Chassis frame of a rail vehicle

Abstract

Chassis frame for a chassis of a rail vehicle with a frame body (101; 201; 301) designed to be supported on at least one wheel unit of the chassis, wherein the frame body (101; 201; 301) is at least partially made of a gray cast iron material.

Description

[0001] The present invention relates to a chassis frame for a running gear of a rail vehicle, comprising a frame body designed to support at least one wheel unit of the running gear. It further relates to a running gear with a running gear frame according to the invention and a corresponding method for producing a running gear frame.

[0002] The production of structural components in the rail vehicle sector, such as frames or cradles for bogies, especially chassis, is currently mostly done by welding steel sheets. However, this manufacturing process has the disadvantage of requiring a relatively large amount of manual labor, which is why the production of bogie frames is comparatively expensive.

[0003] The proportion of cost-intensive manual labor can be fundamentally reduced by using cast components instead of welded structures. For example, GB 1 209 389 A or US 6,622,776 B2 disclose the use of cast steel parts for the bogie frame of a rail vehicle. While GB 1 209 389 A manufactures a one-piece cast bogie frame, US 6,622,776 B2 manufactures the solebars and crossbeams of a bogie from one or more standard cast steel components and then assembles them to form a bogie frame.

[0004] Cast steel does have the advantage of being weldable, meaning this conventional joining method can also be used in this manufacturing variant. However, cast steel also has the disadvantage of relatively limited flowability. This leads to reduced process reliability in the automated production of relatively large components with complex geometries, such as those found in bogie frames for rail vehicles, which is unacceptable given the high safety requirements placed on a rail vehicle's bogie. Therefore, even in the production of such bogie frames from cast steel, a relatively large number of work steps are still carried out manually, which is why a level of automation that is economically satisfactory cannot yet be achieved - if at all.

[0005] The present invention is therefore based on the object of providing a chassis frame of the type mentioned at the outset which does not have the above-mentioned disadvantages or at least has them to a lesser extent and in particular enables simple manufacturability and thus an increased degree of automation of production.

[0006] The present invention solves this problem starting from a chassis frame according to the preamble of claim 1 by the features specified in the characterizing part of claim 1.

[0007] The present invention is based on the technical teaching that simple manufacturability and thus a higher degree of automation can be achieved in the production of a chassis frame for a rail vehicle if the frame body is made at least partially from a gray cast iron material. The gray cast iron material has the advantage that, due to its high carbon content, it exhibits particularly good flowability during casting, thus leading to very high process reliability. It has been shown that even comparatively large, complex components for the chassis frame can be manufactured in automated molding boxes, making the production of these components significantly simpler and more cost-effective.

[0008] Although gray cast iron is unsuitable for welding due to its high carbon content, its excellent flowability during casting allows for reliable production of very complex component geometries that would otherwise require complex weldments. This eliminates the need for numerous joining processes. For the same reason, an optimized geometry of any required joints can be achieved, allowing other joining methods to be used without any problems if designed accordingly.

[0009] A further advantage of gray cast iron is its improved damping properties compared to the commonly used steel. This is particularly beneficial for reducing the transmission of vibrations into the passenger compartment of a rail vehicle.

[0010] The gray cast iron material can be any suitable gray cast iron material. It is preferably a globular gray cast iron material (so-called ductile iron), in particular GGG40, which is characterized by a good compromise between strength, elongation at break, and toughness. For example, GGG40.3 or GJS-400-18U LT is preferred, which is characterized by advantageous toughness at low temperatures.

[0011] The frame body could indeed consist of a single cast part. However, due to the size such frame bodies typically have, it is planned to divide the frame body to achieve high process reliability. The frame body therefore comprises several frame parts, each of which is connected to one another at a joint. The frame parts are preferably detachably connected to facilitate subsequent maintenance or repair of the chassis.

[0012] It can be provided that all frame parts are made of a suitable gray cast iron material. However, it can also be provided that individual frame parts are not made of gray cast iron material. For example, it can be provided that parts of the frame body are constructed in the conventional manner as a welded construction and / or as a cast steel construction.

[0013] For the purposes of the present invention, the term "frame part" refers to a structural part of the frame body that significantly determines the frame body's overall geometry. In particular, this does not refer to connecting elements by means of which such frame parts can be connected.

[0014] Preferably, at least one connecting element is provided in the region of the joint, which is connected to the two frame parts.

[0015] Additionally or alternatively, the connecting element can be connected to at least one of the two frame parts via a force-locking connection and / or a form-fitting connection and / or a material-to-material connection. For example, the connecting element can be a pin or bolt that is connected to the respective frame part via a press fit (primarily force-locking in the joining direction) or an adhesive connection (primarily material-to-material connection in the joining direction). Likewise, a form-locking connection can be achieved via appropriate projections and undercuts on the connecting element or frame part.

[0016] The connecting element can, in principle, be designed in any suitable manner. It is preferably designed in the manner of a pin or bolt, as already explained above. Furthermore, the connecting element can, in principle, have any suitable cross-section or cross-sectional profile. For example, it can have a substantially constant cross-section over its length, i.e., it can be designed as a simple cylindrical bolt or cylindrical pin, since such a shape is particularly easy to manufacture.

