Chassis for railway vehicle and railway vehicle

Abstract

The utility model relates to a chassis for a railway vehicle, which is provided with a bearing structure (1), the bearing structure is provided with at least a first longitudinal bearing part (2), a second longitudinal bearing part (3) and at least a first transverse bearing part (4), and at least a first wheel (8) and a second wheel (9) are rotatably connected with the bearing structure. The chassis has at least a first motor (14) and at least a first transmission (16) coupled to the at least first motor (14), the first motor and the first transmission being coupled at least to the first wheel (8) for transmitting torque. According to the invention, at least a first motor (14) is inserted into a first opening (18) of the first longitudinal carrier (2), and a movable wheel pair is formed by the first wheel (8) and the second wheel (9). As a result, it is possible to increase the available structural space budget.

Description

Technical Field

[0001] This utility model relates to a chassis for a rail vehicle, the chassis having a load-bearing structure having at least a first longitudinal load-bearing member and a second longitudinal load-bearing member and at least a first transverse load-bearing member, and at least a first wheel and a second wheel being rotatably connected to the load-bearing structure, and the chassis having at least a first motor and at least a first transmission mechanism coupled to the at least first motor, the first motor and the first transmission mechanism being coupled to at least the first wheel to transmit torque. Background Technology

[0002] Chassis for rail vehicles typically have limited structural space for chassis components due to confined space constraints. For example, in the case of low-floor vehicles, where the vehicle bottom is lowered between the wheels, it may be necessary to arrange chassis components such as motors, transmissions, couplings, and brakes in the external area of ​​the chassis. However, viewed from the chassis or rail vehicle, these chassis components are not allowed to extend excessively outward laterally.

[0003] Prior art, such as WO 2017 / 093094 A1, discloses a chassis for a rail vehicle. The chassis has a chassis frame and wheel sets. The chassis frame includes two longitudinal load-bearing members oriented along the longitudinal direction of the chassis and transverse load-bearing members arranged between the longitudinal load-bearing members and connected to them, oriented along the transverse direction of the chassis. At least one drive unit is integrated in the transverse load-bearing member, which is coupled to the wheel sets via a force transmission device arranged between the longitudinal load-bearing members.

[0004] In addition, WO 2020 / 192860 A1 shows a chassis with a primary spring assembly for low-floor rail vehicles, the primary spring assembly including at least four torsion bars.

[0005] Furthermore, EP 3 854 655 A1 describes a chassis for a rail vehicle with four rotatable wheels, which are rotatably coupled to the chassis frame. Each of these four rotatable wheels is equipped with a motor, a transmission mechanism, and a braking device, which are arranged outside the area defined by the four rotatable wheels. A total of four motors, four transmission mechanisms, and four braking devices are arranged. A disadvantage of the aforementioned scheme, in its known form, is that the motors consume a not insignificant amount of structural space along the sides of the chassis.

[0006] Furthermore, EP 3 310 636 B1 discloses a swivel frame for a high-floor rail vehicle with wheelsets, wherein the wheels are coupled to each other via wheel axles. A laterally oriented drive motor is mechanically integrated into the longitudinal support of the swivel frame, that is, supported in a recess in the longitudinal support, and coupled to the wheelsets via a spur gear transmission mechanism supported on the outside of the swivel frame. Utility Model Content

[0007] The purpose of this invention is to propose a chassis that is particularly compact in the lateral direction of the chassis, which is an improvement over the prior art, and has a central area located between the first wheel and the second wheel that can be utilized as well as possible.

[0008] According to this invention, this objective is achieved using a chassis according to this invention, wherein at least a first motor is inserted into a first opening in a first longitudinal support member, wherein a movable wheelset is formed by a first wheel and a second wheel.

