CHASSIS FOR A RAIL VEHICLE AND RAIL VEHICLE

Description

[0001] The invention relates to a running gear for a rail vehicle with a support structure to which at least a first wheel for supporting the running gear on a first rail and a second wheel for supporting the running gear on a second rail are rotatably connected, as well as with at least one motor and at least one transmission, which are connected to the support structure and are coupled to at least the first wheel for torque transmission.

[0002] Due to limited space, running gear for rail vehicles often has limited installation space for running gear components. For example, in low-floor vehicles, the vehicle floor is lowered between the running gear wheels, which may require running gear components such as engines, transmissions, clutches, brakes, etc. to be located in the outer areas of the running gear. However, these running gear components must not protrude excessively far outwards from the side of the running gear or from a rail vehicle.

[0003] EP 0 413 337 A1, for example, is known from the prior art, which discloses an electric direct drive for a rail vehicle. An electric motor is arranged next to the wheel on an outer side of the rail vehicle for transmitting torque to a wheel of a running gear of the rail vehicle in the direction of a longitudinal axis of the wheel. The wheel is rotatably connected to a chassis. The chassis surrounds the wheel from an inner side of the rail vehicle and is connected to the electric motor on the outer side. Due to the direct drive, which does not require a transmission, no transmission is arranged between the electric motor and the wheel.

[0004] In its known form, this approach has the disadvantage that the chassis, due to its connection to the electric motor, is designed to encompass the wheel and thus requires considerable installation space in the area of the wheel. Furthermore, EP 0 567 445 A1 shows a chassis of a low-floor rail vehicle in which a wheel is coupled to a motor via a flexible coupling and a transmission. The transmission is connected to the wheel via the coupling, which is connected to the wheel. The transmission is coupled to the motor via a flange, with the motor being arranged above the transmission.

[0005] In its known form, the above-mentioned approach has the disadvantage that a considerable amount of space is required for the transmission between the wheel and the engine.

[0006] Furthermore, the documents EP 0 799 737 A1, DE 196 15 343 A1, DE 196 00 420 C1 and US 10 988 147 B2 also disclose chassis with an engine and a transmission.

[0007] The invention is therefore based on the object of providing a chassis which is further developed compared to the prior art and whose engine, transmission and first wheel form an arrangement which is as compact as possible.

[0008] According to the invention, this object is achieved with a chassis according to claim 1.

[0009] This results in an interlock between the first wheel and the transmission, thus increasing the installation space available for the motor. The motor or its motor housing can be designed larger, for example, taking into account the installation space limitations on the chassis flanks, than in a variant in which a wheel is coupled, for example, via a shaft stub in the direction of a wheel's longitudinal axis, to a transmission spaced apart from the wheel.

[0010] Furthermore, the cavity delimited by the annular wheel component (e.g. by a wheel rim or by a wheel ring body elastically connected to the wheel rim, etc.) is used by the transmission.

[0011] The second gear is at least partially surrounded by the annular wheel component.

[0012] Furthermore, devices encompassing the first wheel for mounting the motor on the support structure can be dispensed with.

[0013] Further advantageous embodiments of the chassis according to the invention emerge from the subclaims.

[0014] A transmission of high torques between the engine and the first wheel is made possible if a third gear of the at least one transmission is arranged between the first gear and the second gear.

[0015] This measure results in an arrangement similar to a planetary gear.

[0016] In connection with the third gear, a particularly favorable solution is achieved if the third gear is mounted rotatably and essentially immovably relative to the support structure on the support structure or on a gear carrier firmly connected to the support structure.

[0017] This measure allows the support structure to serve as a transmission mount. The arrangement resembles a planetary gear with a stationary ratio.

[0018] If the third gear is mounted on the support structure or on the gear carrier connected to the support structure, the support structure or the gear carrier can, for example, be extended beyond the area in which the third gear is mounted and connected to the motor, whereby the support structure can also fulfil an engine mounting function in addition to its transmission mounting function.

