A process for detecting a derailment of a rail vehicle having two or more rail vehicle parts and one or more articulations through which adjacent rail vehicle parts are rotatably connected with one another includes determining an angle of rotation between adjacent rail vehicle parts, and/or a quantity derived from the angle of rotation. The process further includes comparing the angle of rotation or the derived quantity with at least one reference value or threshold, or with at least one reference value range or threshold range. A test criterion indicating whether or not there is a derailment is defined based on the at least one reference value or threshold, and/or an expected relationship of multiple angles of rotation, and/or an expected relationship of the multiple quantities derived from the angles of rotation, relative to one another. The method further includes determining whether or not the test criterion is met.

A ballast arrangement for a rail vehicle includes at least one ballast device. The at least one ballast device has a concrete weight body, at least one built-in metal reinforcement, and at least one securing device built into the weight body. There is also described a method for producing a ballast arrangement according to the invention.

A ballast arrangement for a rail vehicle includes at least one ballast device. The at least one ballast device has a concrete weight body, at least one built-in metal reinforcement, and at least one securing device built into the weight body. There is also described a method for producing a ballast arrangement according to the invention.

A device for force transfer between a chassis frame and a carriage body of a rail vehicle includes a plurality of lemniscate links which are connected to the chassis frame via first joints, a yoke having a middle linking point in which the carriage body can be mounted, wherein the plurality of lemniscate links are connected to the yoke via second joints and form a Z-shaped assembly, where elastically deformable elements are arranged in the in the yoke and the first and second joints, and includes limiting means for receiving impact loads that exceed the operating load so as to limit the maximum deflection of the middle linking point of the yoke in a tractive force direction parallel to a tractive force acting on the chassis frame.

A device for force transfer between a chassis frame and a carriage body of a rail vehicle includes a plurality of lemniscate links which are connected to the chassis frame via first joints, a yoke having a middle linking point in which the carriage body can be mounted, wherein the plurality of lemniscate links are connected to the yoke via second joints and form a Z-shaped assembly, where elastically deformable elements are arranged in the in the yoke and the first and second joints, and includes limiting means for receiving impact loads that exceed the operating load so as to limit the maximum deflection of the middle linking point of the yoke in a tractive force direction parallel to a tractive force acting on the chassis frame.

A running gear for a low floor rail vehicle includes a frame, a single pair of independent left and right wheels, and a single pair of left and right rotation bearings attached to the frame that allow the left and right wheels to independently spin about a left and right spin axis, respectively. The running gear further includes a secondary suspension resting on the frame for supporting a vehicle body of the rail vehicle and lateral stop means fixed to the frame for laterally guiding the vehicle body of the rail vehicle. The lateral stop means includes a left and a right contact face facing a left and a right, respectively, transverse direction parallel to the transverse reference axis. The left and right contact faces are located between the left and right wheels.

A running gear for a low floor rail vehicle includes a frame, a single pair of independent left and right wheels, and a single pair of left and right rotation bearings attached to the frame that allow the left and right wheels to independently spin about a left and right spin axis, respectively. The running gear further includes a secondary suspension resting on the frame for supporting a vehicle body of the rail vehicle and lateral stop means fixed to the frame for laterally guiding the vehicle body of the rail vehicle. The lateral stop means includes a left and a right contact face facing a left and a right, respectively, transverse direction parallel to the transverse reference axis. The left and right contact faces are located between the left and right wheels.

In one aspect of the present disclosure, a side bearing is provided for supporting a body of a rail car. The side bearing includes a base for being mounted to a truck of the rail car, a support configured to contact the body of the rail car and move along a vertical axis relative to the base with movement of the body, and at least one resilient foam member configured to deform with movement of the support. The side bearing further includes at least one friction damping member configured to be urged in a direction transverse to the vertical axis against the base by the support and resist movement of the support relative to the base.

In one aspect of the present disclosure, a side bearing is provided for supporting a body of a rail car. The side bearing includes a base for being mounted to a truck of the rail car, a support configured to contact the body of the rail car and move along a vertical axis relative to the base with movement of the body, and at least one resilient foam member configured to deform with movement of the support. The side bearing further includes at least one friction damping member configured to be urged in a direction transverse to the vertical axis against the base by the support and resist movement of the support relative to the base.

The invention relates to a cross member for articulating a body of a rail vehicle to the bogie thereof; the upper face of the cross member is connected to the body, and a bogie pin-supporting plate comprising a bogie pin is secured to the lower face of the cross member with the aid of fastening means, the bogie pin being movably mounted in a bogie pin receptacle on the bogie in order to transmit pulling and braking forces.