[0017] In preferred variants of the chassis frame according to the invention, the connecting element is arranged in the region of a section of the frame body subjected to tensile stress under static load and / or is arranged such that it is subjected to shear stress due to the static load on the frame body. The arrangement in a section of the frame body subjected to tensile stress under static load offers the advantage that the support of torques in the area subjected to compressive stress under static load can be achieved simply via the two frame parts to be connected.Another advantage is that, due to the high weight of a rail vehicle, a certain amount of compressive load is generally present in the area subject to static compression loads, at least for a large portion of the dynamic loads expected during operation. Therefore, a permanent prestress can be assumed between the frame parts to be connected. Thus, the connection can even be implemented without additional connecting elements or simply by using a simple anti-lift device in the area subject to static compression loads.

[0018] The primary shear load ultimately offers the advantage that the connecting element, for example a pin or bolt, is loaded during operation primarily in a direction transverse to its joining or assembly direction. The strength of the connection between the two frame parts to be joined is thus at least largely independent of the quality of the joining process (for example, no special tightening torques or the like need to be considered), but depends solely on the properties (e.g., shear strength, etc.) of the connecting element. Therefore, simple securing of the position of the connecting element (e.g., using retaining rings, press-fitting the connecting parts, etc.) may be sufficient to ensure a permanent and reliable connection between the frame parts.

[0019] To enable easy verification of the quality of the connection between the frame parts, advantageous variants of the chassis frame according to the invention provide that the connecting element has at least one recess for accommodating a component of a non-destructive material testing device, in particular an ultrasonic material testing device. This component can be a permanently integrated device that is activated from time to time. This component can also be a corresponding sensor and / or a corresponding actuator that generates a corresponding excitation of the joining partners.

[0020] In further preferred variants of the chassis frame according to the invention, it is provided that at least one of the components interacting in the region of the joint is at least partially provided with a coating preventing fretting corrosion, in particular a coating comprising molybdenum (Mo), in order to guarantee a permanently reliable connection.

[0021] The invention can be used for larger, and therefore more complex to manufacture, chassis with multiple wheel units (e.g., wheel sets or wheel pairs). The frame body therefore has a front section, a middle section, and a rear section. The middle section connects the front section and the rear section. The front section is designed to be supported on a leading wheel unit of the chassis, and the rear section is designed to be supported on a trailing wheel unit of the chassis.

[0022] In these multi-part frame bodies, the joints between the frame parts can, in principle, be arranged anywhere and thus advantageously matched to the available automated casting process. In the chassis frame according to the invention, the frame body comprises several frame parts, each of which is connected to one another, in particular detachably, in the region of at least one joint. At least one joint is arranged in the region of the front section and / or at least one joint is arranged in the region of the rear section.

[0023] The chassis frame is designed as a frame comprising two longitudinal beams running in the longitudinal direction of the chassis and at least one cross beam running in the transverse direction of the chassis, which cross beam connects the two longitudinal beams to one another, so that the frame body is designed as a substantially H-shaped frame.

[0024] A high degree of production automation with high process reliability can be achieved if the frame body is divided into as few different frame parts as possible, in which the flow of the melt in the mold is impeded as little as possible by deflections or other obstacles. It is therefore preferably provided that at least one of the longitudinal beams has at least one longitudinal beam section, which is connected, in particular detachably, to the at least one cross member or another longitudinal beam section of the longitudinal beam in the region of at least one joint.

[0025] In variants of the chassis frame not according to the invention, the longitudinal beam is formed in one piece and connected to the at least one cross member in the region of the joint. The joining direction can run in the direction of the transverse axis of the chassis, resulting in a contact or joining plane between the longitudinal beam and the cross member, the surface normal of which has at least one component in the direction of the transverse axis of the chassis. In other words, the longitudinal beam can be attached to the cross member laterally (i.e., in the direction of the transverse axis of the chassis).

[0026] In further variants of the chassis frame not according to the invention, the longitudinal beam comprises two longitudinal beam sections, each of which is connected to the at least one cross member in the region of a respective joint. As a result, the comparatively long longitudinal beam is divided into two shorter longitudinal beam sections, which can be manufactured more easily by automation. Here, too, it is preferably provided that at least one of the joints extends, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the vertical axis of the chassis, in particular is essentially parallel to the vertical axis of the chassis. In other words, the cross member can then in turn be placed onto the two longitudinal beam sections from above.Additionally or alternatively, at least one of the joints can extend, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the transverse axis of the chassis, in particular is essentially parallel to the transverse axis of the chassis. In other words, the two longitudinal beam sections can be attached to the cross member laterally (i.e., in the direction of the transverse axis of the chassis).

[0027] In the chassis frame according to the invention, the longitudinal beams each comprise a front longitudinal beam section, a middle longitudinal beam section, and a rear longitudinal beam section, wherein the middle longitudinal beam section is formed integrally with the at least one cross member, so that the middle longitudinal beam section can be integrated into the cross member without significantly increasing its complexity and thus jeopardizing its automated manufacturability. If necessary, only the comparatively short, easily automated front or rear longitudinal beam section needs to be cast separately, which is then connected to the middle longitudinal beam section in the region of a joint.

