Drive and bogie for a rail vehicle

Abstract

The invention relates to a drive for a rail vehicle, having a drive longitudinal axis (19), a motor (13) and a transmission (14), wherein the motor (13) comprises a motor shaft (21) which is coupled to a transmission shaft (23) of the transmission (14) via a clutch (22) in order to transmit torque between the motor (13) and the transmission (14). In order to reduce bearing reactions of the drive, the invention proposes for the motor (13) to be connected to the transmission (14) via a coupling assembly (24) comprising at least a first coupling means (25) and a second coupling means (26), wherein the first coupling means (25) is in the form of a coupling means (25) which permits relative movements between the motor (13) and the transmission (14) merely due to an elasticity of said first coupling means (25), and wherein the second coupling means (26) is in the form of a pivotable and / or displaceable coupling means.

Description

[0001] 202323684 Drive and chassis for a rail vehicle The invention relates to a drive for a rail vehicle, with a longitudinal drive axis, a motor and a gearbox, wherein the motor comprises a motor shaft which is coupled to a gearbox shaft of the gearbox via a coupling for torque transmission between the motor and the gearbox. If angular or positional misalignments occur between motors and gearboxes, as frequently occurs during operation of a rail vehicle (e.g. due to diving, rolling, pitching or lateral movements of the rail vehicle or its components), this often results in large bearing reactions which can place considerable loads on the motors and gearboxes themselves, but also on structural components to which the motors and gearboxes may be connected, for example. For example, this can also unintentionally restrict movements of the rail vehicle or its components (e.g. suspension processes).WO 2021 / 063947 A1, for example, is known from the prior art, which shows a bogie of a rail vehicle. A motor of the bogie is connected via bearing devices to a cross member and a head member of a bogie frame of the bogie, and via a coupling rod to a car body of the rail vehicle. The motor is connected via a curved-tooth coupling to a gear of the bogie, wherein the gear is coupled to a wheelset of the bogie. Furthermore, WO 2012 / 123438 A1 discloses an internally mounted bogie for a rail vehicle, in which an electric traction motor is connected to a gear housing via a plurality of elastic bushings whose longitudinal axes are aligned parallel to a wheelset longitudinal axis of a wheelset of the bogie. 202323684 The traction motor is connected to a longitudinal member of the bogie frame.The transmission is connected on the one hand to the chassis frame and on the other hand to the wheelset. The invention is based on the object of specifying a further developed drive which enables a reduction in bearing reactions derived from the drive. According to the invention, this object is achieved with a drive according to claim 1, in which the motor is connected to the transmission via a coupling arrangement comprising at least a first coupling device and a second coupling device, wherein the first coupling device is designed as a coupling device which permits relative movements between the motor and the transmission solely due to an elasticity of the first coupling device, and wherein the second coupling device is designed as a pivotable and / or displaceable coupling device.The coupling arrangement reduces the load on components of the drive and, for example, on components to which the drive can be connected. This also enables a division of functions between the first coupling device and the second coupling device. For example, the first coupling device can primarily fulfill a supporting function, while the second coupling device can also assume a torque transmission function in addition to a supporting function, etc. Because the second coupling device is designed to be pivotable and / or displaceable, a partial mechanical decoupling of the motor and the transmission from one another is achieved, thus reducing bearing reactions that can be derived from the drive. The first coupling device and the second coupling device can, for example, be connected to a motor end face of the motor 202323684 and to a transmission end face of the transmission, etc.A coupling longitudinal axis of the first coupling device can, for example, be aligned parallel to the drive longitudinal axis, etc. The second coupling device can, for example, be pivotable about an axis aligned parallel to a drive transverse axis, whereby the partial mechanical decoupling of the motor and the transmission from one another takes place in the direction of the drive longitudinal axis, etc. Due to a reduction in the bearing reactions of the drive, components of the drive and / or components to which the drive can be connected can, for example, be designed to be slim and lightweight. If the drive is connected to a chassis, for example, the reduction in the bearing reactions can, for example,unwanted influences due to bearing reactions on the running behavior of the chassis can be reduced and due to the coupling arrangement between the motor and the transmission, the number of components required to connect the drive to the chassis can be reduced, etc. Further advantageous embodiments of the drive according to the invention emerge from the subclaims. It is advantageous, for example, if a first stiffness of the first coupling device in the direction of the longitudinal drive axis is lower than a second stiffness of the first coupling device transverse to the longitudinal drive axis. As a result of this measure, the first coupling device contributes to a reduction in bearing reactions in the direction of the longitudinal drive axis. The coupling arrangement has, for example, a moderate level of design, manufacturing, and assembly complexity if the first coupling device