A rail wheel set for a car which can be moved on a rail of a rail system has a bearing housing with a radial suspension for connecting the rail wheel set to the car, and two running wheels which are rotatably mounted on the bearing housing. Each wheel has a respective rail rolling surface, the shape of which is adapted to the contour of a running surface of the rail, and a respective ground rolling surface. The wheels can roll independently of each other on the running surface of the rail or on the ground. The rail wheel set is secured to a chassis of a car for transporting objects on a rail system.

A rail wheel set for a car which can be moved on a rail of a rail system has a bearing housing with a radial suspension for connecting the rail wheel set to the car, and two running wheels which are rotatably mounted on the bearing housing. Each wheel has a respective rail rolling surface, the shape of which is adapted to the contour of a running surface of the rail, and a respective ground rolling surface. The wheels can roll independently of each other on the running surface of the rail or on the ground. The rail wheel set is secured to a chassis of a car for transporting objects on a rail system.

A portal axle as well as a method for manufacturing a portal axle for a rail vehicle, which has an axle centre part extending along a longitudinal axis and two kingpins one of which sits on a first end section of the axle centre part and a second on a second end section of the axle centre part formed opposite to the first end section. The kingpins are oriented away from the axle centre part and form an axis of rotation in use for a rail wheel rotatably mounted on the respective kingpin. The portal axle has optimised usage properties with minimised weight. This is achieved by a longitudinal opening extending in the longitudinal direction of the portal axle being formed in at least one of the mould components. The invention further provides a method for manufacturing an axle of this type.

A railway vehicle includes two adjacent carriages (6), each including a carriage body (8), each carriage (6) including a lower floor (54) and an upper floor (56), positioned above each other so as to define a lower level (58) and an upper level (60), the bodies (8) being supported by a common bogie (1) and being articulated with each other through an articulation device (2). The carriages (6) are connected to each other through an interconnection passage (62), the passage (62) extending substantially at right angles to the articulation device (2) and including a lower floor connecting the lower floors (54) of both carriages (6) and an upper floor connecting the upper floors (56) of both carriages.

An urban rail transit vehicle includes a vehicle body, a plurality of driving rubber wheels and guiding steel wheels are installed on the bottom of the vehicle body; the plurality of driving rubber wheels are arranged along the length of the vehicle body, the plurality of guiding steel wheels are arranged along the length of the vehicle body; the vehicle body is provided with a first driving device for driving the guiding steel wheels to move up and down along the height of the vehicle body. In the urban rail transit vehicle provided by the present invention, guiding steel wheels capable of moving up and down are arranged on the vehicle body, realizing running on a railway line or an automobile transport road surface line, diversifying applications of vehicle and reducing construction cost.

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

A double-jointed coupling includes a carrier ring with an internal tooth arrangement, a hollow pinion shaft connected to the internal tooth arrangement of the carrier ring, and an intermediate shaft with a coupling tooth arrangement for engagement in the internal tooth arrangement. The coupling tooth arrangement is constructed on the intermediate shaft such as to enable passage of the intermediate shaft through the hollow pinion shaft for passage through the hollow pinion shaft. A thrust ring is arranged on the intermediate shaft in a region of the coupling tooth arrangement and constructed for passage through the hollow pinion shaft.

A double-jointed coupling includes a carrier ring with an internal tooth arrangement, a hollow pinion shaft connected to the internal tooth arrangement of the carrier ring, and an intermediate shaft with a coupling tooth arrangement for engagement in the internal tooth arrangement. The coupling tooth arrangement is constructed on the intermediate shaft such as to enable passage of the intermediate shaft through the hollow pinion shaft for passage through the hollow pinion shaft. A thrust ring is arranged on the intermediate shaft in a region of the coupling tooth arrangement and constructed for passage through the hollow pinion shaft.

A wheel arrangement for a rail vehicle, such as a light rail vehicle, can include a wheel unit and an axle unit. The axle unit can be connected to a running gear structure of the rail vehicle. The axle unit can rotatably support the wheel unit. The axle unit can have a wheel bearing unit that forms a bearing for the wheel unit and defines a wheel axis of rotation of the wheel unit during operation of the rail vehicle. The axle unit can also have a wheel support unit and a primary suspension unit. The primary suspension unit can be located kinematically in series between the wheel support unit and the wheel bearing unit such that the wheel support unit supports the wheel bearing unit via the primary suspension unit in a manner resilient in at least two mutually transverse translational degrees of freedom.

A wheel arrangement for a rail vehicle, such as a light rail vehicle, can include a wheel unit and an axle unit. The axle unit can be connected to a running gear structure of the rail vehicle. The axle unit can rotatably support the wheel unit. The axle unit can have a wheel bearing unit that forms a bearing for the wheel unit and defines a wheel axis of rotation of the wheel unit during operation of the rail vehicle. The axle unit can also have a wheel support unit and a primary suspension unit. The primary suspension unit can be located kinematically in series between the wheel support unit and the wheel bearing unit such that the wheel support unit supports the wheel bearing unit via the primary suspension unit in a manner resilient in at least two mutually transverse translational degrees of freedom.