[0009] The first opening can be constructed, for example, through, that is, through the first longitudinal support member and completely surrounded by the first longitudinal support member on its side. The first opening can be implemented as a cylindrical through hole, or as a through hole with an elliptical cross-section or a rectangular cross-section with rounded corners, etc. A gap can be constructed between the first motor and the first longitudinal support member in the first opening. Because the first motor is inserted into the first opening, the first motor will not, or will not, violently load the available structural space budget in the area between the first and second longitudinal support members and in the area outside the chassis. Therefore, if the chassis is used, for example, in a low-floor rail vehicle, it is feasible, for example, to design a larger passenger aisle width in the car body of the low-floor rail vehicle, which extends downward to the area between the first and second longitudinal support members, thereby improving passenger comfort. This is particularly advantageous if the cross-section of the car body should be implemented with a small width. Furthermore, considering the feasible use of the chassis in low-floor rail vehicles, it is conceivable that, for example, a platform for seats in the carriage (typically implemented as a wheel well in which the drive components of the low-floor rail vehicle can be housed) could be designed with an appropriate structural height, since the first motor can be avoided from being positioned above the load-bearing structure in the chassis according to the present invention. Instead of wheelsets with wheels connected to each other via wheel axles, the chassis according to the present invention has movable wheelsets including single wheels, thus making the chassis according to the present invention particularly suitable for use in low-floor rail vehicles.

[0010] Another advantageous design of the chassis according to this utility model includes: the first opening is staggered along the longitudinal axis of the chassis from the contact area where the first longitudinal support member and the at least first transverse support member are connected to each other; the at least first transmission mechanism is arranged as a spur gear transmission mechanism on the outside of the chassis; a universal joint coupled to the at least first transmission mechanism is guided through a central through cavity of the first wheel, wherein the at least first transmission mechanism is arranged in the region of the first end side of the first wheel, and the universal joint is coupled to the first wheel in the region of the second end side of the first wheel; the at least first transmission mechanism is coupled to the first wheel by means of a first coupling via at least a first coupling and by means of a second coupling via the universal joint; a wheel bearing is arranged in the cavity and connected to the first wheel, wherein the first wheel is coupled to the load-bearing structure via the wheel bearing; the at least first transmission mechanism is connected to the load-bearing structure via a transmission mechanism support, wherein the at least first motor is carried by means of the at least first transmission mechanism; the at least first transmission mechanism is supported on... The first wheel is connected to the axle and to the load-bearing structure via a torque support member, wherein the at least first motor is supported by the at least first transmission mechanism; on the side of the at least first motor opposite to the at least first transmission mechanism, a first brake disc is connected to the motor shaft of the at least first motor; the longitudinal axis of the motor is oriented parallel to or approximately parallel to the transverse axis of the chassis; the structural components of the chassis include at least an open first profile; a free chassis area is formed between the first wheel and the second wheel, the free chassis area being used for a lowered vehicle bottom for low-floor rail vehicles; the first wheel and the second wheel are arranged in the area between the first longitudinal support member and the second longitudinal support member; a spring device is connected to the load-bearing structure, wherein the first wheel and the second wheel are connected to the load-bearing structure via an axle and a primary spring assembly of the spring device, and a secondary spring assembly of the spring device is connected to the load-bearing structure on the outside of the chassis; the at least first transmission mechanism is coupled to the first wheel via a first coupling through the universal joint and a second coupling through the universal joint and the at least first transmission mechanism.

[0011] Advantageously, for example, the first opening is offset from the contact area where the first longitudinal support member and at least the first transverse support member are connected to each other, along the longitudinal axis of the chassis. This frees up structural space in the area of ​​the first transverse support member, allowing it to be used, for example, for arranging a secondary spring. If a secondary spring is used, it can have a large spring base, thereby eliminating, for example, the need for a chassis sway support member. Furthermore, because the first opening is offset from the contact area, the contact area is protected from excessive loads caused by the first motor.

[0012] A preferred solution is obtained if at least the first transmission mechanism is arranged as a spur gear transmission mechanism on the outside of the chassis. This avoids excessively increasing, for example, the size of the first transmission mechanism, because the spur gear transmission mechanism can be implemented in a narrower form, for example, narrower than the bevel gear transmission mechanism.

[0013] It is also advantageous that the universal joint, coupled to at least the first transmission mechanism, is guided through a central through-cavity of the first wheel, wherein at least the first transmission mechanism is arranged in the region of the first end side of the first wheel, and the universal joint is coupled to the first wheel in the region of the second end side of the first wheel. This achieves a compact coupling between the first transmission mechanism and the first wheel, and enables a reduction in the unsprung mass of the chassis. This simplifies the implementation of a chassis with an external support, that is, simplifies the arrangement of the first and second wheels in the region between the first and second longitudinal support members. Furthermore, it avoids, for example, the requirement that the transmission shaft originate from the first end side of the first wheel, be guided past the first wheel, and be coupled to the first wheel in the region of the second end side of the first wheel, for example, by means of another transmission mechanism.