is bush-shaped.202323684 The first coupling device can, for example, be designed as a cylindrical bushing or flanged bushing with a metallic shell and an elastomer core, etc. If more coupling devices than the first coupling device and the second coupling device are to be used to connect the motor to the transmission, it can be advisable for the coupling arrangement to comprise a pivotable and / or displaceable third coupling device and a pivotable and / or displaceable fourth coupling device, wherein the second coupling device, the third coupling device, and the fourth coupling device are arranged in a polygonal shape. As a result of this measure, the partial mechanical decoupling of the motor and the transmission from one another is not, or not significantly, impaired despite the use of the third coupling device and the fourth coupling device.The third coupling device and the fourth coupling device contribute to the partial mechanical decoupling of the engine and the transmission from one another. The first coupling device, the second coupling device, the third coupling device, and the fourth coupling device can, for example, be arranged surrounding the motor shaft and the transmission shaft, etc. A robust and structurally and technically simple design of the coupling arrangement is obtained if at least the second coupling device is elongated and is connected to the engine and the transmission in an articulated manner. The elongated design of the second coupling device enables, for example, bridging larger distances between the engine and the transmission. The second coupling device can, for example, comprise a pendulum, a link, or a bracket, etc.The second coupling device can, for example, be elastically connected to the motor and / or the transmission, etc. 202323684 A distributed transmission of reaction forces and reaction moments between the motor and the transmission is made possible if at least the first coupling device, a first end of the second coupling device, and a second end of the second coupling device are arranged at corners of an imaginary polygon. The coupling arrangement can, for example, have coupling devices in a triangular or pentagonal arrangement, etc. A further advantageous solution is obtained if at least the second coupling device is designed as a plain bearing that can be moved parallel to the longitudinal drive axis. This measure achieves the partial mechanical decoupling of the motor and the transmission from one another without the need for pendulums, links, or brackets, etc.The plain bearing can be compact and, for example, telescopic, wherein the displaceability of the plain bearing can be achieved, for example, by adjusting the length of the plain bearing, etc. It is, for example, possible for the coupling arrangement to have a plurality of plain bearings, which can, for example, be arranged surrounding the motor shaft and the transmission shaft, etc. It is also helpful if at least the first coupling device is arranged closer to a neutral fiber of the coupling arrangement than the second coupling device or at least a first end of the second coupling device. As a result of this measure, the first coupling device can contribute to reducing bearing reactions of the drive, despite its characteristic of allowing relative movements between the motor and the transmission solely due to its elasticity.Although the second coupling device or the first end of the second coupling device is arranged further away from the neutral fiber than the first coupling device, 202323684 the fact that the second coupling device is pivotable and / or displaceable contributes to a mechanical decoupling of the motor and the transmission from one another and thus to a reduction in bearing reactions. An advantageous solution is also obtained if a motor housing of the motor is connected to a transmission housing of the transmission by means of the coupling arrangement, wherein at least the first coupling device and the second coupling device are directly connected to the motor housing and directly to the transmission housing. This makes it possible to dispense with a component arranged between the motor and the transmission for receiving the coupling arrangement (e.g. a plate or a disk, etc.).Angular and positional compensation between the motor and the transmission is made possible if the coupling is designed as an angular and positional misalignment compensating coupling. The coupling can be designed, for example, as a curved-tooth coupling. However, it is also possible to design the coupling as an arrangement of universal joints that can be moved in the direction of the longitudinal drive axis, etc. It can also be advantageous if the motor has precisely one first receptacle for a first bearing device for connecting the motor to a chassis frame and the transmission has precisely one second receptacle for a second bearing device for connecting the transmission to the chassis frame. This measure reduces the structural and connection-related complexity of a drive bearing. A promising field of application for the drive according to the invention is opened up with a chassis for a rail vehicle with at least one drive according to the invention.202323684 A preferred solution is achieved if the drive motor is connected to a first longitudinal member of a landing gear frame via precisely one first bearing device, and the drive transmission is connected to a cross member of the landing gear frame via precisely one second bearing device, wherein the transmission is coupled to a wheel set or a wheel pair of the landing gear. This measure reduces the number of connections between the drive and the landing gear frame. The available space budget of the landing gear can be used efficiently. The motor can, for example, be arranged transversely in the landing gear, wherein the drive longitudinal axis of the drive can be aligned parallel to a transverse axis of the landing gear, etc.

