Locomotive frame with fender for a rail vehicle

Abstract

A locomotive frame (10) for a rail vehicle, in particular a locomotive such as a center-cab locomotive, for receiving and supporting vehicle components, comprises a track clearer (1) attached to an end pointing in the longitudinal direction (L) of the locomotive frame (10) and at least one flat lifting support (61, 63) arranged sectionally above the track clearer (1) for a lifting device for lifting the rail vehicle, in particular for gripping underneath by a lifting device such as a lifting cylinder to be applied vertically from below. (Fig. 1)

Description

[0001] The present invention relates to a road clearer, in particular a road clearer with a snowplow function, and to a locomotive frame with a road clearer for a rail vehicle, in particular a center-cab locomotive. Furthermore, the present invention relates to a locomotive, in particular a center-cab locomotive, with a road clearer and / or a locomotive frame. background

[0002] Rail vehicles, especially locomotives, including center-cab locomotives, are generally equipped with track clearers. These clearers are specifically designed to meet the load assumptions and design criteria of DIN EN 15227 and are mandatory equipment for rail vehicles in Europe. The primary function of track clearers is to remove obstacles from the rail vehicle's track and to provide protection in the event of a collision with obstacles on the rails. In a preferred design, track clearers also function as snowplows, although this is not mandatory in Europe. Track clearers are also commonly referred to as arrow-shaped deflectors, as they can consist of two clearing segments arranged in an arrow or V-shape to deflect or divert obstacles from the rail vehicle's track.

[0003] A constant challenge in the design and construction of rail vehicles, especially locomotives, is the need to rerail them. This typically involves predefined coupling interfaces on the locomotive frame, where a lifting device can be attached to raise the locomotive. The same applies in the event of an accident and / or damage to the locomotive, where it is necessary either to derail the locomotive or, in the case of a frontal impact that has damaged the track clearer and / or load-bearing frame structures in the front area, to enable the fastest possible maintenance and / or repair of the rail vehicle in order to resume operation as quickly as possible.

[0004] Various lifting systems for rerailing a rail vehicle exist in the prior art. Different track clearers for rail vehicles are described in WO 2015 / 128 166 A1, CN 205223963 U and US 517 478 A. For example, it is stated that

[0005] EP 3 019 381 B1 discloses a lifting system for a locomotive, which has coupling-like gripping jaws that are attached to a front-mounted component in the area of ​​the

[0006] The track clearer can engage a fixed coupling structure behind the locomotive frame in order to lift the locomotive.

[0007] The lifting system described in EP 3 019 381 B1 is, however, structurally complex and requires considerable space, as well as, in particular, access to the coupling structure from the front and above, behind the snowplow. In the event of damage, for example in a frontal collision, it is possible that the snowplow and / or frame components behind it are damaged, thus preventing access. In this case, it is then necessary to first dismantle at least the snowplow and possibly other locomotive components, destructively, in order to allow access to the decoupling structure. Summary

[0008] One object of the present invention is to overcome the disadvantages of the prior art, in particular to improve a road clearer and a locomotive frame in such a way that lifting the rail vehicle is made easier, in particular the accessibility for a lifting device for lifting the rail vehicle is improved.

[0009] This problem is solved by the subject matter of independent claims.

[0010] A track clearer for a rail vehicle, in particular a locomotive such as a center-cab locomotive, is provided. The track clearer can be rigidly connected to the locomotive frame of the rail vehicle. The locomotive frame generally serves to support or attach vehicle components, such as the drive and auxiliary units as well as the superstructure, such as the driver's cab. The locomotive frame according to the invention is, in particular, a self-supporting frame to which all assemblies of the rail vehicle can be attached, in particular bolted, in a non-load-bearing manner and which essentially assumes the entire load-bearing function and / or has sufficient stability to support all vehicle components to be attached. For example, the track clearer has a snowplow function.