[0014] If at least the first transmission mechanism is coupled to the first wheel via at least a first connector, preferably via a universal joint, and via a second connector via a universal joint, then it is possible to effectively compensate for concentricity errors and relative motion between the first transmission mechanism and the first wheel.

[0015] If the wheel bearing is arranged in a cavity and connected to the first wheel, static torque caused by wheel support forces that could lead to severe loads on the wheel bearing assembly can be avoided, wherein the first wheel is coupled to the load-bearing structure via the wheel bearing.

[0016] An advantageous solution is achieved if at least the first transmission mechanism is connected to the load-bearing structure via a transmission mechanism support, wherein at least the first motor is supported by at least the first transmission mechanism. The transmission mechanism support can be implemented, for example, as a three-point support. The three-point support can be implemented, for example, by three elastic bearings. This avoids drastically restricting the deformability of the load-bearing structure via the first transmission mechanism. The first motor is not supported in the first opening of the first longitudinal load-bearing member, that is, it is not mechanically integrated into the first longitudinal load-bearing member. This avoids severe direct mechanical loads on the first longitudinal load-bearing member caused by the first motor in the area of ​​the first opening.

[0017] However, it is also advantageous in terms of the appropriate load on the load-bearing structure that at least the first transmission mechanism is supported at the axle connected to the first wheel and connected to the load-bearing structure via a torque support, wherein at least the first motor is supported by at least the first transmission mechanism. The axle connected to the first wheel is not connected to the second wheel here.

[0018] If the first brake disc is connected to the motor shaft of at least the first motor on the side opposite to at least the first transmission mechanism, a structural space advantage is achieved for the chassis with a chassis braking system. This results in a space-saving distribution of chassis components within the available structural space. An advantageous solution is obtained if the longitudinal axis of the motor is oriented parallel to or approximately parallel to the transverse axis of the chassis. If, for example, the axle of the first wheel is parallel to the longitudinal axis of the motor shaft or not excessively torsional relative to the longitudinal axis of the motor shaft, this measure eliminates the need for a costly transmission mechanism (e.g., a bevel gear transmission mechanism) between the first motor and the first wheel.

[0019] If the structural components of the chassis include at least an open first profile, a torsionally soft chassis with reliable and low-wear driving characteristics can be achieved.

[0020] To facilitate barrier-free short- or long-distance transportation, a free chassis area is formed between the first and second wheels, which serves as a lower vehicle floor for low-floor rail vehicles.

[0021] If the first wheel and the second wheel are arranged in the area between the first longitudinal support member and the second longitudinal support member, a compact chassis with an outer support is obtained.

[0022] If the spring device is connected to the load-bearing structure, a high level of driving safety and driving comfort can be achieved using the chassis. The first and second wheels are connected to the load-bearing structure via the axle and the primary spring assembly of the spring device, and the secondary spring assembly of the spring device is connected to the load-bearing structure on the outside of the chassis.

[0023] The application areas of the chassis according to this invention are promising in terms of efficient and full utilization of available structural space budget, and are being explored by using rail vehicles having at least one chassis according to this invention.

[0024] The present invention will now be explained in more detail with reference to the embodiments. Attached Figure Description

[0025] For example:

[0026] Figure 1 The diagram shows a perspective view of an exemplary first embodiment of a chassis for a rail vehicle according to the present invention, the chassis having a load-bearing device, four wheels, four motors, and four transmission mechanisms, wherein each of the four wheels is equipped with a motor and a transmission mechanism, and wherein the motor is inserted into an opening in a longitudinal load-bearing member of the load-bearing structure.

[0027] Figure 2 A perspective view is shown of an exemplary embodiment of a load-bearing structure for a chassis according to the present invention, wherein the longitudinal load-bearing member of the load-bearing structure has an opening for the chassis motor.

[0028] Figure 3 The diagram shows a partial side view of an exemplary embodiment of a rail vehicle according to the present invention, which has an exemplary second embodiment of a chassis according to the present invention, the chassis having a first transmission mechanism configured as a two-stage spur gear transmission mechanism on its outer side.