[0019] Mechanical decoupling of the motor from the support structure is achieved if the at least one motor is resiliently connected to the support structure, with a clutch arranged between the at least one motor and the at least one gearbox, and a gearbox mount arranged between the at least one gearbox and the support structure. Relative movements between the motor and the gearbox can be compensated via the clutch. Due to the mobility of the motor relative to the gearbox, the gearbox is connected to the support structure via the gearbox mount and is thus supported on or at the support structure.

[0020] Particularly when a lowered vehicle floor is required (e.g. in a low-floor rail vehicle), it is helpful if the support structure is designed as an axle portal of a loose wheel set.

[0021] If, for example, the axle portal is arranged between the first wheel and the second wheel, or if the chassis has an internal bearing, the motor can be coupled to the first wheel outside a chassis area defined by the first wheel and the second wheel (i.e., on the chassis outer side). Due to the aforementioned interlacing of the first wheel with the transmission, a large amount of available installation space on the chassis outer side can be used for the motor itself, without, for example, exceeding the maximum permissible chassis widths.

[0022] A preferred solution is achieved when a brake disc is connected to the motor shaft of at least one motor. The excess installation space created by the interlocking of the first wheel with the transmission is used for a chassis brake.

[0023] An advantageous application for the chassis according to the invention is achieved with a rail vehicle having at least one chassis according to the invention.

[0024] The invention is explained in more detail below using exemplary embodiments.

[0025] Examples include: Fig. 1: A schematic side view of a section from an exemplary first embodiment of a chassis according to the invention in a sectional view, wherein a motor is coupled to the first wheel via a gear box interlaced with a first wheel for torque transmission, and Fig. 2: A schematic side view of a section from an exemplary second embodiment of a chassis according to the invention in a sectional view, wherein a spring-mounted motor is coupled to the first wheel via a clutch and a gear box interlaced with a first wheel for torque transmission.

[0026] Fig. 1 shows a schematic side view of a section of an exemplary first embodiment of a running gear according to the invention of a rail vehicle designed as a low-floor tram in a sectional view. The running gear comprises a first wheel 1 and a Fig. 1 not visible second wheel, which is laterally rotatably connected to a support structure 2 designed as an axle portal with the support structure 2 to form an internally mounted loose wheel set.

[0027] According to the invention, however, it is also conceivable that the support structure 2 is a chassis frame to which the first wheel 1 and the second wheel are rotatably connected, wherein the first wheel 1 and the second wheel can be firmly connected to one another via a wheelset shaft to form a wheelset.

[0028] The first wheel 1 and the second wheel are identical in terms of construction, connection and drive technology.

[0029] Via the first wheel 1, the chassis is mounted on a first rail of a Fig. 1 not shown track and can roll on it, via the second wheel the chassis is supported on a second rail of the track and can roll on it.

[0030] The chassis further comprises a motor 3 and a transmission 4, which are connected to the support structure 2 and coupled to the first wheel 1 for torque transmission. Torque from the motor 3 is transmitted to the first wheel 1 via a motor shaft 5 and the transmission 4. The first wheel 1 and the transmission 4 are interlocked. The transmission 4 comprises a first gear 6, a second gear 7, and a third gear 8.

[0031] The first wheel 1 is designed as the first gear 6. The first gear 6 is designed as a ring gear, which is formed integrally with an annular wheel component, namely a wheel ring body 9. The wheel ring body 9 is connected to a wheel rim 11 of the first wheel 1 via an elastic element 10.

[0032] The second gear 7 is connected to the motor shaft 5 and is designed as a central spur gear of the transmission 4. The second gear 7 is thus coupled to the motor 3 for torque transmission.

[0033] The third gear 8 is designed as a decentralized spur gear of the transmission 4 and is arranged between the first gear 6 and the second gear 7.

[0034] The third gear 8 is rotatable and mounted essentially immovably relative to the support structure 2 via a first roller bearing 12 on a bolt-shaped, projecting first portion 15 of the support structure 2. However, slight displacements between the third gear 8 and the support structure 2 (e.g., due to elastic deformations) may occur.