[0011] The track clearer according to the invention comprises two clearing blades arranged to form a V- or arrow-shaped, in particular continuous, clearing front. This enables the track clearer to remove or divert obstacles from the track of the rail vehicle by means of the clearing blades, which are inclined with respect to a longitudinal direction and / or a direction of travel of the rail vehicle, and / or to provide protection in the event of a collision with obstacles located on the rails by protecting the running gear or frame components of the rail vehicle and removing them from the track, in particular providing a snowplow function. The two clearing blades can be provided as separate components, in particular designed as mirror images, and attached to each other to form the clearing front, or they can be manufactured as a single piece.The clearance front can be axially symmetrical with respect to a central axis of the rail vehicle.

[0012] At least one snowplow blade, and in particular both snowplow blades, has a central segment extending over at least 50% of the length of the respective blade, located adjacent to the other snowplow blade, and an outer segment facing away from the other snowplow blade, which is detachably connected to it, in particular non-destructively. The central segment thus extends directly from the adjacent snowplow blade to the adjoining outer segment. The detachable connection between the central and outer segments makes it possible, if necessary, such as in the event of a frontal collision of the rail vehicle, damage, or during maintenance and / or repair work, to release the connection between the central and outer segments in order to gain better access to the components required for the respective task, such as the locomotive frame and / or the rear of the snowplow.A further advantage is that, due to the distance between the outer segment and the middle segment, space is easily created in this area to allow for the attachment of a lifting device for raising the rail vehicle. The connection is designed in such a way that it can be detached non-destructively, i.e., without damaging or destroying the connection, the middle segment, and / or the outer segment. The inventors of the present invention have found that the position of the lateral end sections of the clearing blades of the track clearer is particularly well suited as an access point for a lifting device for raising the rail vehicle. The multi-part design of the track clearer according to the invention allows this position to be utilized in a structurally simple manner.The connection between the middle and outer segments can be designed to create a continuous transition, thus forming a unified clearing front. A further advantage of the multi-section design is that if only one part of the snowplow blade is damaged, it can be replaced without having to replace the entire blade.

[0013] In an exemplary embodiment of the present invention, the central segment comprises at least 55%, and in particular at least 60%, 65%, 70%, or at least 75%, of the longitudinal extent of the snowplow blade. It has been found that, for the intended purpose of attaching a lifting device, it is sufficient for the outer segment to comprise at least 15%, at least 20%, or at least 25% of the longitudinal extent of the snowplow blade. This also has the advantage that the predominant part of the snowplow blade is manufactured as a single unit, and is therefore sufficiently stable to provide adequate protection even in the event of an impact.

[0014] In a further exemplary embodiment of the road clearer according to the invention, the middle segment and the outer segment are manufactured separately from one another and detachably attached to one another, in particular by screws. In other words, the middle segment and the outer segment can be independent parts that are connected to form the clearing blade and thus the road clearer, in particular by fastening them to one another, such as by screws.

[0015] According to an exemplary embodiment of the present invention, the fastening, in particular the screw connection, is oriented away from the further clearing blade towards the surroundings and is freely accessible. This makes it possible, if necessary, to access the fastening in order to loosen it and thus separate the outer segment from the middle segment.

[0016] According to the invention, the middle segment and the outer segment are connected to each other via a predefined separation point, namely a predetermined breaking point. This separation point can be configured to cause and / or allow the separation of the outer segment from the middle segment upon a predetermined external force being applied to the road clearer, in particular to one of the clearing blades. For example, the separation point can be designed such that at least partial separation of the middle and outer segments occurs at the separation point during the impact with an obstacle, in order to accelerate and / or simplify the removal of the outer segment. This makes it possible for the middle and outer segments to be manufactured as a single piece and to be provided with the separation point for the controlled separation of the outer segment from the middle segment.Furthermore, it is possible that the outer segment is manufactured separately from the middle segment, but is connected to each other via a detachable adhesive connection, such as a glued joint or the like, to form the intended separation point.

[0017] According to a further exemplary embodiment of the road clearer according to the invention, the intended separation point is formed by a material weakening, such as a perforation, and / or by a joining seam, such as an adhesive seam.

