RUNNING GEAR FRAME OF A RAIL VEHICLE
The present invention relates to a running gear frame for a running gear of a rail vehicle
with a frame body, which is configured to be supported on at least one wheel unit of the
running gear. The invention furthermore relates to a running gear with a running gear
frame according to the invention and to a respective method for producing a running gear
frame.
The production of structural components for rail vehicles, e.g. of frames or bogie bolsters
for running gears, in particular of running gears, is performed today mostly by welding
sheet material, as it is known, for example, from EP 0 345 708 A1 and EP 0 564 423 A1.
This production method, however, has the disadvantage that it requires a relatively large
percentage of manual labor, which makes the production of running gear frames
comparatively expensive.
The percentage of cost intensive manual labor can be reduced in principle, when cast
components are used instead of welded construction. Thus, it is known e.g. from GB 1
209 389 A or from U.S. 6,622,776 B2 to use cast steel components for a vehicle frame of a
rail vehicle. While a one piece cast bogie frame is produced according to GB 1 209 389 A,
according to U.S. 6,622,776 B2 the longitudinal beams and transverse beams of a bogie
are made of one or plural standard cast steel components and are subsequently joined to
form a bogie frame.
Cast steel has the advantage that it is weldable, so that this conventional joining method
can also be used in this production variant. The cast steel, however, has the disadvantage
that it has a rather limited flow capability. In conjunction with automated production of
relatively large components with complex geometries, like e.g. running gear frames for rail
vehicles, this leads to reduced process reliability, which is not acceptable in view of the
high safety requirements which are placed upon a running gear of a rail vehicle.
Therefore, also when producing such running gear frames from cast steel material,
relatively many process steps still have to be performed manually and therefore no
economically satisfactory degree of automation can be achieved with this process either,
provided that the automation works at all.

Furthermore, it is known, for example from DE 43 09 004 A1, to produce relatively small
load-bearing parts of the running gear suspension of multi-axle utility vehicles from grey
cast iron.
Thus, it is the object of the present invention to provide a running gear frame as described
above, which does not show the disadvantages described above, or at least shows them
to a lesser extent, and which in particular facilitates simple production and thus an
increased degree of automation of the production.
The present invention achieves this object based on a running gear frame according to the
preamble of claim 1 through the features stated in the characterizing portion of claim 1.
The invention furthermore achieves the object based on a method according to the
preamble of claim 29 through the features stated in the characterizing portion of claim 29.
The present invention is based on the technical teaching that simple producibility and thus
an increased degree of automation can be accomplished in the manufacture of a running
gear frame for a rail vehicle, when the frame body is at least partially made of a grey cast
iron material. The grey cast iron, thus, has the advantage that it comprises a particularly
good flow capability during casting due to its high carbon content and thus leads to a very
high level of process reliability. It has become apparent that also the production of
comparatively large and complex components for the running gear frame can be
performed in automated flasks, which makes the production of said components
significantly simpler and more cost effective.
Grey cast iron material is not suitable for welding, since the carbon content in the material
is too high. However, due to the good flow capability of the grey cast iron material during
casting, very complex component geometries can be produced in a reliable manner, which
otherwise would have to be produced through complex welded construction. Thus, a
plurality of joining processes can be omitted. Furthermore, an optimized geometry of the
joints, which may still be required, can be achieved for the same reason, so that, with a
corresponding design of the components, also other joining methods can be used without
problems.
Another advantage of the grey cast iron material is its improved damping property
compared to the steel material which is typically used. This is particularly advantageous

with respect to reducing the transmission of vibrations into the passenger compartment of
a rail vehicle.
The grey cast iron material can be any suitable grey cast iron material. Preferably, it is a
globular grey cast iron material (so called sphaeroidical cast iron material), in particular
GGG40, which provides a good compromise between strength and elongation at fracture
and toughness. Preferably, e.g. GGG40.3 or GJS-400-18U LT is used, which is
characterized by advantageous toughness at low temperatures.
The frame body can be comprised of a single cast piece. Due to the typical size of such
frame bodies, however, it can be advantageous to divide the frame body in order to
achieve a high level of process reliability. Therefore the frame body comprises at least two
frame components which are connected to each other in the area of at least one joint.
Preferably the frame components are disengageably connected to each other in order to
facilitate a subsequent maintenance or repair of the running gear.
It can be provided that all frame components are made of a corresponding grey cast iron
material. However it can also be provided that particular frame components are not made
of grey cast iron material. Thus, it can e.g. be provided that portions of the frame body,
e.g. one or more transverse beams of the frame body are configured in a conventional
manner as welded construction and/or as cast construction made of cast steel material.
The term frame component, in the sense of the invention, is to be understood as a
structural component of the frame body substantially determining the general geometry of
the frame body. In particular, these shall not be connection elements by means of which
such frame components can be connected.
As a matter of principle, the frame components can be directly joined to each other through
a suitable joining method. Preferably, at least one connection element is provided in the
region of the joint and is connected to both frame components. The connection element
may be integrally formed with one of the two frame components. Thus, it can be e.g. a
protrusion, like a pinion or similar, which is formed during casting or formed subsequently
and which may subsequently provided with the respective fitting surfaces.
Additionally or alternatively it can be provided that the connection element is connected
with at least one of the two frame components through a friction locked connection and/or

a form locked connection and/or a material bonded connection. Thus, the connection
element can e.g. be a pin or a bolt, which is connected to the respective frame component
through a press fit (primary friction lock in the joining direction), or an adhesive connection
(primary material bond in the joining direction). Form locking can also be achieved through
respective protrusions and undercuts at the connection element and at the frame
component, respectively.
Preferably, the joint extends at least section wise substantially in a joining plane and the
connection element forms at least one protrusion, which extends in the direction of the
normal of the joining plane at least into one respective recess in one of the two frame
components. Hereby a plug in joint can be accomplished, which can be joined in a simple
manner, in which at least one of the above described form- or friction locked or bonded
connections can be used in joining direction, while a form locked connection transverse to
the joining direction is accomplished via the protrusion, which depending on the contact
conditions, in particular depending on the contact force between the frame components,
may still be supplemented or supported at the joining location by friction locking.
The connection element, as a matter of principle, can be configured in any suitable
manner. Preferably it is configured as a pin or bolt as already described above. The
connection element, in principle, can furthermore have any suitable cross section or cross
section profile. Thus, it can e.g. have a substantially constant cross section over its length,
thus, it can be provided as a simple cylinder bolt or as a cylindrical pin, since such a shape
can be produced in a particularly simple manner.
It is also possible that the connection element, at least section wise, has a cross section
which tapers with increasing distance from the joining plane. Due to the self centering of
the joining partners which can be achieved hereby, the joining process is simplified, so that
it can be automated in a simple manner under certain conditions.
The cross section of the connection element can, as a matter of principle, also be
configured in any suitable manner. Preferably, the connection element, at least section
wise, has a circular cross section and/or, at least section wise, has an elliptical cross
section and/or, at least section wise, has a polygonal cross section.
A cross sectional shape deviating from a circular shape certainly has the advantage of a
reliable additional rotation safety and of a self adjustment about the joining axis, which

