Running gear for a rail vehicle and rail vehicle

Abstract

The invention relates to a chassis, comprising a chassis frame (1), at least one wheelset (2), at least one fully sprung drive motor (3), and at least one axle-mounted transmission (4), wherein the chassis frame (1) has a first longitudinal member (5), a second longitudinal member (6), a cross member (7), and at least one head member (8) pivotally connected to the first longitudinal member (5) and pivotally connected to the second longitudinal member (6), and wherein the at least one drive motor (3) is coupled to the at least one wheelset (2) via the at least one transmission (4).To achieve a torsionally flexible chassis, it is proposed that the chassis frame (1) is formed from open profiles, which connects at least one drive motor (3) to a first profile web of the cross member (7) via a first bearing (12) and a second bearing (13), and that a motor torque support (14) is connected to the at least one drive motor (3) and to the at least one head support (8).

Description

[0001] The invention relates to a running gear for a rail vehicle, with a running gear frame, with at least one wheelset which is rotatably coupled to the running gear frame, with at least one fully suspended drive motor, with at least one axle-mounted transmission, wherein the running gear frame has a first longitudinal member, a second longitudinal member, a cross member and at least one end member which is articulated to the first longitudinal member and articulated to the second longitudinal member, and wherein the at least one drive motor is coupled to the at least one transmission and the at least one transmission is coupled to the at least one wheelset.

[0002] The invention further relates to a rail vehicle with at least one chassis according to the invention.

[0003] To ensure high derailment safety, rail vehicle bogies often need to be designed to be flexible and / or heavily sprung. This is particularly important when traveling on track with significant torsional distortion and / or significant track geometry errors.

[0004] In order to achieve energy-efficient and track-friendly operation of rail vehicles, low-mass bogies are often required.

[0005] For example, DE 28 26 155 A1 is known from the prior art, which shows a torsionally flexible chassis for rail vehicles. The chassis comprises longitudinal members and cross members that are welded together. The longitudinal members, which are arranged on the cross members, are formed from closed first profiles. The cross members are formed from open second profiles.

[0006] Furthermore, WO 2017 / 133954 A1 describes a bogie for a rail vehicle with internally mounted wheelsets. A drive motor of the bogie is connected to a bogie frame via a three-point bearing. A cross member of the bogie frame can have open profiles. Vertical forces from the three-point bearing of the drive motor can be directed close to the shear centers of the open profiles.

[0007] The invention is based on the object of specifying a further developed chassis with a force introduction from a drive bearing into a chassis frame that promotes the torsional properties of the chassis.

[0008] According to the invention, this object is achieved with a chassis according to claim 1, in which the chassis frame is formed from open profiles, the at least one drive motor is connected to a first profile web of the cross member via a first bearing and a second bearing, and a motor torque support is connected to the at least one drive motor and to the at least one head carrier.

[0009] The use of the motor torque support in conjunction with the articulated endcarriage and the open profiles of the bogie frame ensures that the drive motor connected to the bogie frame influences the bogie's torsional properties only to an acceptable extent. The bogie is torsionally flexible, which reduces wheel loads (e.g., due to track distortion) and improves safety against derailment.

[0010] Due to the fully suspended drive motor and the axle-mounted transmission, the chassis according to the invention has a partially suspended drive, which has a reduced structural and manufacturing complexity compared to, for example, a fully suspended hollow shaft drive.

[0011] The open profiles of the chassis frame result in a moderate mass of the chassis.

[0012] Further advantageous embodiments of the chassis according to the invention are set forth in the subclaims. The invention is explained in more detail below using an exemplary embodiment.

[0013] It shows, for example: Fig. 1: A floor plan of a section of an exemplary embodiment of a rail vehicle according to the invention with an exemplary embodiment of a chassis according to the invention, wherein a drive motor is connected via a two-point bearing to a cross member of a chassis frame formed from open profiles and via a motor torque support to a head member of the chassis frame which is articulated to longitudinal members of the chassis frame.

[0014] Fig. 1 shows a floor plan of a section of an exemplary embodiment of a rail vehicle according to the invention with an exemplary embodiment of a chassis according to the invention.

[0015] The chassis has a chassis frame 1, a wheelset 2, which is coupled to the chassis frame 1 by means of an external bearing so as to be rotatable about a wheelset longitudinal axis, a fully suspended drive motor 3 and an axle-mounted transmission 4.

