crossbeam chord 25 and the first intermediate longitudinal beam chord 52 are aligned with each other. Furthermore, it may be provided that the first interface plate 55 connects to the butt joint of the upper crossbeam chord 25 and the first intermediate longitudinal beam chord 52 in the form of a three-plate splice. The upper crossbeam chord 25 may be welded to the first intermediate longitudinal beam chord 52 by means of a V-weld. It may also be provided that the first interface plate 55 is welded at least partially to the upper crossbeam chord 25 by means of a fillet weld and, on the side opposite the upper crossbeam chord 25, to the first intermediate longitudinal beam chord 52.

[0148] Furthermore, it can be provided that the first interface plate 55 is welded to the rear crossbeam web plate 28 and, on the opposite side, to the first rear longitudinal beam crossbeam 54, which can connect to the first interface plate 55 in the form of a T-joint. In particular, a fillet weld can also be provided in each case. Access to internal fillet welds can be achieved through one of the openings already described.

[0149] Furthermore, it can be provided that the first interface plate 55 is welded to the front crossbeam web plate 27 and, on the opposite side, to the first front longitudinal beam crossbeam web plate 53, which can connect to the first interface plate 55 in the form of a T-joint. In particular, a fillet weld can also be provided in each case. Access to internal fillet welds can be achieved through one of the openings already described.

[0150] In the first type of connection after Fig. 9It may be provided that the first interface plate 55 projects downwards relative to the crossbeam bottom flange 26 and the first longitudinal beam bottom flange 51. The crossbeam bottom flange 26 and the first longitudinal beam bottom flange 51 may each connect to the first interface plate 55 as a T-joint and be welded to the first interface plate 55 by means of a high-strength weld. Furthermore, it may be provided that a fillet weld is formed on the upper surface as a counter-surface.

[0151] In the second type of connection after Fig. 10It may be provided that the upper crossbeam chord 25 and the first intermediate longitudinal beam chord 52 are aligned with each other. Furthermore, it may be provided that the first interface plate 55 connects to the butt joint of the upper crossbeam chord 25 and the first intermediate longitudinal beam chord 52 in the form of a three-plate joint. The upper crossbeam chord 25 may be welded to the first intermediate longitudinal beam chord 52 by means of a V-weld.

[0152] Furthermore, it can be provided that the first interface plate 55 is welded to the rear crossbeam web plate 28 and, on the opposite side, to the first rear longitudinal beam crossbeam 54, which can connect to the first interface plate 55 in the form of a T-joint. In particular, a fillet weld can also be provided in each case. Access to internal fillet welds can be achieved through one of the openings already described.

[0153] Furthermore, it can be provided that the first interface plate 55 is welded to the front crossbeam web plate 27 and, on the opposite side, to the first front longitudinal beam crossbeam web plate 53, which can connect to the first interface plate 55 in the form of a T-joint. In particular, a fillet weld can also be provided in each case. Access to internal fillet welds can be achieved through one of the openings already described.

[0154] In the second type of connection after Fig. 10It may be provided that the crossbeam bottom flange 26 and the first longitudinal beam bottom flange 51 are aligned with each other at their longitudinal ends. Furthermore, it may be provided that the first interface plate 55 connects to the butt joint of the crossbeam bottom flange 26 and the first longitudinal beam bottom flange 51 in the form of a three-plate joint. The crossbeam bottom flange 26 may be welded to the first longitudinal beam bottom flange 51 by means of a V-weld. It may also be provided that the first interface plate 55 is welded at least partially to the crossbeam bottom flange 26 by means of a fillet weld and, on the side opposite the crossbeam bottom flange 26, to the first longitudinal beam bottom flange 51.

[0155] The exemplary embodiments show possible embodiment variants, whereby it should be noted at this point that the invention is not limited to the specifically illustrated embodiment variants, but rather various combinations of the individual embodiment variants are also possible and this possibility of variation lies within the skill of the person skilled in this technical field due to the teaching on technical action by the present invention.

[0156] The scope of protection is defined by the claims. However, the description and drawings must be consulted for the interpretation of the claims. Individual features or combinations of features from the different embodiments shown and described can, in themselves, represent independent inventive solutions. The problem underlying these independent inventive solutions can be found in the description.