[0035] The gear 4 has a fourth gear and a fifth gear, which are Fig. 1 are not visible and are designed in the same way as the third gear 8 in terms of construction and connection technology. The third gear 8, the fourth gear and the fifth gear are arranged in angular steps of 120 ° on an imaginary circular path between the first gear 6 and the second gear 7. The design of the gear 4 is similar to a planetary gear with a stationary transmission, with the second gear 7 resembling a sun gear and the third gear 8, the fourth gear and the fifth gear resembling translationally immobile planetary gears which are surrounded by the first gear 6 as a ring gear.

[0036] The fourth gear is mounted on a bolt-shaped projecting second section of the support structure 2, the fifth gear on a bolt-shaped projecting third section of the support structure. The second section and the third section are in Fig. 1 not visible.

[0037] The second gear 7 and the third gear 8 are arranged in a cavity 16 of the first gear 1, defined by the annular wheel component, namely the wheel ring body 9, and are coupled to the first gear 6. The third gear 8, the fourth gear, and the fifth gear are meshed with the first gear 6 and the second gear 7.

[0038] The support structure 2 is connected to the motor 3 via the cavity 16. For this purpose, the first section 15, the second section, and the third section of the support structure 2 are used, which, projecting in a bolt-like manner, pass through the cavity 16 and are firmly connected to the motor 3.

[0039] The first wheel 1 is connected to the support structure 2 via a second rolling bearing 13 and a third rolling bearing 14. The second rolling bearing 13 and the third rolling bearing 14 thus function as wheel bearings.

[0040] The second rolling bearing 13 is supported directly on the support structure 2, which projects into the cavity 16.

[0041] The third rolling bearing 14 is connected to the support structure 2 via an annular receptacle 17. The receptacle 17 is connected to the first section 15, the second section and the third section of the support structure 2 as well as to the support structure 2 via Fig. 1 not shown struts, which are guided through the cavity 16 in those areas which are free of the third gear 8, the fourth gear and the fifth gear and which are wider or flatter than the first section 15, the second section and the third section in order to stably support the receptacle 17, are connected to the support structure 2.

[0042] The struts passing through the cavity 16 are firmly connected to the motor 3.

[0043] A brake disc 18 is connected to the motor shaft 5. The motor 3 and the brake disc 18 are arranged outside a region of the chassis delimited by the first wheel 1 and the second wheel, with the motor 3 being arranged between the first wheel 1 and the brake disc 18.

[0044] To brake the rail vehicle, a first brake pad 19 and a second brake pad 20 can be pressed against the brake disc 18, which are connected to a brake caliper (not shown) mounted on the chassis.

[0045] In Fig. 2 a schematic side view of a section of an exemplary second embodiment of a running gear of a rail vehicle according to the invention is disclosed in a sectional view.

[0046] This exemplary second embodiment is similar to the exemplary first embodiment of a chassis according to the invention, which is shown in Fig. 1 Therefore, Fig. 2 partly the same reference symbols as in Fig. 1 used.

[0047] In contrast to Fig. 1 is in Fig. 2 a chassis is shown, in which a spring-mounted motor 3 is connected via a coupling 21 and a first wheel 1, via which the chassis is mounted on a rail of a Fig. 2 not shown track, is coupled to the first wheel 1 by an interlocked gear 4 for torque transmission. A motor shaft 5 coupled to the motor 3 is divided by the coupling 21.

[0048] The transmission 4 has a first gear 6, a second gear 7 and a third gear 8, which are arranged in a cavity 16 of the first wheel 1 delimited by a wheel rim 11 of the first wheel 1, ie by an annular wheel component of the first wheel 1.

[0049] The first gear 6 is designed as a ring gear and is pressed into the first wheel 1 or the wheel rim 11 as a transmission component, ie is firmly connected thereto.

[0050] The second gear 7 and the third gear 8 are constructed as in connection with Fig. 1 The third gear 8 is meshed with the first gear 6 and the second gear 7. For torque transmission, the second gear 7 is fixedly connected to that portion of the motor shaft 5 facing away from the motor 3 and following the clutch 21. The motor shaft 5 passes through the second gear 7 and is mounted in a support structure 2 of the chassis via a gear bearing 22 designed as a rolling bearing. The gear bearing 22 is thus arranged between the gear 4 and the support structure 2.