[0018] According to a further aspect of the present invention, which can be combined with the preceding aspects and exemplary embodiments, a locomotive frame for a rail vehicle, in particular a center-cab locomotive, is provided. The locomotive frame serves, in principle, to support or attach vehicle components, such as the drive and auxiliary units as well as the superstructure, such as the driver's cab. The locomotive frame according to the invention is, in particular, a self-supporting frame to which all assemblies of the rail vehicle can be attached, in particular bolted, in a non-load-bearing manner, and which essentially assumes the entire load-bearing function and / or has sufficient stability to support all the vehicle components to be attached.The locomotive frame can include a supporting structure, particularly one that is at least partially planar and / or flat, for superstructures such as a driver's cab. This supporting structure can have an upper surface facing away from the rails, which is particularly at least partially planar and / or flat and serves to support superstructures such as the driver's cab, a braking system, and propulsion equipment such as a diesel engine. The supporting structure can extend over essentially the entire longitudinal extent of the locomotive frame and / or be located essentially at the same height, thus providing a step-free bearing surface for the components to be supported.Furthermore, the support structure can have an underside facing the rails, which can be designed to allow the mounting and attachment of further vehicle components, such as drive and auxiliary units, for example a transformer, compressed air reservoir, or fuel tank, to the underside of the support structure, in particular by bolting them. The support structure can also include a spring support, in particular crossbeams extending transversely to the longitudinal direction of the locomotive frame, for increased stability, and / or at least one linkage tower for coupling the locomotive frame to a chassis. Furthermore, the locomotive frame according to the invention can have two longitudinal beams extending along an underside of the support structure in the longitudinal direction of the rail vehicle.The longitudinal beams extend over essentially the entire length of the locomotive frame and are primarily intended to ensure the stability of the locomotive frame and / or to provide attachment points for vehicle components to be mounted or fastened. These longitudinal beams can be either outer or inner longitudinal beams. Outer longitudinal beams are characterized by their location essentially at the edges of the supporting structure, and in particular, by their flush alignment with it in a transverse direction. In a cross-sectional view, a locomotive frame with a supporting structure and two outer longitudinal beams essentially forms a U-profile. In contrast, inner longitudinal beams are offset inwards, i.e., positioned closer together to each other, relative to the outer longitudinal beam arrangement.Therefore, the inner longitudinal beams are offset inwards with respect to the outer edge of the supporting structure, which points inwards in the width direction. This creates space between the outer edge and the adjacent inner longitudinal beam on the outside of the inner longitudinal beam for attaching additional components. The locomotive frame with its supporting structure and two inner longitudinal beams essentially has a double-T profile in cross-section. This inner longitudinal beam configuration has proven particularly advantageous because it ensures better force transmission from buffers oriented longitudinally along the vehicle and facing the environment via the supporting structure into the inner longitudinal beams. Furthermore, the inward offset of the inner longitudinal beams offers the advantage of improved accessibility for assembly and / or maintenance, as it allows partial access from the outside to vehicle components located on the underside of the supporting structure, on the outside of the inner longitudinal beam.Furthermore, it has been found that inner longitudinal beams are also suitable for converting rail vehicles from purely diesel-powered operation to hybrid and / or electric operation. This retrofit option is not available for outer longitudinal beams. At least one of the longitudinal beams can have a widening transversely along its length to enlarge the space between the two longitudinal beams for vehicle components such as drive and auxiliary units, for example, a transformer, compressed air reservoir, and / or a fuel tank. Starting from the opposite longitudinal ends of the locomotive frame or the two longitudinal beams, the widening can be located beyond, and in particular between, a connection point for connecting and coupling to a bogie of the rail vehicle.In other words, the distance between the two longitudinal beams at the longitudinal ends of the locomotive frame can be smaller than in an intermediate section where the frame widens. The requirements for accommodating additional components, such as a transformer, particularly with hybrid and / or electrically powered locomotives, necessitate a different space requirement than was the case with purely diesel-powered locomotives. The widening of the frame allows for the reliable accommodation of large components, such as the transformer, without compromising stability or requiring the relocation of other components. Furthermore, at least one of the longitudinal beams, and in particular both longitudinal beams, can exhibit a transverse bulge along its length, extending at least 25% and at most 150% of the respective beam's height.In other words, the bulge increases the height of the respective longitudinal beam by 25% or 150% of the height of the longitudinal beam adjacent to the bulge. When installed in the rail vehicle or in operational condition, the bulge is oriented vertically, specifically in the direction of the rails. For example, the bulge is at least 30% and at most 125%, in particular at least 35% and at most 100%, at least 35% and at most 85%, at least 40% and at most 75%, or at least 45% and at most 55%, of the height of the respective longitudinal beam. The bulge fundamentally increases the stiffness of the longitudinal beam, especially of the unit consisting of the longitudinal beam and the supporting structure, and thus of the entire locomotive frame. Furthermore, it addresses the requirement or challenge regarding the limited space available.The available space on the underside of the support structure facing the rails is taken into account. The bulge provided according to the invention, in its specific dimensions, represents an optimal compromise between increased stability and consideration of available space.