[0016] The chassis frame 1 has a first longitudinal member 5, a second longitudinal member 6, a cross member 7 and a head member 8 which is articulated to the first longitudinal member 5 and articulated to the second longitudinal member 6.

[0017] Due to the external bearing arrangement, the first longitudinal member 5 and the second longitudinal member 6 are arranged outside an area delimited by the wheels of the wheelset 2. A first primary spring 9 is arranged between a first wheelset bearing of the wheelset 2 and the first longitudinal member 5, and a second primary spring 10 is arranged between a second wheelset bearing of the wheelset 2 and the second longitudinal member 6.

[0018] The drive motor 3 is coupled to the transmission 4 via an articulated coupling 11 designed as a curved-tooth coupling. The transmission 4 is in turn coupled to a wheelset shaft of the wheelset 2.

[0019] The first longitudinal member 5, the second longitudinal member 6 and the cross member 7 of the chassis frame 1 are formed from open profiles which have double-T cross sections.

[0020] These open profiles are formed exclusively from parts comprising upper chords, profile webs, and lower chords, which are arranged at right angles to each other. Inclined ribs are omitted.

[0021] The drive motor 3 is connected to a first profile web of the cross member 7 via an elastic first bearing 12 and an elastic second bearing 13, whereby a two-point bearing is formed between the drive motor 3 and the cross member 7.

[0022] In addition, a motor torque support 14, which is arranged over the wheelset shaft of the wheelset 2, is connected to the drive motor 3 and to the end carriage 8.

[0023] A transmission torque support 15 is connected to the transmission 4 and to the first profile web of the cross member 7. However, according to the invention, it is also conceivable that the transmission torque support 15 is connected to a second profile web of the cross member 7.

[0024] The drive motor 3 and the transmission 4 are connected to the cross member 7 in areas of shear centers of profile cross sections of the cross member 7.

[0025] The cross member 7 has a first recess 16 and a second recess 17, which are arranged offset from a chassis longitudinal axis 19 in the direction of a chassis transverse axis 18 and which guide the cross member 7 parallel to a Fig. 1are formed so as to penetrate the projecting vertical axis 20 of the landing gear. Transverse dampers and transverse buffers of the landing gear are arranged on the inner edges of the first recess 16 and the second recess 17.

[0026] On a chassis underside, a magnetic rail brake 21 with a first magnetic rail brake unit 22 and a second magnetic rail brake unit 23 is connected to the chassis frame 1, wherein a vertically aligned first longitudinal driving device 24 of the first magnetic rail brake unit 22 and a vertically aligned second longitudinal driving device 25 of the second magnetic rail brake unit 23 are connected to the lower chords of the open profiles of the chassis frame 1.

[0027] The first magnetic track brake unit 22 is connected to the bogie frame 1 in a first transition area between the cross member 7 and the first longitudinal member 5. The second magnetic track brake unit 23 is connected to the bogie frame 1 in a second transition area between the cross member 7 and the second longitudinal member 6. Therefore, loads from braking forces of the magnetic track brake 21 do not act indirectly as torques on the bogie frame 1, but directly (i.e., as forces) on the lower chords.

[0028] A rolling ring support 28 milled from solid and therefore monolithic is connected to the cross member 7 for the transmission of force between the chassis and a car body 26 of the rail vehicle via a rolling ring 27.

[0029] The rolling ring carrier 28 has no welds and is designed to be flexible, which reduces wheel loads on the running gear and increases the derailment safety of the running gear.

[0030] Furthermore, a first secondary spring 29 and a second secondary spring 30 are arranged between the cross member 7 and the car body 26.

[0031] According to the invention, it is also conceivable that, for example, at least one brake actuator of a disc brake or a block brake is connected to the first profile web of the cross member 7, to the second profile web of the cross member 7 or to a third profile web of the first longitudinal member 5.

[0032] It is possible, for example, for the brake actuator to be connected to the chassis frame 1 in the region of a first shear center of a first profile cross-section of the cross member 7 or in the region of a second shear center of a second profile cross-section of the first longitudinal member 5.