[0028] The connection between the front or rear longitudinal beam section and the middle longitudinal beam section can, in principle, be implemented in any desired manner. Preferably, at least one of the joints extends, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the longitudinal axis of the chassis, in particular, is essentially parallel to the longitudinal axis of the chassis. The front or rear longitudinal beam section is then, if necessary, simply attached to the middle longitudinal beam section from the front or rear in the direction of the longitudinal axis of the chassis.

[0029] Additionally or alternatively, at least one of the joints can extend, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the transverse axis of the landing gear, in particular is essentially parallel to the transverse axis of the landing gear. In other words, the front or rear longitudinal beam section can be attached laterally (i.e., in the direction of the transverse axis of the landing gear) to the central longitudinal beam section.

[0030] Additionally or alternatively, at least one of the joints can extend, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the vertical axis of the landing gear, in particular is essentially parallel to the vertical axis of the landing gear. In other words, the front or rear longitudinal beam section can be attached to the central longitudinal beam section from above or, preferably, from below (i.e., in the direction of the vertical axis of the landing gear).

[0031] In the chassis frame according to the invention, a pressure element is arranged in the region of at least one of the joints between the front longitudinal beam section or the rear longitudinal beam section and the middle longitudinal beam section. This pressure element can advantageously serve to easily compensate for manufacturing tolerances between the joining parts. In any case, it is designed to assume the function of the primary suspension of the chassis.

[0032] In further advantageous variants of the chassis frame according to the invention, at least one of the longitudinal beams has a downward bend between the longitudinal beam ends and the longitudinal beam center, and at least one of the joints is arranged in the region of the bend or on the side of the bend facing away from the longitudinal beam center, in particular close to the bend. This makes it possible to arrange the joint in an area of ​​the longitudinal beam in which, on the one hand, the component cross-section is already sufficiently large for a stable connection and, on the other hand, comparatively low bending moments are still acting, so that the loads to be absorbed by the connection are still comparatively moderate. This can ensure that the effort required for the connection is kept within limits.

[0033] In further advantageous variants of the chassis frame according to the invention, at least one further part of at least one of the longitudinal beams is made of the gray cast iron material. Preferably, this involves at least the longitudinal beam ends, i.e., the front and rear longitudinal beam sections, which are made of the gray cast iron material.

[0034] The present invention further relates to a bogie for a rail vehicle with a bogie frame according to the invention. This allows the above-described variants and advantages to be realized to the same extent, so reference should be made to the above explanations in this regard. The bogie according to the invention is preferably designed as a bogie.

[0035] The present invention further relates to a method for producing a bogie frame according to the invention for a bogie of a rail vehicle. This also allows the variants and advantages outlined above to be realized to the same extent, so that reference is also made here to the above explanations.

[0036] In advantageous variants of the method according to the invention, the frame body comprises a plurality of frame parts, wherein at least two frame parts are cast as separate components from a grey cast iron material and are then connected to one another, in particular detachably, in the region of at least one joint.

[0037] As mentioned, part of the frame body can be made of gray cast iron and part of the frame body of steel. In further advantageous variants of the method according to the invention, it is therefore provided that the frame body of at least one of the frame parts is cast from a gray cast iron material, while at least one of the frame parts is made of steel. The frame parts are then connected to one another, in particular detachably, in the region of at least one joint.

[0038] Further preferred embodiments of the invention emerge from the dependent claims and the following description of a preferred embodiment, which refers to the accompanying drawings. Figure 1 shows a schematic perspective view of a chassis frame not according to the invention; Figure 2 shows a schematic perspective view of a chassis frame not according to the invention; Figure 3 shows a schematic perspective view of a chassis frame not according to the invention; Figure 4 shows a schematic perspective view of a further chassis frame not according to the invention; Figure 5 shows a schematic perspective view of a further chassis frame not according to the invention; Figure 6 shows a schematic perspective view of a further chassis frame not according to the invention; Figure 7 shows a schematic perspective view of a further chassis frame not according to the invention; Figure 8 shows a schematic perspective view of a further chassis frame not according to the invention; Figure 9 shows a schematic perspective view of a further chassis frame not according to the invention;Figure 10 shows a schematic perspective view of another chassis frame not according to the invention; Figure 11 shows a schematic perspective view of another chassis frame not according to the invention; Figure 12 shows a schematic perspective view of another chassis frame not according to the invention; Figure 13 shows a schematic perspective view of another preferred embodiment of the chassis frame according to the invention. First embodiment (not according to the invention)

[0039] In the following, with reference to the Figure 1 a first preferred embodiment of a chassis frame not according to the invention in the form of a bogie frame 101 is described. Figure 1 shows a schematic perspective view of the bogie frame 101, which comprises two essentially parallel lateral longitudinal beams 102, which are connected via a centrally arranged cross beam 103.

[0040] Each idler 102 comprises a front idler section 102.1, a middle idler section 102.2, and a rear idler section 102.3. In the area of ​​the front idler section 102.1, the future bogie is supported on a front wheel unit (also not shown), for example, a front wheelset, via a primary suspension (not shown). In the area of ​​the rear idler section 102.3, the future bogie is supported on a rear wheel unit (also not shown), for example, a rear wheelset, via a primary suspension (also not shown).