[0019] The locomotive frame according to the invention comprises a track clearer, designed in particular according to one of the aspects and / or exemplary embodiments described above, and attached to an end pointing longitudinally in the direction of travel of the locomotive frame. The locomotive frame may have an interface at its front end for attaching the track clearer to the locomotive frame.

[0020] Furthermore, the locomotive frame according to the invention comprises at least one flat lifting bracket for a lifting device for lifting the rail vehicle, in particular for lifting by a lifting device such as a lifting cylinder attached vertically from below, arranged at least partially above the track clearer, in particular at least partially above one of the clearing blades. In particular, the at least one flat lifting bracket is arranged in the width direction of the locomotive frame at least partially above the track clearer. The lifting bracket can be fixedly connected to the locomotive frame and / or be configured to provide a suitable point of application for the lifting device and to transmit the lifting force applied by the lifting device into the locomotive frame.Due to its particularly thin, flat design, the lifting chock requires little space, and, as in Example 2, its lifting cylinder can be attached to it from below, ensuring optimal force transmission to the locomotive frame. Because the lifting chock is positioned above the track clearer, it remains undamaged and / or accessible even in the event of damage, such as after the track clearer collides with a heavy obstacle, thus ensuring that the lifting device can still be used to lift the rail vehicle.

[0021] In an exemplary embodiment of the locomotive frame according to the invention, the lifting arm is arranged in the region of a lateral end section of 50%, in particular 60%, 65%, 70% to 100% or 75% to 100% of the total longitudinal extent of the track clearer. In other words, the lifting arm is located in the region of a lateral end of the track clearer and is therefore particularly easily accessible from the outside, especially without having to bridge or bypass other components, such as chassis and / or frame components, to reach the lifting arm.

[0022] According to a further exemplary embodiment of the locomotive frame according to the invention, the lifting claw has a substantially rectangular base and / or is arranged at the same height, with respect to the longitudinal direction of the locomotive frame, as the track clearer. Due to the fact that the track clearer essentially forms the foremost front of the rail vehicle, possibly excluding any buffer coupling that may be present, it is advantageous to also arrange the lifting claw as far forward as possible with respect to the longitudinal direction of the vehicle in order to achieve the best possible accessibility.

[0023] In a further exemplary embodiment of the present invention, the track clearer is designed according to one of the aspects or exemplary embodiments described above, and the lifting claw is arranged in the area of ​​the detachable outer segment. This allows the multi-part design of the track clearer according to the invention to be utilized, if necessary, by disassembling the outer segment from the middle segment to expose the entire space below the lifting claw for the lifting device and / or maintenance and / or repair work. According to an exemplary further development, a dimension of the outer segment in the width direction transverse to the longitudinal direction of the locomotive frame is larger than a width dimension of the lifting claw. This ensures that the entire lifting claw is released and accessible to the lifting device without any part of the clearing blade obstructing it.