[0033] The rail vehicle according to the invention comprises two bogies designed as motor bogies at the front and rear of the rail vehicle, as well as a running gear in the center of the vehicle. In the running gear, a shaft brake disc is arranged in the center of the wheelset. A shaft brake actuator is connected centrally to a running gear frame in the transverse direction of the running gear. List of names

[0034] 1Bogie frame 2Wheelset 3Drive motor 4Gearbox 5First longitudinal member 6Second longitudinal member 7Cross member 8End member 9First primary spring 10Second primary spring 11Coupling 12First bearing 13Second bearing 14Engine torque support 15Gearbox torque support 16First recess 17Second recess 18Bogie transverse axis 19Bogie longitudinal axis 20Bogie vertical axis 21Magnetic track brake 22First magnetic track brake unit 23Second magnetic track brake unit 24First longitudinal drive device 25Second longitudinal drive device 26Car body 27Rolling ring 28Rolling ring support 29First secondary spring 30Second secondary spring

Claims

1. A running gear for a rail vehicle, comprising a running gear frame (1), at least one wheel set (2) which is rotatably coupled to the running gear frame (1), at least one fully suspended drive motor (3), and at least one axle-mounted transmission (4), wherein the running gear frame (1) comprises a first longitudinal member (5), a second longitudinal member (6), a cross member (7), and at least one end member (8) which is articulated to the first longitudinal member (5) and articulated to the second longitudinal member (6), and wherein the at least one drive motor (3) is coupled to the at least one transmission (4), and the at least one transmission (4) is coupled to the at least one wheel set (2), characterized in thatthe chassis frame (1) is formed from open profiles, the at least one drive motor (3) is connected to a first profile web of the cross member (7) via a first bearing (12) and a second bearing (13), and a motor torque support (14) is connected to the at least one drive motor (3) and to the at least one head carrier (8).

2. Chassis according to claim 1, characterized in that a transmission torque support (15) is connected to the at least one transmission (4) on the one hand and to the first profile web of the cross member (7) or to a second profile web of the cross member (7) on the other hand.

3. Chassis according to claim 2, characterized in that the at least one drive motor (3) and the at least one gear (4) are connected to the cross member (7) in regions of shear centers of profile cross sections of the cross member (7).

4. Chassis according to one of claims 1 to 3, characterized in thatthe at least one drive motor (3) is connected to the at least one transmission (4) via an articulated coupling (11).

5. Chassis according to one of claims 1 to 4, characterized in that the open profiles of the chassis frame (1) are formed exclusively from parts which are arranged at right angles to one another.

6. Chassis according to one of claims 1 to 5, characterized in that the cross member (7) has at least one first recess (16) which is designed to penetrate the cross member (7) parallel to a chassis vertical axis (20), wherein at least one transverse damper and / or at least one transverse buffer is / are arranged in or on the at least first recess (16).

7. Chassis according to one of claims 1 to 6, characterized in thata magnetic rail brake (21) is connected to the chassis frame (1), wherein at least one first longitudinal driving device (24) of a first magnetic rail brake unit (22) of the magnetic rail brake (21) is connected to a lower chord of the open profiles of the chassis frame (1).

8. Chassis according to claim 7, characterized in that the at least first magnetic rail brake unit (22) is connected to the lower flange of the open profiles of the chassis frame (1) in a transition region between the cross member (7) and the first longitudinal member (5).

9. Chassis according to one of claims 1 to 8, characterized in that , for power transmission between the chassis and a car body (26) of a rail vehicle via a rolling ring (27), to which a monolithic rolling ring support (28) is connected to the chassis frame (1).

10. Chassis according to one of claims 1 to 9, characterized in thatat least one brake actuator of a disc brake or a block brake is connected to the first profile web of the cross member (7), to the second profile web of the cross member (7) or to a third profile web of the first longitudinal member (5).

11. Chassis according to claim 10, characterized in that the at least one brake actuator is connected to the chassis frame (1) in the region of a first shear center of a first profile cross-section of the cross member (7) or in the region of a second shear center of a second profile cross-section of the first longitudinal member (5).

12. Chassis according to one of claims 1 to 11, characterized in that the first longitudinal member (5), the second longitudinal member (6) and the cross member (7) are formed from the open profiles.

13. Chassis according to one of claims 1 to 12, characterized in that the at least one wheel set (2) is rotatably coupled to the chassis frame (1) by means of an external bearing.

14. Rail vehicle with at least one chassis according to one of claims 1 to 13.

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