facilitates automated joining. Such connection elements with a cross section deviating
from a circular shape are more complex to produce. However this only applies when a
respectively complex finishing of the joining surfaces is required. Due to the grey cast iron
material used according to the invention and due to its good flow properties, the joining
surfaces however can also be produced through an automated casting process with
sufficient precision, so that such a complex finishing of the joining surfaces may also be
omitted.
In preferred variants of the running gear frame according to the invention it is provided that
the connection element is disposed in the portion of a section of the frame body which is
under a tensile static stress and/or disposed, so that it is under a shear stress due to the
static load of the frame body. The disposition in a section of the frame body which is under
a tensile stress under static loading has the advantage that the support of moments in the
portion under static compression load can be simply performed through the two frame
components to be connected. Furthermore, this has the advantage that, due to the high
weight of a rail vehicle, typically, for a large portion of the dynamic loads to be expected
during driving operation, a certain compression load always exists in the portion which is
under a compression load during static loading, such that, eventually, a permanent pre
loading between the frame components to be connected can be assumed. Thus, the
connection may even be configured without additional connection elements, or only using
a simple lift off safety in the portion which is compression loaded under static loading.
The primarily occurring shear load ultimately yields the advantage that the connection
element, e.g. a pin or bolt, during operation is primarily loaded in a direction transverse to
its joining or assembly direction. The strength of the connection between the two frame
components to be joined thus becomes at least largely independent from the quality of the
joining process (for example, no particular tightening torques need to be maintained), but it
only depends on the properties (e.g. the shear strength etc.) of the connection element.
Thus, possibly, a simple position safety of the connection element (e.g. through safety
rings, press fit of the connection components etc.) is sufficient to assure a durable and
reliable connection of the frame components.
In variants of the running gear frame according to the invention which can be
manufactured in a particularly simple manner, at least one connection element is
configured as an element which bridges the joint and which is connected to both joining
partners. Thus, it can be configured in particular as a tension anchor operating in the

direction of the surface normal of the joining plane, or as a plate bridging the joining
location.
In order to facilitate simple testing of the quality of the connection between the frame
components, in advantageous variants of the running gear frame according to the
invention, it is provided that the connection element comprises at least one recess for
receiving a component of a non destructive material testing device, in particular of a
material testing device operating with ultra sound. This component can be a permanently
integrated device, which is addressed from time to time. This component can furthermore
be a respective sensor and/or a respective actuator, which generates a respective
excitation of the joining partners.
In additional preferred variants of the running gear frame according to the invention it is
provided that at least one of the components interacting in the portion of the joint is at least
partially provided with a coating preventing friction corrosion, in particular with a coating
comprising molybdenum (Mo), in order to guarantee a permanently reliable connection.
As a matter of principle, the running gear frame may be of any design. Thus, it can e.g. be
a running gear frame for a single running gear with only one wheel unit (e.g. a wheel set or
a wheel pair). In a particularly advantageous manner, it can also be used in larger and
thus more complex running gears with multiple wheel units (e.g. wheel sets or wheel
pairs). The frame body therefore preferably comprises a forward section, a center section,
and a rear section, wherein the center section connects the forward section and the rear
section, the forward section is configured to be supported on a leading wheel unit of the
running gear and the rear section is configured to be supported on a trailing wheel unit of
the running gear.
In frame bodies with multiple components the joints between the frame components as a
matter of principle can be disposed at any location and thus can be advantageously
tailored to the available automated casting method. In advantageous variants of the
running gear frame according to the invention it is provided that the frame body comprises
at least two frame components which are connected to one another in the region of at least
one joint, in particular disengageably connected. At least one joint is disposed in the
center section and/or at least one joint is disposed in the region of the forward section
and/or at least one joint is disposed in the region of the rear section.

For example, when a transverse beam is disposed in the center section, the joint can also
extend in the region of the center section. Then the frame body can be assembled from
two identical cast component halves, which of course significantly simplifies fabrication.
In principle the running gear frame can be of any design. In a particularly advantageous
manner the present invention can be used, however, in conjunction with running gear
frames in which the frame body is configured as a frame, which comprises two longitudinal
beams extending in the longitudinal direction of the running gear and at least one
transverse beam extending in the transverse direction of the running gear and connecting
the two longitudinal beams to each other. In particular, the frame body can be configured
as a substantially H shaped frame.
A high level of automation of the production with high process reliability can be achieved
when the frame body is divided into as few different frame components as possible in
which the flow of the molten material in the mold is obstructed by deflections or other
obstacles as little as possible, ft is thus preferably provided that at least one of the
longitudinal beams comprises at least one longitudinal beam section, which is connected,
in particular disengageably connected, in the region of at least one jointwith the at least
one transverse beam or with another longitudinal beam section of the longitudinal beam.
In advantageous variants of the running gear frame according to the invention, the
longitudinal beam is designed in one piece and connected with the at least one transverse
beam in the portion of the joint. The joining direction can thus extend in the direction of the
transverse axis of the running gear, so that a contact or joining plane between the
longitudinal beam and the transverse beam is created, whose surface normal comprises at
least one component in the direction of the transverse axis of the running gear. In other
words, the longitudinal beam can be laterally attached to the transverse beam, this means
in the direction of the transverse axis of the running gear.
It is preferably provided that the joint - additionally or alternatively - at least section wise
substantially extends in a joining plane the surface normal of which comprises at least one
component in the direction of the height axis of the running gear, in particular extends
substantially parallel to the height axis of the running gear. Thus, the transverse beam can
then e.g. be simply placed onto the longitudinal beam from the top. The transverse beam,
thus only has to be secured against a liftoff from the longitudinal beam, which typically only

occurs under extreme operating conditions, or during maintenance due to the typically high
weight of the vehicle components supported on the transverse beam.
In other advantageous variants of the running gear frame according to the invention, the
longitudinal beam comprises two longitudinal beam sections, which are connected to the at
least one transverse beam in the region of one respective joint. Hereby, the comparatively
long longitudinal beam is divided into two shorter longitudinal beam sections, which can be
produced in an automated manner more simply. Preferably, it is provided also here that at
least one of the joints at least section wise extends substantially in one joining plane the
surface normal of which comprises at least one component in the direction of the height
axis of the running gear, and which, in particular, is substantially parallel to the height axis
of the running gear. In other words, the transverse beam can be placed in turn onto the
two longitudinal beam sections from the top. Additionally or alternatively, at least one of
the joints at least section wise can substantially extend in one joining plane the surface
normal of which comprises at least one component in the direction of the transverse axis of
the running gear, and is in particular substantially parallel to the transverse axis of the
running gear. In other words, the two longitudinal beam sections can be laterally applied
to the transverse beam, this means in the direction of the transverse axis of the running
gear.
In other advantageous variants of the running gear frame according to the invention, at
least one of the longitudinal beams comprises a forward longitudinal beam section, a
center longitudinal beam section and a rear longitudinal beam section, wherein the center
longitudinal beam section is connected to the at least one transverse beam. Preferably,
the center longitudinal beam section is then monolithically formed with the at least one
transverse beam, so that the center beam section can be integrated into the transverse
beam without significantly increasing its complexity and thus jeopardizing its automated
producibility. Then, eventually, only the comparatively short forward and rear longitudinal
beam section, respectively, has to be cast separately, which can be simply produced in an
automated manner, and which is then connected to the center longitudinal beam section in
the region of the joint.
The connection between the forward or rear longitudinal beam section and the center
longitudinal beam section can be performed in principle in any manner. Preferably, at
least one of the joints at least section wise extends substantially in a joining plane the
surface normal of which comprises at least one component in the direction of the