[0024] According to a further exemplary embodiment of the present invention, the lifting jaw is arranged and / or a dimension of the outer segment is matched to a dimension and / or position of the lifting jaw such that, when the outer segment is detached, the lifting jaw is accessible to a lifting device, in particular to a lifting cylinder attached vertically to the lifting jaw from below. The matching of the lifting jaw and the outer segment reliably ensures the best possible accessibility of the lifting jaw for lifting the rail vehicle.

[0025] According to a further aspect of the present invention, which can be combined with the preceding aspects and exemplary embodiments, a locomotive, in particular a center-cab locomotive, is provided for a rail vehicle, comprising at least one track clearer designed according to one of the preceding aspects and / or exemplary embodiments and / or a locomotive frame designed according to one of the preceding aspects and / or exemplary embodiments. For example, a driver's cab, in particular a center-cab cab, is arranged, and in particular attached, to a top surface of the supporting structure facing away from the rails.

[0026] Preferred embodiments are specified in the dependent claims.

[0027] Further properties, features and advantages of the invention will be clarified below by describing preferred embodiments of the invention with reference to the accompanying exemplary drawings, which show: Description of exemplary implementations

[0028] Fig. 1 a perspective view of an exemplary embodiment of a road clearer according to the invention; Fig. 2 the road clearer made of Figure 1 in perspective rear view; Fig. 3 a bottom view of a section of an exemplary embodiment of a locomotive frame according to the invention; Fig. 4 a perspective view of a locomotive frame made of Figure 3 ; and Fig. 5 of the locomotive frame made of Figure 4 in an alternative operating state.

[0029] In the following description of exemplary embodiments of the present invention, a road clearer according to the invention is generally designated by reference numeral 1, which, according to the exemplary embodiments, also has a snowplow function, and a locomotive frame according to the invention is generally designated by reference numeral 10. In the example shown in the accompanying figures, the locomotive frame 10 is an inner longitudinal beam variant for a center-cab locomotive. In contrast to outer longitudinal beam variants, in which the outer longitudinal beams are arranged essentially at the edges of the locomotive frame 10 and, in particular, are flush with it in a transverse direction, the inner longitudinal beams are offset inwards in the transverse direction, i.e., shifted towards each other compared to the outer longitudinal beam arrangement.

[0030] Referring to the Figure 1 and 2An exemplary embodiment of a road clearer 1 according to the invention is shown in isolation, which Figures 3 to 5 show exemplary embodiments of a locomotive frame 10 according to the invention with a road clearer 1 according to the invention.

[0031] The locomotive frame 1 according to the invention comprises two snowplow blades 3, 5, which are arranged to form a V- or arrow-shaped snowplow front 7. The snowplow blades 3, 5 are concavely curved and have essentially the same curvature, resulting in a continuous, uniform snowplow front 7.

[0032] Both clearing blades 3, 5 are designed in at least two parts and comprise a larger central segment 9, 11 and each an outer segment 13, 15 connected to the central segment 9, 11. The outer segments 13, 15 are in particular detachably connected to the associated central segment 9, 11 without damage. Figure 2), in order to release the connection between the central segment 9, 11 and the outer segment 13, 15 if necessary, such as in the event of a frontal impact of the rail vehicle, damage, or during maintenance and / or repair work, in order to gain better access to the components required for the respective need, such as the locomotive frame 10 and / or a rear side of the track clearer 1. An adapter piece 19, extending essentially across the entire width of the track clearer 1 transversely to the longitudinal direction of the rail vehicle, is attached to an underside 17 of the track clearer 1 that is in contact with the ground and forms a scoop-like extension of the track clearer 1. The multi-part design of the clearing blades 3, 5 is in Figure 1indicated by the seam or separation points indicated by reference symbols 21, 23, at which the respective middle segment-outer segment pairs 9, 13 and 11, 15 are abutting each other, in such a way that the clearance front 7 continues continuously into the area of ​​the outer segments 13, 15.