[0157] All references to value ranges in this description are to be understood as encompassing any and all sub-ranges thereof, e.g., the reference 1 to 10 is to be understood as including all sub-ranges, starting from the lower limit 1 and the upper limit 10, i.e., all sub-ranges begin with a lower limit of 1 or greater and end with an upper limit of 10 or less, e.g., 1 to 1.7, or 3.2 to 8.1, or 5.5 to 10.

[0158] Finally, for the sake of clarity, it should be noted that, for a better understanding of the structure, some elements have been shown not to scale and / or enlarged and / or reduced in size. Reference numeral list 1 freight wagon 30 second supporting rib 2 Car body 31 Support rib recess 3 freight wagon bogie 32 Swivel socket 4 rotating pan 33 Sheet thickness rear crossbeam web sheet 5 Longitudinal direction 6 transverse direction 34 Sheet thickness of front cross member web sheet 7 first lateral support for the car body 35 Sheet thickness of crossbeam top chord 8 second lateral car body support 36 Sheet thickness of crossbeam bottom flange 37 front recesses 9 first spring block 38 rear recesses 10 second spring block 39 Transverse extension of the front outlet 11 freight wagon bogie frame 12 first front wheelset guide 40 High extension of the anterior outlet 13 first rear wheelset guide 14 second front wheelset guide 41 Crossbeam lower chord recess 15 second rear wheelset guide 42 Transverse extension of crossbeam lower chord recess 16 Wheelset 17 brake 43 Longitudinal extension of crossbeam lower chord recess 18 brake mount 19 first longitudinal beam 44 first main part 20 second longitudinal beam 45 first transverse section 21 crossbeam 46 first main part length 22 first side crossbeam 47 first main width 23 second side crossbeam 48 first cross section length 24 Middle level 49 first cross section width 25 Crossbeam upper chord 50 first middle section 26 Crossbeam lower chord 51 first lower girth 27 front crossmember web plate 52 first longitudinal beam center belt 28 rear crossmember web plate 53 first front longitudinal beam cross member sheet 29 first supporting rib 54 first rear longitudinal beam cross member sheet 80 second rear longitudinal beam cross member plate 55 first interface plate 81 second interface plate 56 outer lower longitudinal beam web sheet 82 Ring for weighing valve 83 second upper girder 57 inner lower long beam web plate 84 recess 85 first brake mount 58 anterior crank 86 second brake mount 59 first anterior section 87 admission exemption 60 posterior crook 88 first interface second interface 61 first posterior section 62 front transverse bend 63 rear transverse bend 64 anterior support rib 65 posterior support rib 66 first interface plate recess 67 in-depth 68 front bend 69 rear bend 70 outer upper long beam web plate 71 inner upper long beam web plate 72 first upper girder 73 front turn 74 rear turn 75 second main part 76 second transverse section 77 second longitudinal beam lower belt 78 second longitudinal beam center belt 79 second front longitudinal beam cross member plate

Claims

1. A freight wagon bogie frame (11) for a freight wagon (1), the freight wagon bogie frame (11) comprising: - a first longitudinal beam (19); - a second longitudinal beam (20); - a crossbeam (21), wherein the crossbeam (21) is designed as a box girder with a crossbeam upper chord (25), a crossbeam lower chord (26), a front crossbeam web plate (27) and a rear crossbeam web plate (28), wherein a pivot bearing receptacle (32) is formed on the crossbeam (21), wherein the first longitudinal beam (19) is coupled to a first side (22) of the crossbeam (21) by means of a welded connection and wherein the second longitudinal beam (20) is coupled to a second side (23) of the crossbeam (21) by means of a welded connection, characterized by the fact thatthe first longitudinal beam (19) is T-shaped when viewed from above and has a first main part (44) and a first transverse part (45) projecting in a transverse direction (6) relative to the first main part (44), wherein the first transverse part (45) is coupled to the first side (22) of the crossbeam (21) at a first interface (88) by means of a welded connection, and that the second longitudinal beam (20) is T-shaped when viewed from above and has a second main part (75) and a second transverse part (76) projecting in a transverse direction (6) relative to the second main part (75), wherein the second transverse part (76) is coupled to the second side (23) of the crossbeam (21) at a second interface (0) by means of a welded connection.