longitudinal axis of the running gear and, in particular, is substantially parallel to the
longitudinal axis of the running gear. The forward or rear longitudinal beam section can
then be simply attached to the center longitudinal beam section in the direction of the
longitudinal axis of the running gear from the front or from the rear.
Additionally or alternatively, at least one of the joints at least section wise can extend
substantially in one joining plane the surface normal of which comprises at least one
component in the direction of the transverse axis of the running gear, and, in particular, is
substantially parallel to the transverse axis of the running gear. In other words, the forward
or rear longitudinal beam section can be laterally (i.e. in the direction of the transverse axis
of the running gear) attached to the center longitudinal beam section.
Additionally or alternatively, at least one of the joints at least section wise can extend
substantially in a joining plane the surface normal of which comprises at least one
component in the direction of the height axis of the running gear, and, in particular, is
substantially parallel to the height axis of the running gear. In other words, the forward or
rear longitudinal beam section can be attached to the center longitudinal beam section
from the top or, preferably, from the bottom (i.e. in the direction of the height axis of the
running gear).
In additional advantageous variants of the running gear frame according to the invention it
is provided that a compression element is disposed between the forward longitudinal beam
section or the rear longitudinal beam section, respectively, and the center longitudinal
beam section in the region of least one of the joints. Said compression element can on the
one hand be used advantageously to compensate for fabrication tolerances between the
joining partners in a simple manner. Eventually, it can also be configured to take over the
function of the primary spring system of the running gear.
In further advantageous variants of the running gear frame according to the invention at
least one of the longitudinal beams respectively comprises a downward pointing angulation
between the longitudinal beam ends and the longitudinal beam center, and at least one of
the joints is disposed in the region of the angulation or on the side of the angulation facing
away from the center of the longitudinal beam, and, in particular, is disposed in proximity to
the angulation. Hereby, it is possible to dispose the joint in a portion of a longitudinal
beam in which on the one hand already a cross section of the component is provided,
which is sufficiently large for a stable connection, and where on the other hand still

comparatively small bending moments occur, so that the loads to be borne by the
connection are still comparatively moderate. This provides that the complexity for the joint
still remains within reasonable limits.
In further advantageous variants of the running gear according to the invention at least a
portion of at least one of the longitudinal beams is produced from grey cast iron material.
Preferably these are at least the longitudinal beam ends, thus the forward and rear
longitudinal beam sections, which are made from grey cast iron material. The center
longitudinal beam section and/or the transverse beam may also be made from grey cast
iron material, or they may rather be configured in a conventional manner as a welded
construction and/or as a cast construction made of cast steel.
The present invention furthermore relates to a running gear for a rail vehicle with a running
gear frame according to the invention. Hereby, the variants and advantages described
above can be realized to the same extent, so that the explanations given above are being
referred to. The running gear according to the invention is preferably configured as a
bogie.
The present invention furthermore relates to a method for producing a running gear frame
for a rail vehicle with a frame body, which is configured to be supported on at least one
wheel unit of the running gear. According to the invention it is provided that the frame
body is produced from grey cast iron material. Thus, the variants and advantages
described above can also be realized to the same extent, so that it is only referred to the
descriptions given above in this respect.
In advantageous variants of the method according to the invention the frame body is cast
in a single step. In other advantageous variants of the method according to the invention
the frame body comprises at least two frame components. The at least two frame
components are cast from grey cast iron material as separate components and are then
connected, preferably disengageably connected, to each other in the region of at least one
joint.
As described above, a portion of the frame body according to the invention can be made of
grey cast iron material and a portion of the frame body can be made of steel. In other
advantageous embodiments of the method according to the invention it is thus provided
that the frame body comprises at least two frame components. At least one of the at least

two frame components is then cast from grey cast iron material, while at least one of the at
least two frame components is made from steel. The at least two frame components are
then connected, in particular disengageably connected, to each other in the region of at
least one joint.
Additional preferred embodiments of the invention become apparent from the dependent
claims or from the subsequent description of a preferred embodiment, which refers to the
appended drawing figures, wherein:
Figure 1 shows a schematic perspective illustration of a preferred embodiment of the
running gear frame according to the invention;
Figure 2 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention;
Figure 3 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention;
Figure 4 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention;
Figure 5 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention;
Figure 6 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention;
Figure 7 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention;
Figure 8 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention;
Figure 9 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention;

Figure 10 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention;
Figure 11 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention;
Figure 12 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention; and
Figure 13 shows a schematic perspective illustration of another preferred embodiment
of the running gear frame according to the invention.
First Embodiment
In the following, initially a first preferred embodiment of the running gear frame according
to the invention configured as a bogie frame 101 is described with reference to Figure 1.
Figure 1 illustrates a perspective view of the bogie frame 101, which comprises two
substantially parallel lateral longitudinal beams 102, which are connected by a centrally
disposed transverse beam 103.
Each longitudinal beam 102 comprises a forward longitudinal beam section 102.1, a center
longitudinal beam section 102.2 and a rear longitudinal beam section 102.3. In the region
of the forward longitudinal beam section 102.1 the later bogie is supported via a primary
spring suspension - not shown - on a forward wheel unit, e.g. a forward wheel set - not
shown either. In the region of the rear longitudinal beam section 102.3 the later bogie is
supported via a primary suspension - not shown - on a rear wheel unit, e.g. a rear wheel
set - not shown either.
The bogie frame 101 is produced as a one piece cast part through an automated casting
process from a grey cast iron material. As a grey cast iron material GGG40.3 or GJS-400-
18U LT is used, i.e. a high carbon content globular grey cast iron material, so called
sphaeroidical cast iron material. This material has the advantage that its molten mass,
due to its high carbon content, has a comparatively high flow capability, such that even
with an automated casting method a process reliability can be accomplished which is high
enough for the bogie frames 101 thus produced to comply, to a satisfactory extent under

economic considerations, with the stringent safety requirements which are pertinent to a
bogie frame 101 of a bogie of a rail vehicle,.
Second Embodiment
Figure 2 shows a schematic perspective illustration of another preferred embodiment of
the bogie frame according to the invention, which constitutes a simple variant of the bogie
frame 101. The bogie frame 101 is here divided into two halves in the form of a forward
section 104.1 and a rear section 104.2, which are connected to each other in the region of
a joint 104.3.
The forward section 104.1 and the rear section 104.2 are configured as identical
components from grey cast iron (GGG40.3 or GJS-400-18U LT), which significantly
simplifies their production, since only a single basic shape has to be produced. However,
it is appreciated that also a different geometry for each of the two halves can be provided
in other variants of the invention.
The joint 104.3 extends through the center of the transverse beam 103. Thus, the joint
extends substantially in a joining plane the normal of which extends parallel to the
longitudinal axis (x-axis) of the bogie frame 101. This arrangement of the joining plane has
the advantage that the longest dimension at the respective cast component is limited,
which yields shorter maximum flow paths for the molten material, which simplifies
automated casting and increases its process reliability, respectively.
However it is understood that a different arrangement of the joint of the two halves can be
provided in other variants of the invention. Thus, it can substantially extend in the center
of the transverse beam 103, so that the surface normal of its joining plane extends parallel
to the transverse axis (y-axis) of the bogie frame 101 as indicated by the dashed contour
104.4 in Figure 2. The bogie frame 101 thus comprises a left section 104.1 and a right
section 104.2, which are preferably configured identical.
The connection between the forward/left section 104.1 and the rear/right section 104.2
can be provided in any suitable manner. Thus, any connection with friction locking, form
locking or bonding, or any combination thereof can be selected according to the load
situations to be expected at the bogie. For example, the forward/left section 104.1 and the
rear/right section 104.2 can be clamped together through tension anchors as connection