[0033] Figure 2 positions the road clearer 1 according to Figure 1 from the rear view. As it appears in Figure 2 As can be seen, the snowplow blades 3, 5, in particular the central segments 9, 11 as well as the outer segments 13, 15, are held by a support structure, which is generally marked with reference numeral 25. The support structure 25 forms the interface for connecting the snowplow 1 to the locomotive frame 10. For coupling or fastening the support structure 25 to the locomotive frame 10, the support structure 25 has coupling interfaces 27, 29, 31 pointing away from the snowplow blades 3, 5. Figure 2It is further evident that the support structure 25 is also multi-part and comprises a central support 33, manufactured in one piece, and two separate outer supports 35, 37, each assigned to one of the outer segments 13, 15. The central support 33 and the outer supports 35, 37 are each attached to or firmly connected with the corresponding assigned snowplow segments.

[0034] Further referring to Figure 2The detachable connection between the outer segments 13, 15 and their respective associated central segments 9, 11, indicated by reference numeral 39, is evident. In the exemplary embodiment shown in the figures, the detachable connection 39 is realized by a screw connection in the area of ​​the support structure 25. The central support 33 has a fastening interface at each of its two lateral ends 41, 43 for connection to the respective outer support 35, 37, which has a correspondingly shaped fastening interface formed, according to the exemplary embodiment, by pairs of overlapping end faces. In the area of ​​the overlapping end faces, pairs of screws 45, 47 are provided for the fastening of central segment 3, 5 and outer segment 13, 15, particularly in a non-destructive manner.

[0035] Referring to the Figures 3 to 5An exemplary embodiment of a locomotive frame 10 according to the invention is explained in more detail with reference to three different views. The bottom view according to Figure 3 Figure 1 shows a front end section 49 of the locomotive frame 10, located in the direction of travel of the rail vehicle. This section basically comprises a support structure 51 for rail vehicle superstructures, such as a driver's cab, and / or drive and auxiliary elements, and two longitudinal beams 55, 57 extending in the longitudinal direction L along an underside 53 of the support structure 51. These longitudinal beams terminate in a common bridge section 59, which extends transversely to the longitudinal direction L in the width direction B. The bridge section 59 also serves to attach and support the track clearer 1 and has corresponding fastening structures for this purpose at the coupling interfaces 27, 29, 31. From a summary of the Figures 3 and 4Two lifting claws 61, 63 are shown, arranged at a distance from each other in the lateral direction B and at the same height with respect to the longitudinal direction L. These claws are located on the underside of the bridge section 59 facing the direction of the roadway clearer 1. The lifting claws 61, 63 are essentially flat plate structures that are oriented in a horizontal plane when in use and are intended to be used by a lifting device to lift the rail vehicle, in particular to be engaged by such a device, such as a lifting cylinder device attached vertically from below.

[0036] The special feature of the presentation according to Figure 3The road clearer 1 is partially disassembled. In the area of ​​the lifting arm 61, the outer segment 15 is detached, while the opposite outer segment 13 is still mounted on the corresponding central segment 5. A comparison of the two end sections of the road clearer 1 shows that the lifting arm 61 is essentially completely free access in order to be used optimally by the lifting device, while the lifting arm 63 is still partially obscured by the adjacent outer segment 13.

[0037] In Figure 4 is the locomotive frame 10 according to Figure 3 shown in a perspective front view, with in Figure 4 The road clearer 1 is fully assembled, i.e., both outer segments 13, 15 are mounted. The lifting claws 61, 63 are located vertically above the outer segments 13, 15 and are smaller in width B than the two outer segments 13, 15 (see figure). Figure 3 ). Figure 5shows the locomotive frame 10 from Figure 4 in the assembled state, i.e., both outer segments 13, 15 are removed. This makes it possible to access the lifting claws 61, 63 from essentially three different directions, namely from both orientations with respect to the longitudinal direction L and in a lateral direction B.