[0041] The bogie frame 101 is manufactured as a one-piece cast part in an automated casting process from a gray cast iron material. The gray cast iron material used is GGG40.3 or GJS-400-18U LT, i.e., high-carbon globular gray cast iron (so-called spheroidal graphite iron). This material has the advantage that its melt, thanks to its high carbon content, exhibits comparatively high fluidity. Thus, even with an automated casting process, a process reliability can be achieved that is so high that the bogie frame 101 produced in this way meets the high safety requirements placed on a bogie frame 101 of a rail vehicle bogie to a degree that is economically satisfactory. Second embodiment (not according to the invention)

[0042] Figure 2shows a schematic perspective view of another bogie frame not according to the invention, which represents a simple variant of the bogie frame 101. The bogie frame 101 is divided into two halves in the form of a front section 104.1 and a rear section 104.2, which are connected to each other in the region of a joint 104.3.

[0043] The front section 104.1 and the rear section 104.2 are designed as identical components made of gray cast iron (GGG40.3 and GJS-400-18U LT, respectively), which significantly simplifies their production, as only a single basic mold needs to be produced. However, it is understood that in other variants of the invention, a different geometry for the two halves can also be provided.

[0044] The joint 104.3 runs centrally through the cross member 103. The joint extends essentially in a joining plane whose surface normal runs parallel to the longitudinal axis (x-axis) of the bogie frame 101. This arrangement of the joint has the advantage that the longest dimension of the respective cast component is kept within limits, resulting in shorter maximum flow paths for the melt and thus simplifying automated casting and increasing its process reliability.

[0045] It is understood, however, that in other variants of the invention, a different arrangement of the joint between the two halves can also be provided. For example, it can run essentially centrally through the cross member 103 such that the surface normal of its joining plane extends parallel to the transverse axis (y-axis) of the bogie frame 101, as shown in Figure 2indicated by the dashed contour 104.4. The bogie frame 101 then comprises a left section 104.1 and a right section 104.2, which are preferably identical in design.

[0046] The connection between the front / left section 104.1 and the rear / right section 104.2 can be implemented in any suitable manner. For example, any connection with frictional connection, positive connection, or material connection, or any combination thereof, can be selected depending on the expected load situations on the bogie. For example, the front / left section 104.1 and the rear / right section 104.2 can be clamped together using tie rods aligned in the direction of the longitudinal axis / transverse axis (x-axis / y-axis) of the bogie frame 101 as connecting elements and / or connected via one or more corresponding bolts or pins running in this direction, which are, for example, pressed into suitable recesses or otherwise connected to the respective section 104.1 and 104.2. Third embodiment (not according to the invention)

[0047] Figure 3shows a schematic perspective view of another bogie frame 201 not according to the invention, which has the same external geometry as the bogie frame 101. The bogie frame 201 is designed in three parts, in that the two essentially parallel lateral longitudinal beams 202 and the centrally arranged cross beam 203 connecting them are designed as separate components made of gray cast iron (GGG40.3 or GJS-400-18U LT).

[0048] The cross member 203 is provided on its upper side with a lateral projection 203.1. The respective projection 203.1 is inserted from above, i.e., along the vertical axis (z-axis) of the bogie frame 201, into a corresponding recess 202.4 in the solebar 202. In the direction of the transverse axis (y-axis) of the bogie frame 201, the respective solebar 202 rests against a lateral stop surface 203.2 of the cross member 203 provided below the projection 203.1. In the direction of the longitudinal axis (x-axis) of the bogie frame 201, the respective solebar 202 rests against a front or rear stop surface 203.3 of the projection 203.1 of the cross member 203.

[0049] Furthermore, the respective longitudinal beam 202 is connected to the cross member 203 via one or more connecting elements 205, for example, tension rods, acting in the direction of the transverse axis (y-axis) of the bogie frame 201. These connecting elements prevent the cross member 203 from lifting or pulling off along the vertical axis (z-axis) or the transverse axis (y-axis), respectively, thus ensuring a firm connection in all directions. However, it is understood that the connection between the cross member 203 and the respective longitudinal beam 202 can also be made in any other suitable manner. Thus, any connection with frictional connection, positive connection, or material connection, or any combination thereof, can be selected depending on the expected load situations on the bogie.

[0050] In other words, the described design results in joints with three joining planes, whose surface normals run in the direction of all three main axes (x, y, z axes) of the bogie frame 201. The loads primarily acting during operation (weight forces, braking and acceleration forces) are largely supported directly via the stop surfaces of the solebars 202 and the cross member 203, resulting in a favorable load transfer between the solebars 202 and the cross member 203.

[0051] The longitudinal beams 202 are designed as identical components made of gray cast iron (GGG40.3 or GJS-400-18U LT), which significantly simplifies their production, as only a single basic mold needs to be produced. The division into separate longitudinal beams 202 and the cross beam 203 simplifies automated casting and increases process reliability, as the melt only has to travel essentially straight flow paths without significant deflections. Fourth embodiment (not according to the invention)

[0052] Figure 4 shows a schematic perspective view of another chassis frame not according to the invention, which is a simple variant of the bogie frame 201 from Figure 3 The only significant difference to the bogie frame 201 from Figure 3consists in that the respective solebar 202 is divided into two halves in the form of a front solebar section 202.1 and a rear solebar section 202.3, which are connected to each other in the area of ​​a joint 202.6, resulting in a five-part bogie frame 201.