[0002] 202323684 The invention is explained in more detail below using exemplary embodiments. They show, by way of example: Fig. 1: A floor plan of a section of an exemplary embodiment of an externally mounted chassis according to the invention with an exemplary first embodiment of a drive according to the invention with a motor and a transmission which are connected to one another via a coupling arrangement, Fig. 2: A diagram which shows positions of coupling devices of a coupling arrangement in a triangular arrangement between a motor and a transmission of an exemplary second embodiment of a drive according to the invention, and Fig. 3: A diagram which shows positions of coupling devices of a coupling arrangement in a pentagonal arrangement between a motor and a transmission of an exemplary third embodiment of a drive according to the invention.

[0003] 202323684 Fig. 1 shows a floor plan of a section of an exemplary embodiment of an externally mounted bogie according to the invention for a rail vehicle with an exemplary first embodiment of a drive according to the invention. The bogie has a bogie frame 1 with a first longitudinal member 2 and a second longitudinal member 3 as well as a cross member 4. A wheelset 5 comprising a wheelset shaft 6 as well as a first wheel 7 and a second wheel 8, which are fixedly connected to the wheelset shaft 6, is coupled to the bogie frame 1 via a first wheelset bearing, a first wheelset bearing housing, a first swing arm and a first wheelset guide bush, which are not shown in Fig. 1, as well as via a first primary spring 9, which is arranged between the first wheelset bearing housing and the first longitudinal member 2.The wheelset 5 is further coupled to the bogie frame 1 via a second wheelset bearing, a second wheelset bearing housing, a second swing arm, and a second wheelset guide bushing (not shown in Fig. 1), as well as via a second primary spring 10 arranged between the second wheelset bearing housing and the second longitudinal member 3. The bogie is, as mentioned, an externally mounted bogie, with the first wheelset bearing and the second wheelset bearing being arranged outside a region of the wheelset 5 delimited by the first wheel 7 and the second wheel 8, and the first longitudinal member 2 and the second longitudinal member 3 being arranged outside this region. The cross member 4 is connected to the first longitudinal member 2 and to the second longitudinal member 3. A first secondary spring 11 and a second secondary spring 12 are arranged on the cross member 4 to connect the bogie to a rail vehicle body.202323684 The drive has a motor 13 and a gearbox 14. The motor 13 is connected to the first longitudinal member 2 via exactly one elastic first bearing device 15. The gearbox 14 is connected to the cross member 4 via exactly one second bearing device 16, which is designed as a torque arm. For this purpose, the motor 13 comprises exactly one first receptacle 17 for the first bearing device 15 for connecting the motor 13 to the chassis frame 1. The gearbox 14 has exactly one second receptacle 18 for the second bearing device 16 for connecting the gearbox 14 to the chassis frame 1. The gearbox 14 is further coupled to the wheelset shaft 6 and thus to the first wheel 7 and the second wheel 8 via gears (not visible in Fig. 1), with a large gear of these gears being connected to the wheelset shaft 6. The drive is arranged transversely in the chassis, with a drive longitudinal axis 19 of the drive in that shown in Fig.1, the undercarriage is aligned parallel to a transverse axis 20 of the undercarriage. The motor 13 comprises a motor shaft 21, which is coupled to a gear shaft 23 of the gear 14 via a coupling 22 designed as a curved-tooth coupling for torque transmission between the motor 13 and the transmission 14. Angular or positional offsets between the motor shaft 21 and the gear shaft 23 due to relative movements between the motor 13 and the transmission 14 are compensated for via the coupling 22. The coupling 22 is thus designed as an angular and positional offset compensating coupling. In the operating state of the undercarriage illustrated in Fig. 1, the motor shaft 21, the transmission shaft 23, and the wheelset shaft 6 are aligned parallel to the transverse axis 20 of the undercarriage.The motor 13 is connected to the transmission 14 via a coupling arrangement 24, which comprises a first coupling device 25 and a second coupling device 26, which are connected to the motor 13 and the transmission 14 via end faces of the motor 13 and the transmission 14. The first coupling device 25 is bush-shaped with a metallic bush and an elastomer core and is designed as a coupling device that permits relative movements between the motor 13 and the transmission 14 solely due to the elasticity of the first coupling device 25. In the operating state of