[0029] Figure 4 The diagram shows a cutaway plan view of an exemplary third embodiment of a chassis according to the present invention, the chassis having a first transmission mechanism configured as a two-stage spur gear transmission mechanism, wherein, at the side of the chassis's first motor (which is inserted into a first opening in a first longitudinal support member of the chassis's load-bearing structure) opposite to the first transmission mechanism, the chassis's first brake disc is connected to the motor shaft of the first motor, and

[0030] Figure 5 The cross-sectional view shows a sectional view of a portion of an exemplary fourth embodiment of the chassis according to the present invention, wherein the first wheel of the chassis has a central and through cavity in which the wheel bearing of the chassis is arranged, and the universal joint of the chassis is guided through the cavity, and the first drive mechanism of the chassis and the first wheel are coupled to each other via the universal joint. Detailed Implementation

[0031] Figure 1A perspective view of an exemplary first embodiment of the chassis according to the present invention is shown, the chassis being constructed as a low-floor rail vehicle for trams. The chassis has a load-bearing structure 1 constructed as a chassis frame, the load-bearing structure including a first longitudinal load-bearing member 2, a second longitudinal load-bearing member 3, a first transverse load-bearing member 4, and a second transverse load-bearing member 5. The first longitudinal load-bearing member 2 and the second longitudinal load-bearing member 3 are arranged extending along the longitudinal axis 6 of the chassis, and the first transverse load-bearing member 4 and the second transverse load-bearing member 5 are arranged extending along the transverse axis 7 of the chassis.

[0032] The chassis also includes a first wheel 8 and a second wheel 9, as well as two additional wheels. The first and second wheels form a first movable wheelset, and the two additional wheels form a second movable wheelset. The first wheel 8, the second wheel 9, and the two additional wheels are single wheels. There is no connection between the first wheel 8 and the second wheel 9, or between the two additional wheels, via a wheel axle. The first and second movable wheelsets are not wheelsets with wheel axles. A free chassis area is formed between the first wheel 8 and the second wheel 9, and between the two additional wheels, for lowering the vehicle bottom of low-floor rail vehicles.

[0033] The first wheel 8 and the second wheel 9 are arranged in the region between the first longitudinal support member 2 and the second longitudinal support member 3. The chassis therefore has an outer support portion. The first wheel 8 and the second wheel 9 are rotatably supported in an axle 10, which is approximately O-shaped. The axle 10 is connected to the first longitudinal support member 2 and the second longitudinal support member 3 via a primary spring assembly of a spring device of the chassis, which includes a first primary spring 11 and additional primary springs. The second movable wheelset is implemented structurally, technically, and functionally identical to the first movable wheelset and is coupled to the support structure 1. The spring device further includes a secondary spring assembly having a first primary spring 12 and a second primary spring 13, which are connected to the support structure 1 in the region outside the chassis, at the first end of the first lateral support member 4 and the second end of the second lateral support member 5, and at the second end of the first lateral support member 4 and the second lateral support member 5. Furthermore, the chassis includes a buffer device.

[0034] The chassis also includes a first motor 14, a second motor 15, and two additional motors, as well as a first transmission mechanism 16 with a first transmission mechanism housing, a second transmission mechanism 17 with a second transmission mechanism housing, and two additional transmission mechanisms with two additional transmission mechanism housings. The first motor 14 is configured as an electric motor and is inserted into the first longitudinal support member 2, as exemplarily... Figure 2In the first opening 18 shown, the longitudinal axis 20 of the motor is oriented parallel to the transverse axis 7 of the chassis. A small gap is provided between the first motor 14 and the first longitudinal support member 2 in the first opening 18.

[0035] The first transmission mechanism 16 is constructed as a two-stage spur gear transmission mechanism and is connected to the first longitudinal support member 2 via a transmission mechanism support member constructed as a flexible three-point support at the outer side of the chassis through the first transmission mechanism housing. The first longitudinal support member 2 is arranged between the first transmission mechanism 16 and the first wheel 8. The first motor 14 has a motor housing, through which it is connected to the first transmission mechanism housing of the first transmission mechanism 16, thereby preventing the first motor 14 from shifting in the first opening 18. The first motor 14 is connected to the first longitudinal support member 2 only through the first transmission mechanism 16, that is, the first motor does not have its own motor bearing. The first motor 14 is therefore supported by the first transmission mechanism 16 and is therefore not mechanically integrated into the first longitudinal support member 2, that is, it is not supported in the first opening 18.

[0036] However, according to this invention, it can also be conceived that, for example, the first transmission mechanism 16 is supported at the axle connected to the first wheel 8 and connected to the load-bearing structure 1 via a torque support member, wherein the first motor 14 is supported by means of the first transmission mechanism 16. However, the axle connected to the first wheel 8 is not connected to the second wheel 9 here.