[0053] The front longitudinal beam section 202.1 and the rear longitudinal beam section 202.3 are designed as identical components made of gray cast iron (GGG40.3 and GJS-400-18U LT, respectively), which significantly simplifies their production, as only a single basic mold needs to be produced. However, it is understood that in other variants of the invention, a different geometry for the two halves can also be provided.

[0054] The joint 202.6 runs centrally through the respective longitudinal beam 202. The joint 202.6 extends essentially in a joining plane whose surface normal runs 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 kept within limits, resulting in shorter maximum flow paths for the melt and thus simplifying automated casting and increasing its process reliability. However, it is understood that in other variants of the invention, a different arrangement of the joint between the two halves can also be provided.

[0055] The solebar sections 202.1, 202.3 are connected via one or more longitudinal bolts 206, primarily to support bending moments. The respective solebar section 202.1, 202.3 is further connected to the crossbeam 203 via one or more connecting elements 205, such as tension rods, acting in the direction of the transverse axis (y-axis) of the bogie frame 201. These connecting elements prevent the crossbeam 203 from lifting or pulling off along the vertical axis (z-axis) or the transverse axis (y-axis), respectively, thus ensuring a firm connection in all directions. However, it is understood that the connection between the crossbeam 203 and the respective solebar 202 can also be made in any other suitable manner. Thus, any connection with frictional connection, positive connection, or material connection, or any combination thereof, can be selected depending on the expected load situations on the bogie.

[0056] It is also understood that the Figures 3 and 4 In other variants of the invention, the cross member 203 shown may also be formed not from a gray cast iron material, but, for example, in a conventional manner as a welded construction made of sheet steel and / or as a cast construction made of cast steel. Likewise, the cross member may, of course, also be made of gray cast iron material, while the longitudinal beams are formed entirely or partially as a welded construction made of sheet steel and / or as a cast construction made of cast steel. Fifth embodiment (not according to the invention)

[0057] Figure 5shows—partially in exploded view—a schematic perspective view of another bogie frame 301 not according to the invention, which has the same external geometry as the bogie frame 101. The bogie frame 301 thus has two substantially parallel lateral longitudinal beams 302 and a centrally arranged cross beam 303 connecting them. Each longitudinal beam 302 comprises a front longitudinal beam section 302.1, a middle longitudinal beam section 302.2, and a rear longitudinal beam section 302.3.

[0058] In the area of ​​the front solebar section 302.1, the future bogie is supported on a front wheel unit (also not shown), for example, a front wheelset, via a primary suspension (not shown). In the area of ​​the rear solebar section 302.3, the future bogie is supported on a rear wheel unit (also not shown), for example, a rear wheelset, via a primary suspension (also not shown).

[0059] In this example, the bogie frame 301 is designed in five parts. The front solebar section 302.1 and the rear solebar section 302.3 are designed as separate gray cast iron components (GGG40.3 or GJS-400-18U LT) that are attached to the middle solebar section 302.2. The cross member 303, together with the respective middle solebar section 302.2, is designed as a single gray cast iron component (GGG40.3 or GJS-400-18U LT). In other words, the respective middle solebar section 302.2 is integrally connected to the cross member 303.

[0060] It is understood, however, that in other variants of the invention, a different, in particular detachable, connection between the cross member 303 and the central longitudinal member section 302.2 may be provided. In particular, this connection may be designed in a form as described in connection with Figure 3 for a one-piece solebar.

[0061] The front longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 are each connected to the middle longitudinal beam section 302.2 in the region of a joint 302.7. The joint 302.7 extends in a joining plane whose surface normal runs in the direction of the longitudinal axis (x-axis) of the bogie frame 301. However, it is understood that in other variants of the invention, a different design (e.g., stepped) and orientation (e.g., inclined to the longitudinal axis) of the joint can also be provided.

[0062] The joint 302.7 is located on the side of a downward-facing bend 302.8 of the solebar 302 facing away from the center of the solebar. This places the joint 302.7 in an area of ​​the solebar 302 where, on the one hand, the component cross-section is already sufficiently large for a stable connection and, on the other hand, the bending moments are still comparatively low, so that the loads to be absorbed by the connection are still comparatively moderate. This keeps the effort required for the connection within limits.

[0063] The connection between the front solebar section 302.1 or the rear solebar section 302.3 and the middle solebar section 302.2 is established via a connecting element in the form of a pin 307, which is press-fitted into a corresponding recess 308 in the middle solebar section 302.2. However, it is understood that the connection can also be established in any other suitable manner. Thus, any connection with frictional connection, positive connection, or material connection, or any combination thereof, can be selected depending on the expected load conditions on the bogie.

[0064] The pin 307 and the associated recess 308 each have a circular cross-section that remains substantially constant over their length. However, it is understood that in other variants of the invention, a stepped or conical shape can also be provided, at least in sections. Centering pins 309 secure the longitudinal beam sections 302.1 and 302.3 against rotation (around the x-axis) relative to the central longitudinal beam section 302.2.

[0065] The pin 307 and the associated recess 308 are already formed during the casting of the respective component. Depending on the accuracy achievable with the automated casting process used, further machining of their mating surfaces may even be omitted, resulting in particularly simple production. However, it is understood that in other variants of the invention, the pin 307 and the associated recess 308 may also be manufactured entirely after casting (e.g., by turning, milling, drilling, etc.).