2. Freight wagon bogie frame (11) according to claim 1, characterized by the fact thata first lateral support (7) is formed on the first longitudinal beam (19), in particular on the first transverse part (45) of the first longitudinal beam (19), and a second lateral support (8) is formed on the second longitudinal beam (20), in particular on the second transverse part (76) of the second longitudinal beam (20).

3. Freight wagon bogie frame (11) according to claim 1 or 2, characterized by the fact thatthe first transverse section (45) of the first longitudinal girder (19) is designed as a box girder and comprises the first longitudinal girder center chord (52), the first longitudinal girder lower chord (51), a first front longitudinal girder cross web plate (53) and a first rear longitudinal girder cross web plate (54), wherein the first longitudinal girder center chord (52), the first longitudinal girder lower chord (51), the first front longitudinal girder cross web plate (53) and the first rear longitudinal girder cross web plate (54) extend into the first main section (44), and that the second transverse section (76) of the second longitudinal girder (20) is designed as a box girder and comprises the second longitudinal girder center chord (78), the second longitudinal girder lower chord (77), a second front longitudinal girder cross web plate (79) and a second rear longitudinal girder cross web plate (80), wherein the second longitudinal girder center chord (78), the second longitudinal girder lower chord (77),the second front longitudinal beam cross member (79) and the second rear longitudinal beam cross member (80) extend into the second main part (75).

4. Freight wagon bogie frame (11) according to claim 3, characterized by the fact thatthe first longitudinal beam (19) has a first front longitudinal beam cross web plate (53) and a first rear longitudinal beam cross web plate (54) wherein the first longitudinal beam center chord (52) connects to the cross beam upper chord (25) and the first longitudinal beam lower chord (51) connects to the cross beam lower chord (26) and the first front longitudinal beam cross web plate (53) connects to the front cross beam web plate (27) and the first rear longitudinal beam cross web plate (54) connects to the rear cross beam web plate (28) and that the second longitudinal beam (20) has a second front longitudinal beam cross web plate (79) and a second rear longitudinal beam cross web plate (80),wherein the second longitudinal beam center chord (78) connects to the crossbeam upper chord (25) and the second longitudinal beam lower chord (77) connects to the crossbeam lower chord (26) and the second front longitudinal beam cross web plate (79) connects to the front crossbeam web plate (27) and the second rear longitudinal beam cross web plate (80) connects to the rear crossbeam web plate (28).

5. Freight wagon bogie frame (11) according to one of the preceding claims, characterized by the fact that- the first longitudinal beam intermediate chord (52) and the second longitudinal beam intermediate chord (78) are assigned to the transverse beam upper chord (25), wherein in each connection area an offset between the transverse beam upper chord (25) and the first longitudinal beam intermediate chord (52) and an offset between the transverse beam upper chord (25) and the second longitudinal beam intermediate chord (78) is less than a sheet thickness (35) of the transverse beam upper chord (25) and that - the first longitudinal beam lower chord (51) and the second longitudinal beam lower chord (77) are assigned to the transverse beam lower chord (26), wherein in each connection area an offset between the transverse beam lower chord (26) and the first longitudinal beam lower chord (51) and an offset between the transverse beam lower chord (26) and the second longitudinal beam lower chord (77) is less than a sheet thickness (36) of the transverse beam lower chord (26).

6. Freight wagon bogie frame (11) according to one of the preceding claims, characterized by the fact thata first interface plate (55) is arranged between the first longitudinal beam (19) and the first side (22) of the crossbeam (21) and a second interface plate (81) is arranged between the second longitudinal beam (20) and the second side (23) of the crossbeam (21).

7. Freight wagon bogie frame (11) according to claim 6, characterized by the fact that the first longitudinal girder intermediate chord (52) is directly coupled to the cross girder upper chord (25) by means of a butt weld and the first interface plate (55) is coupled to the first longitudinal girder intermediate chord (52) and the cross girder upper chord (25) by means of a fillet weld.