[0037] The first transmission mechanism 16 is coupled to the first wheel 8, thereby the first motor 14 is coupled to the first wheel 8 through the first transmission mechanism 16 to transmit torque.

[0038] The second motor 15 is also constructed as an electric motor and is inserted into the second longitudinal support 3, as exemplarily shown. Figure 2 In the second opening 19 shown, the second motor 15 is coupled to the second wheel 9 to transmit torque via a second transmission mechanism 17 configured as a two-stage spur gear transmission mechanism. The second motor 15 and the second transmission mechanism 17 correspond structurally, technically, and functionally to the first motor 14 and the first transmission mechanism 16. A second longitudinal support member 3 is arranged between the second transmission mechanism 17 and the second wheel 9.

[0039] Two additional motors are inserted into two additional openings in the first longitudinal support member 2 and the second longitudinal support member 3. The two additional motors are coupled to two additional wheels via two additional transmission mechanisms to transmit torque. The two additional motors and two additional transmission mechanisms correspond structurally, technically, and functionally to the first motor 14 and the second motor 15, as well as the first transmission mechanism 16 and the second transmission mechanism 17.

[0040] Unlike the chassis according to this invention, where the wheels are connected to each other via wheel axles, the chassis according to this invention uses a first movable wheelset and a second movable wheelset to combine a first motor 14, a second motor 15, and two additional motors in their... Figure 1 The implementation scheme and arrangement shown, as well as the resulting small structural height, enable the chassis according to this utility model to be used in low-floor rail vehicles.

[0041] On the side of the first motor 14 opposite to the first transmission mechanism 16, a first brake disc 21, configured as an integral brake disc, is exemplarily located on the side of the first motor 14 opposite to the first transmission mechanism 16. Figure 3 and Figure 4 The motor shaft 23 shown is connected. The first longitudinal support member 2 is arranged between the first transmission mechanism 16 and the first brake disc 21. The first brake disc 21 is arranged in the area between the first longitudinal support member 2 and the second longitudinal support member 3.

[0042] The second brake disc 22 is connected to the second motor 15. The other brake discs are each connected to one of the two additional motors. Thus, a total of two additional brake discs are connected to two additional motors. The second brake disc 22 and the two additional brake discs correspond to the first brake disc 21 in terms of structure, connection technology, and function.

[0043] exist Figure 2 The diagram illustrates how to use, as exemplarily, in Figure 1 The diagram shows a perspective view of an exemplary embodiment of the load-bearing structure 1 of the chassis according to the present invention. The load-bearing structure 1 is constructed as a chassis frame and includes a first longitudinal load-bearing member 2, a second longitudinal load-bearing member 3, a first transverse load-bearing member 4, and a second transverse load-bearing member 5. The first longitudinal load-bearing member 2 and the second longitudinal load-bearing member 3 are arranged along, as exemplarily, in... Figure 1 The chassis longitudinal axis 6 shown is arranged extending in the direction of the first transverse support 4 and the second transverse support 5, as exemplarily shown, along the longitudinal axis 6. Figure 1 The chassis shown is arranged in a direction extending from the transverse axis 7.

[0044] The first longitudinal support member 2 has a columnar first opening 18, which is configured to penetrate the first longitudinal support member 2. As exemplarily in... Figure 1 The first motor 14 shown can be arranged in the first opening 18, wherein the longitudinal axis 24 of the first opening 18 is parallel to the first motor 14, as exemplarily in... Figure 1 The motor longitudinal axis 20 shown is oriented parallel to the chassis transverse axis 7. The second longitudinal support member 3 has a columnar second opening 19, as exemplarily in... Figure 1The second motor 15 shown can be arranged in the second opening. The first longitudinal support member 2 and the second longitudinal support member 3 also have two additional openings into which two additional motors can be arranged. The second opening 19 and the two additional openings correspond to the first opening 18 in terms of structure and geometry.

[0045] The first opening 18, the second opening 19, and two additional openings are staggered along the longitudinal axis 6 of the chassis and adjacent to the contact area where the first longitudinal support member 2 and the second longitudinal support member 3 connect with the first transverse support member 4 and the second transverse support member 5. The first opening 18, the second opening 19, and the two additional openings thus define the first transverse support member 4 and the second transverse support member 5 arranged in the middle section of the load-bearing structure 1.