[0066] Furthermore, the respective longitudinal beam 302 is connected to the cross member 303 via one or more connecting elements 305, for example tension rods, acting in the direction of the transverse axis (y-axis) of the bogie frame 301. These connecting elements prevent the cross member 303 from lifting or pulling off along the vertical axis (z-axis) or the transverse axis (y-axis), respectively, thus ensuring a firm connection in all directions. However, it is understood that the connection between the cross member 303 and the respective longitudinal beam 302 can also be made in any other suitable manner. Thus, any connection with frictional connection, positive connection, or material connection, or any combination thereof, can be selected depending on the expected load situations on the bogie.

[0067] The front idler sections 302.1 and the rear idler sections 302.3 are designed as identical components made of gray cast iron (GGG40.3 or GJS-400-18U LT), which significantly simplifies their production because only a single basic mold needs to be produced. The division into separate front idler sections 302.1 and rear idler sections 302.3, as well as the cross member 303 with the middle idler section 302.2, simplifies automated casting and increases process reliability, as the melt only has to travel comparatively short maximum flow paths.

[0068] The components interacting in the area of ​​the joint 302.7 can be provided with a coating that prevents fretting corrosion, in particular a coating containing molybdenum (Mo), in order to achieve an even higher load-bearing capacity of the connection. Sixth to ninth embodiments (not according to the invention)

[0069] The Figures 6 to 9show - partly in exploded view - schematic perspective views of further chassis frames not according to the invention, each of which is a simple variant of the bogie frame 301 from Figure 5 The only significant difference to the bogie frame 201 from Figure 5 consists in the design of the respective connection of the front longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 with the middle longitudinal beam section 302.2.

[0070] In the statements from Figure 6 and 7Each is a separate connecting bolt 310, which is press-fitted into corresponding recesses 311 in the front and rear solebar sections 302.1 and 302.3, respectively, and in the middle solebar section 302.2. However, it is understood that the connection can also be made in any other suitable manner. Thus, any connection with frictional connection, positive connection, or material connection, or any combination thereof, can be selected depending on the expected load conditions on the bogie.

[0071] The connecting bolt 310 and the associated recesses 311 each have a substantially uniform cross-section along their length. However, it is understood that in other variants of the invention, a stepped or conical shape may also be provided, at least in sections. The cross-section of the connecting bolt 310 from Figure 6 is essentially elliptical, while when executed from Figure 7is essentially rectangular. The respective cross-section of the connecting bolt 310 thus deviates from the circular shape, so that centering pins or the like, which secure the longitudinal beam sections 302.1 and 302.3 against rotation (around the x-axis) relative to the central longitudinal beam section 302.2, can be omitted.

[0072] The recesses 311 are already formed during the casting of the respective component. Depending on the accuracy achievable with the automated casting process used, further machining of their mating surfaces may even be omitted, resulting in particularly simple production. However, it is understood that in other variants of the invention, the recesses 311 may also be created entirely after casting (e.g., by milling, etc.).

[0073] A special feature of the design from Figure 6consists of a central bore 312 of the respective connecting bolt 310, in which an ultrasonic probe (not shown in detail) of a non-destructive material testing device is accommodated. This ultrasonic probe, in conjunction with appropriate measuring logic, can be used to check the integrity of the connection between the solebar sections 302.1 or 302.3 and the central solebar section 302.2 at regular intervals.

[0074] When executing Figure 8Four separate cylindrical connecting bolts 313 are provided, which are press-fitted into corresponding recesses 314 in the front and rear solebar sections 302.1 and 302.3, respectively, and in the middle solebar section 302.2. However, it is understood that the connection can also be made in any other suitable manner. Thus, any connection with frictional connection, positive connection, or material connection, or any combination thereof, can be selected depending on the expected load conditions on the bogie.

[0075] When executing Figure 9 Six separate tension anchors 315 are provided, which are inserted into corresponding bores 316 in the front and rear longitudinal beam sections 302.1 and 302.3 and in the middle longitudinal beam section 302.2 and via which the front and rear longitudinal beam sections 302.1 and 302.3 are braced to the middle longitudinal beam section 302.2. Tenth and eleventh embodiments (not according to the invention)

[0076] The Figures 10 and 11 show - partly in exploded view - schematic perspective views of further chassis frames not according to the invention, each of which is a simple variant of the bogie frame 301 from Figure 5 The only significant difference to the bogie frame 301 from Figure 5 Here too, the design of the connection between the front longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 and the middle longitudinal beam section 302.2.

[0077] When executing Figure 10A separate connecting bolt 317 is provided for each, which is inserted with a slight press fit in the transverse direction (y-direction) of the frame body 301 into corresponding recesses 318 in the front and rear longitudinal beam sections 302.1 and 302.3, respectively, and recesses 319 in the middle longitudinal beam section 302.2. The recesses 319 are formed in two lateral tabs 302.9 of the middle 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 made in any other suitable manner. For example, any connection with frictional connection, positive connection, or material connection, or any combination thereof, can be selected depending on the expected load situations on the bogie.