[0051] The third gear 8 is rotatable by means of a first rolling bearing 12 and is mounted essentially immovably on a gear carrier 23.

[0052] The gear 4 resembles a planetary gear with a stationary transmission, whereby the first gear 6 and the second gear 7 are interposed not only by the third gear 8 but also by a fourth gear and a fifth gear, which are designed in the same way as the third gear 8 in terms of construction and connection technology. The fourth gear and the fifth gear, which are Fig. 2 are not shown, are toothed with the first gear 6 and the second gear 7.

[0053] The gear carrier 23 extends through the cavity 16 and is firmly connected to the support structure 2. The gear carrier 23 is further connected to the motor 3 via a spring 24, which is designed as a steel coil spring. As a result, the motor 3 is resiliently connected to the support structure 2.

[0054] The first wheel 1 is mounted on the support structure 2 by means of a second roller bearing 13, by means of a third roller bearing 14 via an annular receptacle 17 on the gear carrier 23 and on Fig. 2 not shown struts, which pass through the cavity 16, are firmly coupled to the support structure 2 and resiliently connected to the motor 3. During assembly of the chassis, the third rolling bearing 14 and the mount 17 are only connected to the first wheel 1 when the first gear 6 is pressed into the wheel rim 11. List of names

[0055] 1First wheel 2Support structure 3Motor 4Gearbox 5Motor shaft 6First gear 7Second gear 8Third gear 9Wheel ring body 10Elastic element 11Wheel rim 12First rolling bearing 13Second rolling bearing 14Third rolling bearing 15First section 16Cavity 17Receptacle 18Brake disc 19First brake pad 20Second brake pad 21Clutch 22Gearbox bearing 23Gear carrier 24Spring

Claims

1. Running gear for a rail vehicle with a carrier structure (2), to which at least a first wheel (1) for supporting the running gear on a first rail and a second wheel for supporting the running gear on a second rail are connected in a rotatable manner, as well as with at least one motor (3) and at least one gear unit (4), which are connected to the carrier structure (2) and are coupled at least to the first wheel (1) for torque transfer, characterised in that the at least first wheel (1) itself or a gear unit component connected to the at least first wheel (1) in a fixed manner is embodied as a first gear (6) of the at least one gear unit (4), wherein at least a second gear (7) of the at least one gear unit (4) is arranged at least partially in a cavity (16) of the at least first wheel (1) that is delimited by an annular wheel component of the at least one wheel (1) and is coupled to the first gear (6), and wherein the carrier structure (2) is connected to the at least one motor (3) in a fixed or sprung manner via the cavity (16) delimited by the annular wheel component.

2. Running gear according to claim 1, characterised in that the first gear (6) is embodied as a ring gear.

3. Running gear according to claim 1 or 2, characterised in that the second gear (7) is connected to the at least one motor (3) for torque transfer.

4. Running gear according to one of claims 1 to 3, characterised in that a third gear (8) of the at least one gear unit (4) is arranged between the first gear (6) and the second gear (7).

5. Running gear according to claim 4, characterised in that the third gear (8) is mounted on the carrier structure (2), or on a gear carrier (23) connected to the carrier structure (2) in a fixed manner, in a rotatable manner that substantially cannot be displaced relative to the carrier structure (2).

6. Running gear according to claim 4 or 5, characterised in that the third gear (8) is intermeshed with the first gear (6) and with the second gear (7).

7. Running gear according to one of claims 1 to 6, characterised in that the at least one motor (3) is connected to the carrier structure (2) in a sprung manner, wherein a coupling (21) is arranged between the at least one motor (3) and the at least one gear unit (4) and a gear unit mounting (22) is arranged between the at least one gear unit (4) and the carrier structure (2).

8. Running gear according to one of claims 1 to 7, characterised in that the carrier structure (2) is embodied as an axis gantry of an idler set.

9. Running gear according to one of claims 1 to 7, characterised in that the carrier structure (2) is embodied as a running gear frame.

10. Running gear according to one of claims 1 to 9, characterised in that a brake disc (18) is connected to a motor shaft (5) of the at least one motor (3).

11. Rail vehicle with at least one running gear according to one of claims 1 to 10.