[0046] The first longitudinal bearing member 2 has a first bearing sleeve 25, a second bearing sleeve 26, and a third bearing sleeve 27, for bearing as exemplarily in Figure 1 The first transmission mechanism 16 shown has a three-point supported elastic bearing that can be connected to these bearing sleeves. The first longitudinal support member 2 and the second longitudinal support member 3 also include nine additional bearing sleeves for connection. Figure 1 The second transmission mechanism 17 and two other transmission mechanisms are described.

[0047] As exemplarily, it also combines Figure 1 The primary spring assembly of the described spring device is connected to the first longitudinal support member 2 and the second longitudinal support member 3, wherein the primary spring assembly includes a first primary spring 11 and seven additional primary springs.

[0048] Figure 3 A partial side view of an exemplary embodiment of a rail vehicle according to the present invention is disclosed, the rail vehicle having an exemplary second embodiment of a chassis according to the present invention. Figure 3 The image shows a side view of the rail vehicle. The rail vehicle is implemented as a low-floor tram, wherein the car 28 is supported on the chassis by a secondary spring assembly of the chassis's spring system. The chassis also has a buffer device through which the car and the chassis are coupled to each other.

[0049] A primary spring 12, constructed as a metal helical spring, is arranged in the middle section of the chassis's load-bearing structure 1 between the carriage 28 and the chassis. The load-bearing structure 1 has a first longitudinal load-bearing member 2, which is connected by a first primary spring 11 of the primary spring assembly of the chassis's spring device. Figure 3 An additional primary spring, not visible in the center, is coupled to the chassis axle 10. The first primary spring 11 and the additional primary spring are constructed as rubber-metal springs. As exemplarily in… Figure 1 The first wheel 8 and the second wheel 9 (forming a movable wheelset) shown are rotatably connected to the axle 10.

[0050] The first motor 14 of the chassis is inserted into the cylindrical first opening 18 of the first longitudinal support member 2. The longitudinal axis 20 of the first motor 14 and the longitudinal axis 24 of the opening 18 are aligned. Figure 3 The diagram is shown in projection. A first transmission mechanism 16, constructed as a two-stage spur gear transmission, is coupled to a first motor 14. Gear 29 of the first transmission mechanism 16 is coupled to the pinion of the motor shaft 23 of the first motor 14, and a meshing transmission gear 30 of the first transmission mechanism 16 is coupled to gear 29. The longitudinal axes of gear 29 and the transmission gear 30 are oriented parallel to the longitudinal axis 20 of the motor. The first transmission mechanism 16 is connected via… Figure 3 The first transmission housing, not shown, is connected by means of... Figure 1 and Figure 2 The exemplarily described elastic three-point support is connected to the first longitudinal support member 2. Thus, the first motor 14 is immovably arranged in the first opening 18, and the first motor is connected to the first transmission mechanism housing via a motor housing that does not have its own motor bearing. The first motor 14 and the first transmission mechanism 16 are arranged in a side section of the support structure 1 adjacent to the middle section of the support structure 1.

[0051] As exemplarily in Figure 5 The universal joint 31 shown, whose longitudinal axis is parallel to the longitudinal axis 20 of the motor, is connected to the large gear 30 of the transmission mechanism. The universal joint 31 guides the first wheel 8, as exemplarily described, through the chassis in the region between the first primary spring 11 and another primary spring, below the first longitudinal support member 2. Figure 5 The cavity 32 shown is coupled to the first wheel 8 on the side of the first wheel 8 away from the first longitudinal support member 2.

[0052] The chassis has a magnetic rail brake 33, which is connected to the axle 10 in the middle section of the load-bearing structure 1. The longitudinal synchronization of the magnetic rail brake 33 is achieved through the load-bearing structure 1. Forces from the magnetic rail brake 33 are introduced into the load-bearing structure 1.

[0053] Figure 4 A plan view of a cutaway portion of an exemplary third embodiment of the chassis according to the present invention is shown. This exemplary third embodiment corresponds to the chassis according to the present invention as follows: Figure 3 The exemplary second implementation variant is shown. Therefore, in Figure 4 Partial use and Figure 3 The same reference numerals are used in the accompanying drawings.