elements aligned in the direction of the longitudinal axis/transverse axis (x-axis/y-axis) of
the bogie frame 101 and/or they can be connected through one or plural respective bolts
or pins extending in said direction, which are e.g. pressed into suitable recesses or
connected to the respective sections 104.1 and 104.2 in other manners.
Third Embodiment
Figure 3 shows a schematic perspective illustration of another preferred embodiment of
the running gear frame 201 according to the invention, which has the same exterior
geometry as the bogie frame 101. The bogie frame 201 is configured in three
components, wherein the two substantially parallel longitudinal beams 202 and the
connecting centrally disposed transverse beam 203 are configured as separate
components from grey cast iron (GGG40.3 or GJS-400-18U LT).
The transverse beam 203 at its upper side is provided with one respective lateral
protrusion 203.1 each. The respective protrusion 203.1 is inserted from the top, this
means along the height axis (z-axis) of the bogie frame 201, into a respective recess 202.4
of the longitudinal beam 202. The respective longitudinal beam 202 contacts a lateral
contact surface 203.2 of the transverse beam 203 in the direction of the transverse axis (y-
axis) of the bogie frame 201, wherein said contact surface is provided below the protrusion
203.1. In the direction of the longitudinal axis (x-axis) the respective longitudinal beam 202
contacts a forward and a rear contact surface 203, respectively, of the protrusion 203.1 of
the transverse beam 203.
Furthermore, the respective longitudinal beam 202 is connected to the transverse beam
203 through one or more connection elements 205, e.g. tension anchors, operating in the
direction of the transverse axis (y-axis) of the bogie frame 201, said tension anchors
preventing a liftoff or pull off of the transverse beam 203 along the height axis (z-axis) or
along the transverse axis (y-axis), so that a solid connection is assured in all directions. It
is appreciated, however, that the connection between the transverse beam 203 and the
respective longitudinal beam 202 can also be performed in any other suitable manner.
Thus, any connection with friction locking, form locking or bonding, or any suitable
combination thereof can be selected according to the load situations to be expected at the
bogie.

In other words, in the described configuration this yields respective joints with three joining
planes the surface normals of which extend in the direction of all three major axes (x-, y-,
z- axis) of the bogie frame 201. The main loads during operation (weight forces, braking
and acceleration forces) are thus mostly supported directly at contact surfaces of the
longitudinal beams 202 and the transverse beam 203, so that a favorable load transfer
between the longitudinal beams 202 and the transverse beam 203 is accomplished.
The longitudinal beams 202 are configured as identical components made of grey cast iron
(GG640.3 or GJS-400-18U LT), which significantly simplifies their fabrication, since only
one single basic shape needs to be manufactured. The division into separate longitudinal
beams 202 and the transverse beam 203 simplifies automated casting and improves its
process reliability, respectively, since the molten mass only has to flow along substantially
straight flow paths without having to pass through significant deflections.
Fourth Embodiment
Figure 4 illustrates a schematic perspective view of another preferred embodiment of the
running gear frame according to the invention, which constitutes a simple variant of the
bogie frame 201 of Figure 3. The only significant difference to the bogie frame 201 of
Figure 3 is that the respective longitudinal beam 202 is divided into two halves, provided
as a forward longitudinal beam section 202.2 and as a rear longitudinal beam section
202.3, which are connected to each other in the portion of a joint 202.6, so that a five piece
bogie frame 201 is created.
The forward longitudinal beam section 202.1 and the rear longitudinal beam section 202.3
are configured as identical components made of grey cast iron (GGG40.3 or GJS-400-18
LT), which significantly simplifies their production, since only one basic shape has to be
produced. However, it is appreciated that with other variants of the invention also different
respective geometries for the two halves can be provided.
The joint 202.6 centrally extends through the respective longitudinal beam 202. Thus, the
joint 202.6 substantially extends in one joining plane, whose surface orthogonal extends
parallel to the longitudinal axis (x-axis) of the bogie frame 201. This arrangement of the
joint has the advantage that the longest dimension of the respective cast component is
limited, which yields shorter maximum dimensions for the molten mass thereby simplifying
automated casting and improving its process reliability, respectively. However, it is

appreciated that, in other variants of the invention, a different arrangement of the joint of
the two halves can also be provided.
Mostly, in order to support bending moments, the longitudinal beam sections 202.1, 202.3
are connected by one or plural longitudinal bolts 206. The respective longitudinal beam
section 202.1,202.3 is furthermore connected to the transverse beam 203 by one or more
connection elements 205, e.g. tension anchors, operating in the direction of the transverse
axis (y-axis) of the bogie frame 201, wherein said connection elements prevent a liftoff or
pull-off of the transverse beam 203 along the height axis (z-axis), or along the transverse
axis (y-axis), so that a permanent connection is assured in all directions. However, it is
appreciated that the connection between the transverse beam 203 and the respective
longitudinal beam 202 can be established in any other suitable manner. Thus, any
connection with friction locking, form locking or bonding, or any combination thereof can be
selected according to the load situations to be expected at the bogie.
It is furthermore appreciated that, in other variants of the invention, the transverse beam
203 shown in the Figures 3 and 4 does not have to be made of grey cast iron material but
can be configured e.g. in a conventional manner as a welded construction made of sheet
steel material, and/or as a cast construction made of cast steel. On the other hand, the
transverse beam can certainly also be made of grey cast iron material, while the
longitudinal beams are entirely or partially provided as a welded construction made of steel
sheet material and/or as a cast construction made of cast steel material.
Fifth Embodiment
Figure 5 illustrates a schematic perspective view - in partially exploded view - of another
preferred embodiment of the running gear frame 301 according to the invention, which has
the same outer geometry as the bogie frame 101. The bogie frame 301 thus comprises
two substantially parallel lateral longitudinal beams 302 and a centrally disposed
transverse beam 303 connecting them. Each longitudinal beam 302 comprises a forward
longitudinal beam section 302.1, a center longitudinal beam section 302.2, and a rear
longitudinal beam section 302.3.
In the region of the forward longitudinal beam section 302.1, the later bogie is supported
via a primary spring suspension - not shown - on a forward wheel unit, e.g. a forward
wheel set - not shown either. In the region of the rear longitudinal section 302.3, the later