8. Freight wagon bogie frame (11) according to claim 6 or 7, characterized by the fact that the first front longitudinal beam cross web plate (53) and the front cross beam web plate (27) each abut laterally the first interface plate (55) and are each coupled to the first interface plate (55) by means of a fillet weld.

9. Freight wagon bogie frame (11) according to one of the preceding claims, characterized by the fact that front recesses (37) are formed in the front cross member web plate (27) and rear recesses (38) are formed in the rear cross member web plate (28).

10. Freight wagon bogie frame (11) according to claim 9, characterized by the fact that the front recesses (37) have a transverse extent (39) and a vertical extent (40), wherein at least in some of the front recesses (37) the transverse extent (39) is greater than the vertical extent (40).

11. Freight wagon bogie frame (11) according to one of claims 1 to 10, characterized by the fact thatthe first longitudinal girder (19) in the area of ​​the first main part (44) has a first intermediate section (50), wherein the first intermediate section (50) is designed at least partially as a box girder, which includes the first longitudinal girder intermediate chord (52), the first longitudinal girder lower chord (51), an outer lower longitudinal girder web plate (56) and an inner lower longitudinal girder web plate (57).

12. Freight wagon bogie frame (11) according to claim 11, characterized by the fact that In the first central section (50) above the first longitudinal girder central chord (52) an outer upper longitudinal girder web plate (70) and an inner upper longitudinal girder web plate (71) are arranged, which are welded to the first longitudinal girder central chord (52).

13. Freight wagon bogie frame (11) according to claim 12, characterized by the fact thatIn the first central section (50) above the outer upper longitudinal girder web plate (70) and the inner upper longitudinal girder web plate (71) a first longitudinal girder upper chord (72) is arranged, wherein the outer upper longitudinal girder web plate (70) and the inner upper longitudinal girder web plate (71) are welded to the first longitudinal girder upper chord (72).

14. Freight wagon bogie frame (11) according to claim 13, characterized by the fact that the first longitudinal girder intermediate chord (52) in the first main part (44) has a front bend (68) and a rear bend (69), wherein the longitudinal girder intermediate chord (52) connects to and is welded to the first longitudinal girder upper chord (72) at the front bend (68) and at the rear bend (69).

15. Freight wagon bogie frame (11) according to one of claims 11 to 14, characterized by the fact thatthe first longitudinal beam (19) in the area of ​​the first main part (44) has a first front section (59), wherein the first front section is designed as an I-beam.

16. Freight wagon bogie frame (11) according to one of claims 13 to 15, characterized by the fact that the first front section (59) includes the first upper longitudinal girder chord (72), the first lower longitudinal girder chord (51) and the inner lower longitudinal girder web plate (57), wherein the inner lower longitudinal girder web plate (57) has a bend (58) in the transverse direction (6).

17. Freight wagon bogie frame (11) according to one of claims 11 to 16, characterized by the fact that A support rib (64) is arranged between the outer lower longitudinal girder web plate (56) and the inner lower longitudinal girder web plate (57), which is welded to the outer lower longitudinal girder web plate (56), the inner lower longitudinal girder web plate (57) and the first longitudinal girder lower chord (51).

18. Freight wagon bogie frame (11) according to one of claims 11 to 17, characterized by the fact that the first upper longitudinal girder chord (72) has a front bend (73) and a rear bend (74), wherein the first upper longitudinal girder chord (72) connects to and is welded to the first lower longitudinal girder chord (51) at the front bend and at the rear bend.

19. Freight wagon bogie frame (11) according to one of the preceding claims, characterized by the fact that the upper chord of the crossbeam (25) and the lower chord of the crossbeam (26) have the same sheet thickness (35, 36).

20. Freight wagon bogie frame (11) according to one of the preceding claims, characterized by the fact thatin the lower chord of the crossbeam (26) lower chord recesses (41) are formed, in particular that the lower chord recess (41) has a transverse extent (42) and a longitudinal extent (43), wherein the transverse extent (42) of the lower chord recess (41) is greater than the longitudinal extent (43) of the lower chord recess (41).