[0054] The first motor 14 is inserted into the first opening 18 of the first longitudinal support member 2 of the chassis support structure 1, and the first motor is located on both sides from, as exemplarily, in... Figure 3 The first opening 18, visible in the center, protrudes. The first transmission mechanism 16, constructed as a two-stage spur gear transmission, is coupled to the motor shaft 23 of the first motor 14 at the outer side of the chassis. As exemplarily in… Figure 5 The universal joint 31 shown is coupled to the large gear 30 of the transmission mechanism 16 of the first transmission mechanism 16. The universal joint 31 guides the first wheel 8, which passes through the chassis, as exemplarily, below the first longitudinal support member 2. Figure 5 The cavity 32 shown is coupled to the first wheel 8 on the side of the first wheel 8 away from the first longitudinal support member 2.

[0055] On the side of the first motor 14 opposite to the first transmission mechanism 16, a first brake disc 21, which is implemented as an integral brake disc, is connected to the motor shaft 23. A first longitudinal support member 2 is arranged between the first brake disc 21 and, on one side, the first wheel 8 and, on the other side, the first transmission mechanism 16.

[0056] exist Figure 5 The sectional view disclosed in the figure shows a side view of a cut portion of an exemplary fourth embodiment of the chassis according to the present invention. Figure 5 The view shown is from the front to the chassis. The chassis is implemented as a chassis for low-floor rail vehicles.

[0057] The chassis includes a first wheel 8, which is constructed as a flanged rail vehicle wheel and is rotatably connected to a hollow conical section of the chassis axle 10 via a wheel bearing 34.

[0058] The chassis also has a first longitudinal support member 2 of the load-bearing structure 1, to which a first transmission mechanism 16 is connected. The first transmission mechanism 16 is connected, as exemplarily, in… Figure 4 The first motor 14 shown is coupled to transmit torque to the first wheel 8. The first longitudinal load-bearing member 2 is a structural component of the chassis and includes an open first profile 35 with a double T-shape. The axle 10 is also a structural component with an open profile. The first longitudinal load-bearing member 2 is arranged between the first transmission mechanism 16 and the first wheel 8, which is located on the outside of the chassis.

[0059] A universal joint 31, coupled to the large gear 30 of the first transmission mechanism 16, is guided below the first longitudinal support member 2 and passes through a centrally located through cavity 32 of the first wheel 8. The first transmission mechanism 16 is located in the region of the first end side of the first wheel 8. The universal joint 31 is coupled to the first wheel 8 in the region of the second end side of the first wheel 8. The first transmission mechanism 16 is coupled to the first wheel 8 via a first connector 36 and a second connector 37. The universal joint 31 is coupled to the first wheel 8 via the first connector 36, which is configured as a diaphragm connector and located in the region of the second end side of the first wheel 8. The universal joint 31 is coupled to the large gear 30 of the transmission mechanism via the second connector 37, which is implemented as an arc tooth connector and located in the region of the first end side of the first wheel 8.

[0060] The universal joint 31 is constructed as a flared hollow shaft. In the region on the second end side of the first wheel 8, the ground contact portion 38 of the chassis is connected to the universal joint 31, and the ground contact portion extends into the hollow section of the universal joint 31.

[0061] Wheel bearing 34 is disposed in and connected to the cavity 32 of the first wheel 8. Wheel bearing 34 is disposed on the hollow conical section of the axle 10, wherein the hollow conical section passes through the cavity 32. Universal joint 31 is also guided through the hollow conical section of the axle 10. The first wheel 8 is coupled to the load-bearing structure 1 via wheel bearing 34 and axle 10.

[0062] List of reference numerals in the attached diagram:

[0063] 1. Load-bearing structure

[0064] 2 First longitudinal bearing member

[0065] 3 Second longitudinal bearing member

[0066] 4 First transverse bearing member

[0067] 5 Second transverse bearing member

[0068] 6. Chassis longitudinal axis

[0069] 7. Chassis transverse axis

[0070] 8 First Wheel

[0071] 9. Second wheel

[0072] 10 Axles

[0073] 11 First Primary Spring

[0074] 12 First-stage spring

[0075] 13 Secondary spring

[0076] 14 First Motor

[0077] 15 Second Motor

[0078] 16 First transmission mechanism

[0079] 17 Second transmission mechanism

[0080] 18 First Opening

[0081] 19 Second opening

[0082] 20. Motor longitudinal axis

[0083] 21 First Brake Disc

[0084] 22 Second Brake Disc

[0085] 23 Motor Shaft

[0086] 24. Opening longitudinal axis

[0087] 25 First bearing sleeve

[0088] 26 Second bearing sleeve

[0089] 27 Third bearing sleeve

[0090] Carriage 28

[0091] 29 Gears

[0092] 30 Large gear of transmission mechanism

[0093] 31 universal joint

[0094] 32 Cavity

[0095] 33 Magnetic rail brake

[0096] 34 Wheel bearings

[0097] 35 First Profile

[0098] 36 First connector

[0099] 37 Second connector

[0100] 38 Grounding contact part

Claims

1. A chassis for a rail vehicle, the chassis having a load-bearing structure (1) with at least a first longitudinal carrier (2) and a second longitudinal carrier (3) and at least a first transverse carrier (4), and at least a first wheel (8) and a second wheel (9) are rotatably connected with the load-bearing structure, and the chassis has at least a first motor (14) and at least a first transmission (16) coupled with the at least first motor (14), the first motor and the first transmission being coupled at least with the first wheel (8) to transmit torque, characterized in that, The at least first motor (14) is inserted into a first opening (18) of the first longitudinal carrier (2), wherein a live wheel pair is formed by the first wheel (8) and the second wheel (9).

2. The base pan of claim 1, wherein, The first opening (18) is arranged offset in the direction of a chassis longitudinal axis (6) from a contact area, in which the first longitudinal carrier (2) and the at least first transverse carrier (4) are connected to one another.

3. A base pan according to claim 1 or 2, characterised in that, The at least first transmission (16) is arranged as a spur gear transmission at the chassis outside.

4. The base pan of claim 1 or 2, wherein, A cardan shaft (31) coupled to the at least first transmission (16) is guided through a centrally penetrating cavity (32) of the first wheel (8), wherein the at least first transmission (16) is arranged in a region of a first end side of the first wheel (8) and the cardan shaft (31) is coupled to the first wheel (8) in a region of a second end side of the first wheel (8).

5. The base pan of claim 4, wherein, The at least first transmission (16) is coupled to the first wheel (8) by means of a first coupling (36) by which the at least first transmission (16) is coupled to the first wheel (8) and by means of a second coupling (37) by which the cardan shaft (31) is coupled to the at least first transmission (16).

6. The base pan of claim 4, wherein, A wheel bearing (34) is arranged in the cavity (32) and connected to the first wheel (8), wherein the first wheel (8) is coupled to the carrier structure (1) by means of the wheel bearing (34).

7. The base pan of claim 1 or 2, wherein, The at least first transmission (16) is connected to the carrier structure (1) by means of a transmission support, wherein the at least first motor (14) is carried by means of the at least first transmission (16).

8. The base pan of claim 1 or 2, wherein, The at least first transmission (16) is supported at a shaft connected to the first wheel (8) and connected to the carrier structure (1) by means of a torque support, wherein the at least first motor (14) is carried by means of the at least first transmission (16).

9. The base pan of claim 1 or 2, wherein, On a side of the at least first motor (14) facing away from the at least first transmission (16), a first brake disc (21) is connected to a motor shaft (23) of the at least first motor (14).

10. The base pan of claim 1 or 2, wherein, A motor longitudinal axis (20) is oriented parallel or approximately parallel to a chassis transverse axis (7).

11. The base pan of claim 1 or 2, wherein, The structural assembly of the chassis comprises at least an open first profile (35).

12. The base pan of claim 1 or 2, wherein, A free chassis region is formed between the first wheel (8) and the second wheel (9) for a lowered vehicle floor for a low-floor rail vehicle.

13. The base pan of claim 1 or 2, wherein, The first wheel (8) and the second wheel (9) are arranged in a region between the first longitudinal carrier (2) and the second longitudinal carrier (3).

14. The base pan of claim 1 or 2, wherein, A spring device is connected to the carrier structure (1), wherein the first wheel (8) and the second wheel (9) are connected to the carrier structure (1) by means of a wheel axle (10) and a primary spring assembly of the spring device, and a secondary spring assembly of the spring device is connected to the carrier structure (1) at the chassis outside.

15. The base pan of claim 5, wherein, Said at least first transmission mechanism (16) is coupled with said first wheel (8) by means of a first coupling (36) by means of which said cardan shaft (31) is coupled with said at least first transmission mechanism (16) and by means of a second coupling (37) by means of which said cardan shaft (31) is coupled with said at least first transmission mechanism (16).

16. A rail vehicle having at least one chassis according to any one of claims 1 to 15.

Images