bogie, is supported via a primary spring suspension - not shown - on a rear wheel unit, e.g.
a rear wheel set - not shown either.
The bogie frame 301 is configured in five components in the present example. The
forward longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 are
configured as separate grey cast iron components (GGG40.3 or GJS-400-18U LT) which
are mounted to the center longitudinal beam section 302.2. The transverse beam 303 is
configured as an integral cast component (GGG40.3 or GJS-400-18U LT) together with the
respective center longitudinal beam section 302.2. In other words, the respective center
longitudinal beam section 302.2 is monolithically connected to the transverse beam 303.
However, it is appreciated that, in other variants of the invention, also another, in particular
disengageable, connection between the transverse beam 303 and the longitudinal beam
section 302.2 can be provided. In particular, this connection can be configured in a form
as it has been described in the context of Figure 3 for a monolithic longitudinal beam.
The forward longitudinal beam section 302.1 or the rear longitudinal beam section 302.3
are respectively connected to the center longitudinal beam section 302.2 in the region of a
joint 302.7. The joint 302.7 respectively extends in a joining plane, whose surface normal
extends in the direction of the longitudinal axis (x-axis) of the bogie frame 301. However, it
is appreciated that, in other variants of the invention, also another configuration (e.g.
stepped) and alignment (e.g. inclined relative to the longitudinal axis) can be provided for
the joint.
The joint 302.7 is respectively disposed on the side of a downward pointing angulation
302.8 of the longitudinal beam 302 facing away from the center of the longitudinal beam.
Hereby, the joint is disposed in a portion of the longitudinal beam 302, in which, on the one
hand, a component cross section is already provided which is sufficiently sized for a stable
connection, and where, on the other hand, still comparatively small bending moments
occur, so that the loads to be borne by the joint are still comparatively moderate. It is
hereby achieved that the complexity of the joint remains within limits.
The connection between the forward longitudinal beam section 302.1 or the rear
longitudinal beam section 302.3 and the center longitudinal beam section 302.2 is provided
by a connection element in the form of a pin 307, which is inserted into a respective recess
308 in the center longitudinal beam section 302.2 with a press fit. However, it is

appreciated that the connection can also be performed in any other suitable manner.
Thus, any connection with friction locking, form locking or bonding, or any combination
thereof, can be selected according to the load situations to be expected at the bogie.
The pin 307 and the associated recess 308 respectively have a substantially constant
circular cross section over their length. It is appreciated, however, that in other variants of
the invention, also at least in portions a stepped or conical shape can be provided.
Centering pins 309 secure the longitudinal beam sections 302.1 or 302.3 against a rotation
about the x-axis relative to the center longitudinal beam section 302.2.
The pin 307 and the associated recess 308 are already formed when casting the
respective component. Depending on the precision achievable by the casting method
employed, additional machining of the fit surfaces may not be necessary, so that
particularly simple production is facilitated. However, it is appreciated that it can also be
provided in other methods according to the invention that the pin 307 and the associated
recess 308 are fabricated in their entirety only after casting(e.g. by turning, milling or
drilling, respectively, etc.).
Furthermore, the respective longitudinal beam 302 is connected to the transverse beam
303 through one or more connection elements 305, e.g. tension anchors, which operate in
the direction of the transverse axis (y-axis) of the bogie frame 301 and prevent a liftoff or
pull-off of the transverse beam 303 along the height axis (z-axis) or along the transverse
axis (y-axis), so that a permanent connection is assured in all directions. However, it is
appreciated that the connection between the transverse beam 303 and the respective
longitudinal beam 302 can be established in any other suitable manner. Thus, any
connection with friction locking, form locking or bonding, or any combinations thereof can
be selected according to the load situations to be expected at the bogie.
The forward longitudinal beam sections 302.1 and the rear longitudinal beam sections
302.3 are configured as identical components made of grey cast iron (GGG40.3 or GJS-
400-18U LT), which significantly simplifies their production, since only a single basic shape
has to be produced. The division into separate forward longitudinal beam sections 302.1
and rear longitudinal beam sections 302.3, and the transverse beam 303 with the center
longitudinal beam section 302.2 facilitates automated casting or increases its process
reliability, since the molten material only has to pass through short maximum flow paths.

The components interacting in the region of the joint 302.7 can be coated with a coating
which prevents friction corrosion, in particular with a coating comprising molybdenum (Mo),
in order to provide a higher load bearing capacity of the connection.
Sixth through Ninth Embodiment
Figures 6 through 9 show schematic perspective illustrations of other preferred
embodiments of the running gear frame according to the invention - partially in an
exploded view - which illustrate respective simple variants of the bogie frame 301 of
Figure 5. The only substantial difference relative to the bogie frame 201 in Figure 5 is the
configuration of the respective joint of the forward longitudinal beam section 302.1 and of
the rear longitudinal beam section 302.3 with the center longitudinal beam section 302.2.
In the embodiments of Figure 6 and 7, respectively, a separate connection bolt 310 is
inserted with a press fit into respective recesses 311 in the forward or rear longitudinal
beam section 302.1 or 302.3, respectively, and in the center longitudinal beam section
302.2. However, it is appreciated that the connection can also be performed in any other
suitable manner. Thus, any connection with friction locking, form locking or bonding, or
any combinations thereof can be selected according to the load situations to be expected
at the bogie.
The connection bolt 310 and the associated recesses 311 respectively comprise a cross
section which is substantially constant over their length. However, it is also appreciated
that, at least section wise, a stepped or conical shape can be provided in other variants of
the invention. The cross section of the connection bolt 310 of Figure 6 is substantially
elliptical, while it is substantially rectangular in the embodiment of Figure 7. The respective
cross section of the connection bolt 310 thus differs from a circular shape, so that
centering pins or similar, which secure the longitudinal beam sections 302.1 or 302.3
against rotation (about the x-axis) relative to the center longitudinal beam section 302.2
can be omitted.
The recesses 311 are already formed when casting the respective component. Depending
on the precision which can be achieved by the automated casting method used, a further
machining of their fit surfaces can be omitted, which provides a particularly simple
production. However, it is appreciated that it can also be provided in other variants of the

invention that the recesses 311 are only fabricated to completion after casting (e.g. by
milling etc.).
A particularity of the embodiment according to Figure 6 is provided by a central bore hole
312 of the respective connection bolt 310 in which an ultrasonic head - not shown in
greater detail - of a non-destructive materials testing device is received. Through said
ultrasonic head, a testing of the integrity of the joint between the longitudinal beam section
302.1 or 302.3 and the center longitudinal beam section 302.2 can be performed in
conjunction with a corresponding measurement logic at constant intervals.
In the embodiment of Figure 8, four separate cylindrical connection bolts 313 are
respectively provided, which are inserted with a press fit into respective recesses 314 in
the forward or rear longitudinal beam sections 302.1 or 302.3, respectively, and in the
center longitudinal beam section 302.2. However, it is appreciated that the connection can
also be performed in any other suitable manner. Thus, any connection with friction
locking, form locking or bonding, or any combination thereof can be selected according to
the load situations to be expected at the bogie frame.
In the embodiment of Figure 9, six tension anchors 315 are respectively provided, which
are inserted into respective bore holes 316 in the forward or rear longitudinal beam section
302.1 or 302.3, respectively, and in the center longitudinal beam section 302.2, and by
which the forward or rear longitudinal beam section 302.1 or 302.3, respectively, are
clamped together with the center longitudinal beam section 302.2.
Tenth and Eleventh Embodiment
Figs. 10 and 11 show schematic perspective illustrations of additional preferred
embodiments of the running gear frame according to the invention in a partial exploded
view, which respectively illustrate simple variants of the bogie frame 301 of Figure 5. The
only significant difference relative to the bogie frame 301 of Figure 5 also here is the
configuration of the connection of the forward longitudinal beam section 302.1 and the rear
longitudinal beam section 302.3, respectively, with the center longitudinal beam section
302.2.
In the embodiment of Figure 10, a separate connection bolt 317 is respectively provided,
which is inserted with a slight press fit in transverse direction (y-direction) of the frame