[0038] The features disclosed in the foregoing description, figures and claims can be important for the realization of the invention in its various embodiments, both individually and in any combination. Reference symbol list

[0039] 1 Roadway clearer 3, 5 Clearing blade 7 Clearing front 9, 11 Center segment 13, 15 Outer segment 17 Underside 19 Adapter piece 21, 23 Separation point 25 Support structure 27, 29, 31 Coupling interface 33 Center support 35, 37 Outer support 39 Connection 41, 43 Lateral end 45, 47 Bolt pair 49 End section 51 Support structure 53 Underside 55, 57 Longitudinal beam 59 Bridge section 61, 63 Lifting bracket Longitudinal direction, Broad direction, Vertical direction

Claims

1. Locomotive frame (10) for a rail vehicle, for receiving and supporting vehicle components, comprising - a track clearer (1) attached to an end pointing in the longitudinal direction (L) of the locomotive frame (10), and - at least one planar lifting claw (61, 63), arranged in sections above the track clearer (1), for a lifting device for lifting the rail vehicle, wherein the track clearer (1) for a rail vehicle comprises two clearing plates (3, 5), which are arranged to form a V-shaped clearing front (7), wherein at least one clearing plate (3, 5) has a central segment (9, 11), which extends over at least 50% of a longitudinal extent of the respective clearing plate (3, 5) and is arranged adjacent to the further clearing plate (3, 5), and an outer segment (13, 15), which is detachably connected and faces away from the further clearing plate (3, 5), characterized in that the central segment (9, 11) and the outer segment (13, 15) are connected to one another via a predefined predetermined breaking point.

2. Locomotive frame (10) according to Claim 1, wherein the track clearer (1) defines a total longitudinal extent and the lifting claw (61, 63) is arranged in the region of a lateral end section laterally from 50% to 100% of the total longitudinal extent of the track clearer (1).

3. Locomotive frame (10) according to Claim 1 or 2, wherein the lifting claw (61, 63) has a substantially rectangular base area and / or is arranged in the same longitudinal section as the track clearer (1) in relation to the longitudinal direction (L) of the locomotive frame (10).

4. Locomotive frame (10) according to one of Claims 1 to 3, wherein the outer segment (13, 15) is connected to the central segment (9, 11) in a non-destructively detachable manner.

5. Locomotive frame (10) according to Claim 4, wherein the central segment (9, 11) makes up at least 55% of the longitudinal extent of the clearing plate (3, 5).

6. Locomotive frame (10) according to one of Claims 4 and 5, wherein the central segment (9, 11) and the outer segment (13, 15) are produced separately from one another and are detachably fastened to one another.

7. Locomotive frame (10) according to Claim 6, wherein the fastening is oriented away from the further clearing plate (3, 5) in the direction of the surroundings and is freely accessible.

8. Locomotive frame (10) according to one of the preceding claims, wherein the predetermined breaking point is designed to bring about a separation of the outer segment (13, 15) from the central segment (9, 11) in the event of a predetermined force acting from the outside on the track clearer.

9. Locomotive frame (10) according to one of the preceding claims, wherein the predetermined breaking point is formed by a material weakening, such as a perforation, and / or by a joining seam, such as an adhesive seam.

10. Locomotive frame (10) according to one of the preceding claims, wherein the lifting claw (61, 63) is arranged in the region of the detachable outer segment (13, 15).

11. Locomotive frame (10) according to Claim 10, wherein the lifting claw (61, 63) is arranged vertically above the outer segment (13, 15).

12. Locomotive frame (10) according to Claim 10 or 11, wherein a dimension of the outer segment (13, 15) in the width direction (B) transversely with respect to the longitudinal direction (L) of the locomotive frame (10) is dimensioned to be greater than a width dimension of the lifting claw (61, 63).

13. Locomotive frame (10) according to one of Claims 1 to 12, wherein the lifting claw (61, 63) is arranged in such a way and / or a dimension of the outer segment (13, 15) is coordinated with a dimension and / or position of the lifting claw (61, 63) in such a way that, when the outer segment (13, 15) is detached, the lifting claw (61, 63) is accessible for a lifting device, in particular for a lifting cylinder to be attached to the lifting claw (61, 63) from vertically below.

14. Locomotive, comprising a locomotive frame (10) designed according to one of Claims 1 to 13.

15. Locomotive according to Claim 14, realized as a central driver's cab locomotive.

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