21. Freight wagon bogie frame (11) according to one of the preceding claims, characterized by the fact that the first longitudinal beam (19) in the area of ​​the first main part (44) comprises an outer lower longitudinal beam web plate (56) and an inner lower longitudinal beam web plate (57), wherein the inner lower longitudinal beam web plate (57) comprises two individual plates (57a) and (57b).

22. Freight wagon bogie frame (11) according to one of the preceding claims, characterized by the fact thatat least one first brake mounting (85) is arranged on the first longitudinal beam (19) and at least one second brake mounting (86) is arranged on the second longitudinal beam (20).

23. Freight wagon bogie frame (11) according to one of the preceding claims, characterized by the fact that at least some of the individual plates (51, 52, 53, 54) of the first longitudinal beam (19) are formed in one piece and extend from the first main part (44) into the first transverse part (45) and that at least some of the individual plates (77, 78, 79, 80) of the second longitudinal beam (20) are formed in one piece and extend from the second main part (75) into the second transverse part (76).

24. A freight wagon bogie (3) for a freight wagon (1), the freight wagon bogie (3) comprising: - a freight wagon bogie frame (11); - a wheelset guide (12, 13, 14, 15), wherein the wheelset guide (12, 13, 14, 15) is arranged on the freight wagon bogie frame (11); - a brake (17), wherein the brake (17) is arranged on the freight wagon bogie frame (11), characterized by the fact that the freight wagon bogie frame (11) is designed according to one of the preceding claims.

25. Freight wagon bogie (3) according to claim 24, characterized by the fact that on the first main part (44) of the first longitudinal beam (19) a first front wheelset guide (12) and a first rear wheelset guide (13) are arranged and on the second main part (75) of the second longitudinal beam (20) a second front wheelset guide (14) and a second rear wheelset guide (15) are arranged.

26. Freight wagon (1) comprising: - a wagon body (2); - a freight wagon bogie (3), wherein the freight wagon bogie (3) is coupled to the wagon body (2) by means of a pivot bearing (4) in a load-supporting manner, characterized by the fact that the freight wagon bogie (3) is designed according to one of claims 23 to 24.

27. Method for manufacturing a freight wagon bogie frame (11), the method comprising the process steps of: - providing a first longitudinal beam (19); - providing a second longitudinal beam (20); - providing a crossbeam (21), wherein the crossbeam (21) is designed as a box girder with a crossbeam top chord (25), a crossbeam bottom chord (26), a front crossbeam web plate (27) and a rear crossbeam web plate (28), wherein a pivot bearing receptacle (32) is formed on the crossbeam (21), wherein the first longitudinal beam (19) is coupled to a first side (22) of the crossbeam (21) by means of a welded connection and wherein the second longitudinal beam (20) is coupled to a second side (23) of the crossbeam (21) by means of a welded connection, characterized by the fact thatthe first longitudinal beam (19) is T-shaped when viewed from above and has a first main part (44) projecting in a transverse direction (6) relative to the first main part (44) and a first transverse part (45), wherein the first transverse part (45) is welded to the first side (22) of the crossbeam (21) at a first interface (88) by means of a welded connection, and that the second longitudinal beam (20) is T-shaped when viewed from above and has a second main part (75) and a second transverse part (76) projecting in a transverse direction (6) relative to the second main part (75), wherein the second transverse part (76) is welded to the second side (23) of the crossbeam (21) at a second interface (0) by means of a welded connection.

28. Method according to claim 27, characterized by the fact thatto provide the crossbeam (21), a pivot socket (4) is welded into the pivot socket receptacle (32) of the crossbeam upper chord (25), and the front crossbeam web plate (27) and the rear crossbeam web plate (28) are welded to the crossbeam lower chord (26), and in a subsequent process step the crossbeam upper chord (25) is welded to the front crossbeam web plate (27) and the rear crossbeam web plate (28), whereby an inner side of the front crossbeam web plate (27) and / or the rear crossbeam web plate (28) is also welded to the crossbeam lower chord (26) through the front recesses (37) of the front crossbeam web plate (27) and / or through the rear recesses (38) of the rear crossbeam web plate (28).

29. Method according to claim 27 or 28, characterized by the fact that the welding of the individual components of the freight wagon bogie frame (11) is carried out automatically using a welding robot.

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