body 301 into respective recesses 318 in the forward or rear longitudinal beam section
302.1 or 302.3, respectively, and into recesses 319 in the center longitudinal beam section
302.2. The recesses 319 are configured in two lateral plates 302.9 of the center
longitudinal beam section 302.2, which protrude in the longitudinal direction (x-direction) of
the frame body 301. However, it is understood that the connection can also be performed
in any suitable manner. Thus, any connection with friction locking, form locking or
bonding, or any combination thereof can be selected according to the load situations to be
expected at the bogie.
The connection bolt 317 is disposed in the lower section of the portion of the respective
longitudinal beam 302, which is under tension stress under static load. Through its
alignment in transverse direction (y-direction) of the frame body 301, it is furthermore
mostly shear-stressed under a static load of the frame body.
The arrangement in the region of the frame body 301 which is shear-stressed under static
load has the advantage that the support of moments in the portion disposed above, which
is compression loaded under static load, can be simply performed by contact surfaces
302.10,302.11 at the forward or rear longitudinal beam sections 302.1 or 302.3,
respectively, and at the center longitudinal beam section 302.2.
Furthermore, due to the high weight of a rail vehicle, there is the advantage that, at least
for a major portion of the dynamic loads to be expected during driving operation, there is
always a certain compression load in the portion compression loaded under static load so
that possibly a permanent preload between the forward or rear longitudinal beam sections
302.1 or 302.3, respectively, and the respective center longitudinal beam section 302.2
can be assumed as a baseline. Thus, the connection can possibly even be performed
without additional connection elements. In the present example, however, a plate 320
bridging the joint 302.7 is provided as a simple liftoff safety in the portion compression
loaded under static load which are mounted by bolts 321 to the forward or rear longitudinal
beam sections 302.1 or 302.3, respectively, and the center longitudinal beam section
302.2, and thus prevent a pivoting of the forward or rear longitudinal beam sections 302.1
or 302.3, respectively, about the connection bolt 317 even in extreme cases.
In the embodiment of Figure 11, three respective separate connection bolts 322 are
inserted with a slight press fit in the transverse direction (y-direction) of the frame body 301
into respective recesses 323 in the forward or rear longitudinal beam sections 302.1 or

302.3, respectively, and recesses 324 in the center longitudinal beam section 302.2. The
recesses 3 are thus configured in the portion of the angulation 302.8 in respective lateral
ears 302.12 of the center longitudinal beam section 302.2, wherein said ears protrude in
vertical direction (z-direction) of the frame body 301. However, it is understood that the
connection can also be established in any other suitable manner. Thus, any connection
with friction locking, form locking or bonding, or any combinations thereof can be selected
according to the load situations to be expected at the bogie.
Through their alignment in the transverse direction (y-direction) of the frame body 301,
also the connection bolts 322 are in turn mostly shear-stressed under static load of the
frame body 301.
The primarily occurring shear-loading of the connection bolt 317 (Figure 10) or of the
connection bott 322 (Figure 11) ultimately yields the advantage that the connection bolt
317 or 322 is mostly loaded in a direction transverse to its joining or assembly direction.
The strength of the connection between the forward or rear longitudinal beam sections
302.1 or 302.3, respectively, and the center longitudinal beam section 302.2 thus becomes
at least mostly independent of the quality of the joining process of the connection bolt 317
or 322, but now only depends on the properties (e.g. shear strength, etc.) of the
connection bolt 317 or 322. Under certain conditions, a simple position safety of the
connection bolt 317 (e.g. through retaining rings, etc.) suffices in order to assure a
permanent and reliable connection of the forward or rear longitudinal beam sections 302.1
or 302.3, respectively, with the center longitudinal beam section 302.2.
The lateral ears 302.9 (Figure 10) or 302.12 (Figure 11) and the recesses 318, 319 (Figure
10) or 323, 324 (Figure 11) are already formed when casting the respective component.
Depending on the precision which can be achieved by the automated casting method
used, possibly, even an additional machining of its fit surfaces can be omitted, so that a
particularly simple production is accomplished. However, it is appreciated that it can also
be provided, in other variants of the invention, that the lateral ears 302.9 (Figure 10) or
302.12 (Figure 11) and recesses 318, 319 (Figure 10) or 323,324 (Figure 11) can be
fabricated to completion only after casting (e.g. by milling, drilling, etc.).
Twelfth Embodiment

Figure 12 illustrates - partially in an exploded view - a schematic perspective view of
another preferred embodiment of the running gear frame according to the invention which
also illustrates a simple variant of the bogie frame 301 of Figure 5. The only significant
difference to the bogie frame 301 of Figure 5 here also lies within the configuration of the
connection of the forward longitudinal beam section 302.1 and the rear longitudinal beam
section 302.3, respectively, with the center longitudinal beam section 302.2.
In the embodiment of Figure 12, respective separate plates 325 and 326 are provided on
the upper side and the lower side of the longitudinal beam 302, which bridge the joint
302.7 and which are mounted to the forward or rear longitudinal beam sections 302.1 or
302.3, respectively, and to the center longitudinal beam section 302.2 by means of a
plurality of bolts 327. However, it is appreciated that the connection can also be performed
in any other suitable manner. Thus, any connection with friction locking, form locking or
bonding, or any combinations thereof can be selected according to the load situations to
be expected at the bogie.
Thirteenth Embodiment
Figure 13 - partially in an exploded view - shows a schematic perspective illustration of
another preferred embodiment of the running gear frame according to the invention which
constitutes a variant of the bogie frame 301 of Figure 10. The significant difference to the
bogie frame 301 of Figure 10 lies within the configuration of the connection of the forward
longitudinal beam section 302.1 and of the rear longitudinal beam section 302.3,
respectively, with the center longitudinal beam section 302.2.
In the embodiment of Figure 13, again, a separate connection bolt 317 is provided which is
inserted with a slight press fit in the transverse direction (y-direction) of the frame body 301
into respective recesses 318 in the forward or rear longitudinal beam sections 302.1 or
302.3, respectively, and into recesses 319 in the center longitudinal beam section 302.2.
The recesses 319 are configured respectively in two lateral ears 302.9 of the center
longitudinal beam section 302.2, which protrude in the longitudinal direction (x-direction) of
the frame body 301. However, it is appreciated that the connection can also be performed
in any other suitable manner. Thus, any connection with friction locking, form locking or
bonding, or any combination thereof can be selected according to the load situations to be
expected at the bogie.