[0078] The connecting bolt 317 is arranged in the area of ​​the lower section of the respective longitudinal beam 302, which is subject to tensile stress under static loading. Due to its orientation in the transverse direction (y-direction) of the frame body 301, it is also primarily subjected to shear stress under static loading of the frame body.

[0079] The arrangement in the section of the frame body 301 subjected to tensile stress under static load offers the advantage that the support of torques in the area above which is subjected to compressive stress under static load can be carried out simply via stop surfaces 302.10, 302.11 on the front and rear longitudinal beam sections 302.1 and 302.3, respectively, and the central longitudinal beam section 302.2.

[0080] Another advantage is that, due to the high weight of a rail vehicle, a certain compressive load is generally always exerted in the area subject to static pressure, at least for a large portion of the dynamic loads to be expected during operation. This means that a permanent prestress can be assumed between the front and rear solebar sections 302.1 and 302.3 and the respective middle solebar section 302.2. This means that the connection can even be made without additional connecting elements if necessary. In the present example, however, a tab 320 bridging the joint 302.7 is provided as a simple anti-lift device in the area subject to static pressure. This tab is fastened to the front and rear solebar sections 302.1 and 302.3 and the middle solebar section 302.2 by bolts 321, thus preventing the front and rear solebar sections 302 from pivoting even in extreme cases.1 or 302.3 around the connecting bolt 317.

[0081] When executing Figure 11 Three separate connecting bolts 322 are inserted with a slight press fit in the transverse direction (y-direction) of the frame body 301 into corresponding recesses 323 in the front and rear longitudinal beam sections 302.1 and 302.3, respectively, and recesses 324 in the middle longitudinal beam section 302.2. The recesses 3 are formed in the area of ​​the offset 302.8 in two lateral tabs 302.12 of the middle longitudinal beam section 302.2, each projecting in the vertical direction (z-direction) of the frame body 301. However, it is understood that the connection can also be made in any other suitable manner. Thus, any connection with frictional connection, positive connection, or material connection, or any combination thereof, can be selected depending on the expected load situations on the bogie.

[0082] Due to their orientation in the transverse direction (y-direction) of the frame body 301, the connecting bolts 322 are also mainly subjected to shear stress when the frame body 301 is subjected to static loading.

[0083] The primary shear load on the connecting bolt 317 ( Figure 10 ) or the connecting bolt 322 ( Figure 11) ultimately has the advantage that the connecting bolt 317 or 322 is loaded during operation mainly in a direction transverse to its joining or assembly direction. The strength of the connection between the front or rear solenoid section 302.1 or 302.3 and the middle solenoid section 302.2 is thereby at least largely independent of the quality of the joining process of the connecting bolt 317 or 322, but depends only on the properties (e.g. the shear strength etc.) of the connecting bolt 317 or 322. If necessary, a simple positional securing of the connecting bolt 317 (e.g. using retaining rings etc.) is sufficient to ensure a permanent and reliable connection of the front or rear solenoid section 302.1 or 302.3 with the middle solenoid section 302.2.

[0084] The side tabs 302.9 ( Figure 10 ) or 302.12 ( Figure 11 ) and the recesses 318, 319 ( Figure 10) or 323, 324 ( Figure 11 ) are already formed during the casting of the respective component. Depending on the accuracy achievable with the automated casting process used, further machining of their mating surfaces may even be omitted, resulting in particularly simple production. However, it is understood that in other variants of the invention, the lateral tabs 302.9 ( Figure 10 ) or 302.12 ( Figure 11 ) and the recesses 318, 319 ( Figure 10 ) or 323, 324 ( Figure 11 ) are only manufactured entirely after casting (e.g. by milling, drilling, etc.). Twelfth embodiment (not according to the invention)

[0085] The Figure 12 shows - partly in exploded view - a schematic perspective view of another bogie frame not according to the invention, which also shows a simple variant of the bogie frame 301 from Figure 5The only significant difference to the bogie frame 301 from Figure 5 Here too, the design of the connection between the front longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 and the middle longitudinal beam section 302.2.

[0086] When executing Figure 12 On the top and bottom sides of the solebar 302, a separate tab 325 and 326 is provided, respectively, bridging the joint 302.7. These tabs are fastened by means of several bolts 327 to the front and rear solebar sections 302.1 and 302.3, respectively, and to the middle solebar section 302.2. However, it is understood that the connection can also be made in any other suitable manner. Thus, any connection with frictional connection, positive connection, or material connection, or any combination thereof, can be selected depending on the expected load situations on the bogie. Thirteenth embodiment

[0087] The Figure 13 shows - partly in exploded view - a schematic perspective view of a preferred embodiment of the bogie frame according to the invention, which is a variant of the bogie frame 301 from Figure 10 The main difference to the bogie frame 301 from Figure 10 consists in the design of the connection of the front longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 with the middle longitudinal beam section 302.2.

[0088] When executing Figure 13A separate connecting bolt 317 is provided, which is inserted with a slight press fit in the transverse direction (y-direction) of the frame body 301 into corresponding recesses 318 in the front and rear longitudinal beam sections 302.1 and 302.3, respectively, and recesses 319 in the middle longitudinal beam section 302.2. The recesses 319 are each formed in two lateral tabs 302.9 of the middle 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 made in any other suitable manner. Thus, any connection with frictional connection, positive connection, or material connection, or any combination thereof, can be selected depending on the expected load situations on the bogie.