The connection bolt 317 again is disposed in the lower portion of the respective
longitudinal beam 302, which is tension stressed under static load. Due to its alignment in
the transverse direction (y-direction) of the frame body 301, it is thus mostly shear-
stressed under static load of the frame body.
The disposition in the section of the frame body tension stressed under static load yields
the advantage that the support of moments in the portion located above it, which is
compression loaded under static load, can be performed in a simple manner through
contact surfaces 302.10, 302.11 at the forward or rear longitudinal beam sections 302.1 or
302.3, respectively, and the center longitudinal beam section 302.2.
Furthermore, due to the high weight of a rail vehicle, this yields the advantage that,
typically at least for a major portion of the dynamic loads to be expected in driving
operation, a certain compression load always exists in the portion which is compression
loaded under static load so that possibly a permanent preloading between the forward or
rear longitudinal beam sections 302.1 or 302.3, respectively, and the respective center
longitudinal beam section 302.2 is to be anticipated. Thus, the connection can possibly
even be performed without additional connection elements.
The essential difference relative to the embodiment of Figure 10 is characterized in that, at
the joint between the forward or rear longitudinal beam sections 302.1 or 302.3,
respectively, and at the respective center longitudinal beam section 302.2, respective
elastic compression elements 328 are disposed in the upper section of the frame body 301
compression stressed under static load. Said compression element 328 is thus disposed
between the abutting surfaces 302.10, 302.11 at the forward or rear longitudinal beam
sections 302.1 or 302.3, respectively, and the center longitudinal beam section 302.2.
The compression element 328 thus has the advantage that it can compensate fabrication
tolerances between the joining partners, in particular, in the portion of the contact surfaces
302.10 and 302.11 and of the recesses 319, in a simple manner, so that the complexity of
producing the bogie frame 301 is significantly reduced.
It is furthermore possible to configure the compression element 328, so that it has
sufficient spring elastic properties in order to form the primary spring suspension of the
running gear comprising the bogie frame 301. It is thus appreciated that a respective
relative movement between the forward or rear longitudinal beam sections 302.1 or 302.3,

respectively, and the center longitudinal beam section 302.2 has to be possible in this case
during operation of the bogie frame 301.
In the present embodiment, a liftoff safety similar to the plate 320 of Figure 10 is lacking.
However, it is appreciated that a respective liftoff safety can be provided in other variants
of the invention. Said liftoff safety can possibly also be provided by a suitable connection
between the pressure element and the respective longitudinal beam section.
It is furthermore appreciated that, in other variants of the invention, the transverse beam
303 shown in the Figures 5 through 13 can also not be made of a grey cast iron material,
but e.g. in a conventional manner as a welded construction made from steel sheet material
and/or as a cast construction made from cast steel. Similarly, conversely, the transverse
beam can certainly also be made of grey cast iron material while the forward and rear
longitudinal beam sections, respectively, are entirely or partially configured as welded
construction from steel sheet material and/or as cast construction from cast steel material.
The present invention was described above exclusively with reference to embodiments for
bogies with dual axles. However, it is appreciated that the invention can also be used in
conjunction with arbitrary other running gears of different number of axles.

Patent Claims
1. Running gear frame for a running gear of a rail vehicle with a frame body (101; 201 ;
301) which is configured to be supported on at least one wheel unit of said running
gear and which comprises two longitudinal beams (102; 202; 302) extending in a
longitudinal direction of said running gear and at least one transverse beam (103;
203; 303) extending in a transverse direction of said running gear and substantially
rigidly connecting said two longitudinal beams (102; 202; 302) to each other,
characterized in that said frame body (101; 201; 301) is at least partially made of a
grey cast iron material.
2. Running gear frame according to claim 1, characterized in that said frame body
(101; 201; 301) is at least partially made of a globular grey cast iron material, in
particular GGG40.3 or GJS-400-18U LT.
3. Running gear frame according to claim 1 or 2, characterized in that said frame
body (101; 201; 301) comprises at least two frame components (104.1,104.2; 202,
203, 202.1, 202.2, 202.3; 302, 303, 302.1, 302.2, 302.3) which are connected, in
particular disengageably connected, to each other in the region of at least one joint
(104.3; 202.4, 202.6, 203.2, 203.3; 302.7).
4. Running gear frame according to claim 3, characterized in that in the region of said
joint (104.3; 202.4, 202.6, 203.2,203.3; 302.7) at least one connection element
(205,206; 309; 310; 313; 315; 317; 322; 325) is provided, which is connected to
said two frame components (104.1, 104.2; 202, 203, 202.1, 202.2, 202.3; 302, 303,
302.1,302.2,302.3).
5. Running gear frame according to claim 4, characterized in that
said connection element (307) is monolithically configured with one of said
two frame components (302.1, 302.3);
and/or
said connection element (205, 206; 309; 310; 313; 315; 317; 322; 325) is
connected with at least one of said two frame components (104.1,104.2;
202, 203, 202.1, 202.2, 202.3; 302, 303, 302.1, 302.2, 302.3) through a

friction locked connection and/or through a form locked connection and/or
through a bonded connection.
6. Running gear frame according to claim 4 or 5, characterized in that
said joint (104.3; 202.4, 202.6, 203.2, 203.3; 302.7), at least section wise,
extends substantially in one joining plane; and
said connection element (205, 206; 309; 310; 313; 315; 317; 322; 325)
forms at least one protrusion which extends in the direction of the surface
normal of said joining plane into a respective recess (308; 311; 314; 316;
318, 319; 323, 324) in one of said two frame components (104.1, 104.2;
202, 203, 202.1, 202.2, 202.3; 302, 303, 302.1, 302.2, 302.3).
7. Running gear frame according to claim 6, characterized in that said connection
element (205, 206; 309; 310; 313; 315; 317; 322) is configured as a pin or bolt.
8. Running gear frame according to claim 6 or 7, characterized in that said
connection element (205, 206; 309; 310; 313; 315; 317; 322; 325, 326)
has a cross section which, at least section wise, tapers with increasing
distance from said joining plane;
and/or,
at least section wise, has a circular cross section and/or, at least section
wise, has an elliptical cross section, and/or, at least section wise, has a
polygonal cross section.
9. Running gear frame according to one of claims 6 through 8, characterized in that
said connection element (317; 322)
is disposed in said portion of a section of said frame body (101; 201; 301)
which is tension stressed under static load;
and/or
is disposed so that it is shear-stressed through said static load of said frame
body (101; 201; 301).
10. Running gear frame according to one of claims 4 through 9, characterized in that at
least one connection element (205,206; 309; 310; 313; 315; 317; 322; 325, 326) is

configured as an element bridging said joint and connected with both joining
partners, in particular
configured as a tension anchor (315) operating in the direction of said
surface normal of said joining plane;
or
configured as a plate (325, 326) bridging said joint.
11. Running gear frame according to one of claims 4 through 10, characterized in that
said connection element (310) comprises at least one recess (312) for receiving a
component of a non-destructive material testing device, in particular of an
ultrasonic material testing device.
12. Running gear frame according to one of claims 3 through 11, characterized in that
at least one of said components interacting in the region of said joint (104.3; 202.4,
202.6,203.2,203.3; 302.7) is at least partially provided with a coating which
prevents friction corrosion, in particular with a coating comprising molybdenum
(Mo).
13. Running gear frame according to one of the preceding claims, characterized in that
said frame body (101; 201; 301) comprises a forward section, a center
section and a rear section, wherein
said center section connects said forward section and said rear section;
said forward section is configured to be supported on a leading wheel unit
of said running gear; and
said rear section is configured to be supported on a trailing wheel unit of
said running gear.
14. Running gear frame according to claim 13, wherein
the frame body (101; 201; 301) comprises at least two frame components
(104.1, 104.2; 202, 203, 202.1, 202.2, 202.3; 302, 303, 302.1, 302.2,
302.3), which are connected, in particular disengageably connected, to
each other in the region of at least one joint (104.3; 202.4,202.6,203.2,
203.3; 302.7), wherein
at least one joint (104.3) is disposed in the region of said center section
and/or