[0089] The connecting bolt 317 is in turn arranged in the region of the lower section of the respective longitudinal beam 302, which is subjected to tensile stress under static loading. Due to its orientation in the transverse direction (y-direction) of the frame body 301, it is also primarily subjected to shear stress under static loading of the frame body.

[0090] The arrangement in the section of the frame body 301 subjected to tensile stress under static load offers the advantage that the support of torques in the area above which is subjected to compressive stress under static load can be carried out simply via stop surfaces 302.10, 302.11 on the front and rear longitudinal beam sections 302.1 and 302.3, respectively, and the central longitudinal beam section 302.2.

[0091] Another advantage is that, due to the high weight of a rail vehicle, a certain compressive load is generally always present in the area subject to static compression, at least for a large portion of the dynamic loads expected during operation. Therefore, a permanent prestress can be assumed between the front and rear solebar sections 302.1 and 302.3, respectively, and the respective central solebar section 302.2. Thus, the connection can even be implemented without additional connecting elements, if necessary.

[0092] The main difference to the version from Figure 10consists in the fact that in the upper section of the frame body 301, which is subjected to compressive stress under static load, an elastic pressure element 328 is arranged at the joint between the front and rear longitudinal beam sections 302.1 and 302.3 and the respective middle longitudinal beam section 302.2. This pressure element 328 is thus located between the stop surfaces 302.10, 302.11 on the front and rear longitudinal beam sections 302.1 and 302.3 and the middle longitudinal beam section 302.2.

[0093] The pressure element 328 has the advantage, on the one hand, that it can easily compensate for manufacturing tolerances between the joining partners, in particular in the area of ​​the stop surfaces 302.10 and 302.11 as well as the recesses 319, so that significantly less effort is required for the production of the bogie frame 301.

[0094] Furthermore, the pressure element 328 is designed to have sufficient suspension properties to form the primary suspension of the chassis comprising the bogie frame 301. It is understood that in this case, during operation of the bogie frame 301, a corresponding relative movement between the front and rear longitudinal beam sections 302.1 and 302.3, respectively, and the central longitudinal beam section 302.2 must be possible.

[0095] In this example, a lifting protection similar to the tab 320 from Figure 10 However, it is understood that in other variants of the invention, a corresponding anti-lift device may be provided. This may also be implemented via a suitable connection between the pressure element and the respective longitudinal beam section.

[0096] It is also understood that the Figures 5 to 13In other variants of the invention, the cross member 303 shown may also be formed not from a gray cast iron material, but, for example, in a conventional manner as a welded construction made of sheet steel and / or as a cast construction made of cast steel. Likewise, the cross member may, of course, also be made of gray cast iron material, while the front and rear longitudinal beam sections are formed entirely or partially as a welded construction made of sheet steel and / or as a cast construction made of cast steel.

[0097] The present invention has been described above exclusively using examples for two-axle bogies. However, it is understood that the invention can also be used in conjunction with any other bogies with a different number of axles.

Claims

1. Running gear frame for a running gear of a rail vehicle with - a frame body (301), which is configured to be supported on at least one wheel unit of said running gear, wherein - said frame body (101; 201; 301) is configured to be substantially H-shaped and has a forward section with two forward longitudinal beam sections (302.1), a middle section with two middle longitudinal beam sections (302.2), and a rear section with two rear longitudinal beam sections (302.3), - said middle section comprises least one transverse beam (303) extending in a transverse direction of said running gear, - said middle section (302.2, 303), connects said forward section (302.1) and said rear section (302.3), - said forward longitudinal beam sections (302.1) are configured to be supported on a leading wheel unit of said running gear, and - said rear longitudinal beam sections (302.3) are configured to be supported on a trailing wheel unit of said running gear, characterized in that - at least said middle section (302.2, 303) of said frame body (301) is monolithically formed of a grey cast iron material, - said forward longitudinal beam sections (302.1) of said forward section and / or said rear longitudinal beam sections (302.3) of said rear section are respectively connected, in particular disengageably connected, to said respective middle longitudinal beam section (302.2) in the region of a joint location (302.7) in a manner rotatable about a transverse axis such that a compression element (328) disposed between said respective longitudinal beam section (302.1, 320.3) and said middle longitudinal beam section (302.2) in the region of said joint location (302.7) takes the function of a primary suspension of said running gear.

2. Running gear frame according to claim 1, characterized in that at least said middle section (302.2) of said frame body (101; 201; 301) is made of a globular grey cast iron material, in particular GGG40.3 or GJS-400-18U LT, respectively.

3. Running gear frame according to any one of the preceding claims, characterized in that, in the region of said respective joint location (104.3; 302.7), at least one connection element (317) is provided, which is connected to said respective longitudinal beam section (302.1, 320.3) and said middle longitudinal beam section (302.2).

4. Running gear frame according to any one of the preceding claims, characterized in that at least one of said components interacting in the region of said joint location (302.7) is at least partially provided with a coating which prevents friction corrosion, in particular with a coating comprising molybdenum (Mo).

5. Running gear for a rail vehicle with a running gear frame (102; 202; 302) according to any one of the preceding claims.

6. Method for producing a running gear frame according to any one of the preceding claims.

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