at least one joint (202.4, 202.6, 203.2, 203.3; 302.7) is disposed in the
region of said forward section;
and/or
at least one joint (202.4, 202 6, 203.2, 203.3; 302.7) is disposed in the
region of said rear section.
15. Running gear frame according to one of claims, characterized in that said frame
body (101; 201; 301) is configured as a, in particular substantially H-shaped, frame,
which comprises two longitudinal beams (102; 202; 302) extending in a longitudinal
direction of said running gear and at least one transverse beam (103; 203; 303)
extending in a transverse direction of said running gear, which connects said two
longitudinal beams (102; 202; 302) to each other.
16. Running gear frame according to claim 15, characterized in that at least one of said
longitudinal beams (102; 202; 302) comprises at least one longitudinal beam
section (202.1, 202.2,202.3; 302.1, 302.2) which is connected, in particular
disengageably connected, in the region of at least one joint (202.4, 202.6, 202.3;
302.7) to said at least one transverse beam (203) or to another longitudinal beam
section (302.2) of said longitudinal beam (302).
17. Running gear frame according to claim 16, characterized in that said longitudinal
beam (202) is configured in one piece and connected in the region of said joint
(202.4, 202.6, 203.2, 203.3) to said at least one transverse beam (203).
18. Running gear frame according to claim 17, characterized in that said joint (202.4),
at least section wise, extends substantially in one joining plane the surface normal
of which comprises at least a component in the direction of the height axis of said
running gear and, in particular is substantially parallel to said height axis of said
running gear.
19. Running gear frame according to claim 16, characterized in that said longitudinal
beam (202) comprises two longitudinal beam sections (202.1, 202.3) which are
connected in the region of said one respective joint (202.4, 202.6, 203.2, 203.3)
with said at least one transverse beam (203)

20. Running gear frame according to claim 19, characterized in that at least one of said
joints (202.4, 202.6, 203.2, 203.3), at least section wise, extends substantially in a
joining plane the surface normal of which
has at least a component in said direction of said height axis of said running
gear, in particular is substantially parallel to said height axis of said running
gear;
and/or
has at least a component in the direction of said transverse axis of said
running gear, in particular is substantially parallel to said transverse axis of
said running gear.
21. Running gear frame according to one of claims 16 through 20, characterized in that
at least one of said longitudinal beams (102; 202; 302) comprises a forward
longitudinal beam section (102.1; 202.1; 302.1), a center longitudinal beam
section (102.2; 202.2; 302.2), and a rear longitudinal beam section (102.3;
202.3; 302.3), wherein
said center longitudinal beam section (102.2; 202.2; 302.2) is connected to
said at least one transverse beam (103; 203; 303), in particular
monolithically formed with said at least one transverse beam (103; 303).
22. Running gear frame according to claim 21, characterized in that said forward
longitudinal beam section (202.1; 302.1) and/or said rear longitudinal beam section
(202.3; 303.3) is connected to said center longitudinal beam section (202.2; 302.2)
in the region of a joint (202.6; 302.7).
23. Running gear frame according to claim 22, characterized in that at least one of said
joints (202.6; 302.7), at least section wise, extends substantially in one joining
plane the surface normal of which
has at least a component in said direction of said longitudinal axis of said
running gear, in particular is substantially parallel to said longitudinal axis of
said running gear,
or
has at least one component in said direction of said transverse axis of said
running gear, in particular is substantially parallel to said transverse axis of
said running gear,
or

has at least one component in said direction of said height axis of said
running gear, in particular is substantially parallel to said vertical axis of said
running gear.
24. Running gear frame according to one of said claims 21 through 23, characterized in
that a compression element (328) is disposed in the region of at least one of said
joints between said forward longitudinal beam section (302.1) and/or said rear
longitudinal beam section (302.3) and said center longitudinal beam section
(302.2).
25 Running gear frame according to one of claims 21 through 24, wherein
at least one of said longitudinal beams (102; 202; 302) comprises a
respective downward angulation (302.8) between said longitudinal beam
ends and said longitudinal beam center; and
at least one of said joints (302.7) is disposed in the region of said angulation
(302.8) or is disposed on the side of said angulation (302.8) facing away
from said center of said longitudinal beam, in particular is disposed in
proximity to said angulation (302.8).
26. Running gear frame according to one ofclaims 15 through 25, characterized in that
at least a portion of at least one of said longitudinal beams (102; 202; 302) is made
of grey cast iron material.
27. Running gear for a rail vehicle with a running gear frame (102; 202; 302) according
to one of the preceding claims.
28. Running gear according to claim 27, which is configured as a bogie.
29. Method for producing a running gear frame for a running gear of a rail vehicle with
a frame body (102; 202; 302), which is configured to be supported at least on one
wheel unit of said running gear and which comprises two longitudinal beams (102;
202; 302) extending in a longitudinal direction of said running gear and at least one
transverse beam (103; 203; 303) extending in a transverse direction of said running
gear and substantially rigidly connecting said two longitudinal beams (102; 202;
302) to each other, characterized in that said frame body (102; 202; 302) is at least
partially made of a grey cast iron material.

30. Method according to claim 29, characterized in that said frame body (102; 202;
302) is cast in a single step.
31. Method according to claim 29, characterized in that
said frame body (102; 202; 302) comprises at least two frame components
(104.1, 104.2; 202, 203, 202.1, 202.2, 202.3; 302, 303, 302.1, 302.2,
302.3);
said at least two frame components (104.1,104.2; 202, 203, 202.1, 202.2,
202.3; 302, 303, 302.1, 302.2, 302.3) are cast from a grey cast iron material
as separate components; and
said at least two frame components (104.1, 104.2; 202, 203, 202.1, 202.2,
202.3; 302, 303, 302.1, 302.2, 302.3) are connected, in particular
disengageably connected, to each other in the region of at least one joint
(104.3; 202.4, 202.6, 203.2, 203.3; 302.7).
32. Method according to claim 29, characterized in that
said frame body (102; 202; 302) comprises at least two frame components
(104.1,104.2; 202, 203, 202.1, 202.2, 202.3; 302, 303, 302.1, 302.2,
302.3);
at least one of said at least two frame components (104.1,104.2; 202, 203,
202.1, 202.2, 202.3; 302, 303, 302.1, 302.2, 302.3) is cast from a grey cast
iron material;
at least one of said at least two frame components (202, 203, 202.1, 202.2,
202.3; 302, 303, 302.1, 302.2, 302.3) is made from steel; and
said at least two frame components (104.1, 104.2; 202, 203, 202.1, 202.2,
202.3; 302, 303, 302.1, 302.2, 302.3) are connected, in particular
disengageably connected, to each other in the region of at least one joint
(104.3; 202.4,202.6, 203.2, 203.3; 302.7).

Running gear frame for a running gear of a rail vehicle with a frame body (101), which is
configured to be supported at least on one wheel unit of the running gear, wherein the frame body (101) is at least partially made of grey cast iron material.