the chassis shown in Fig. 1, a bushing longitudinal axis 29 of the first coupling device 25 is aligned parallel to the drive longitudinal axis 19 and the chassis transverse axis 20.A first stiffness of the first coupling device 25 is lower in the direction of the bushing longitudinal axis 29, the drive longitudinal axis 19 and the chassis transverse axis 20 than a second stiffness of the first coupling device 25 transverse to the bushing longitudinal axis 29, the drive longitudinal axis 19 and the chassis transverse axis 20 and parallel to a drive transverse axis 30. In contrast to the first coupling device 25, the second coupling device 26 is designed as a pivotable coupling device. The second coupling device 26 is elongated, comprises a pendulum, and is articulated to the transmission 14 via its upper side and to the motor 13 via its lower side. According to the invention, however, it is also conceivable for the second coupling device 26 to be connected to the transmission 14 on its lower side and to the motor 13 on its upper side. In the embodiment shown in Fig.In the operating state of the landing gear shown in Fig. 1, the second coupling device 26 is aligned parallel to a drive vertical axis 31 and to a landing gear vertical axis 32, which appear projected in Fig. 1. By means of the coupling arrangement 24, a motor housing 33 of the motor 13 is connected to a transmission housing 34 of the transmission 14 202323684. The first coupling device 25 and the second coupling device 26 are directly connected to the motor housing 33 and directly to the transmission housing 34. The first coupling device 25 is inserted into recesses in the motor housing 33 and the transmission housing 34. Spherical bearing components of the second coupling device 26 for the articulated coupling of the second coupling device 26 to the motor 13 and the transmission 14 are directly connected to the motor housing 33 and the transmission housing 34.According to the invention, it is also conceivable for the second coupling device 26 to be designed, for example, as a plain bearing that is displaceable parallel to the longitudinal drive axis 19. The plain bearing can, for example, be designed telescopically, wherein the displaceability of the plain bearing can be achieved, for example, by a length adjustability of the plain bearing. A longitudinal axis of the plain bearing can, for example, be aligned parallel to the longitudinal drive axis 19. Furthermore, it is also possible according to the invention for the pendulum of the second coupling device 26 to be pivotably and displaceably coupled to the motor 13 and the transmission 14, etc. Fig. 2 shows a diagram showing positions of coupling devices of a coupling arrangement 24 in a triangular arrangement between a motor 13 and a transmission 14 of an exemplary second embodiment of a drive according to the invention for a chassis for a rail vehicle.A first coupling device 25 and a second coupling device 26 are connected to the motor 13 and the transmission 14 on the end faces of the motor 13 and the transmission 14. 202323684 The second coupling device 26 is connected to the transmission 14 on its upper side and to the motor 13 on its underside. The first coupling device 25 and the second coupling device 26 are designed as described in connection with Fig. 1 and are arranged surrounding a transmission shaft 23, a coupling 22 and a motor shaft 21, as shown by way of example in Fig. 1. The first coupling device 25, a first end 35 of the second coupling device 26 and a second end 36 of the second coupling device 26 are arranged at corners of an imaginary triangle, ie an imaginary polygon.The connecting lines drawn in the diagram solely for the purpose of clarity between the first coupling device 25 on the one hand and the first end 35 and the second end 36 of the second coupling device 26 on the other hand, together with a center line of the second coupling device 26 drawn in the diagram solely for the purpose of clarity, represent this imaginary polygon. In the operating state of the drive shown in Fig. 2, the first coupling device 25 is arranged on a neutral fiber 37 of the coupling arrangement 24. The neutral fiber 37, which is variable in position and / or orientation due to relative movements between the motor 13 and the gear 14, is the zone of a component or component arrangement in which a bending length does not change during a bending process. The neutral fiber 37 runs in the operating state shown in Fig.2, is aligned parallel to a transverse drive axis 30 of the drive, as shown by way of example in FIG. 1. 202323684 The first end 35 and the second end 36 of the second coupling device 26 are arranged at a distance from the neutral fiber 37 and from the x-axis 38 in the direction of a z-axis 39 of the Cartesian coordinate system. In the operating state of the drive shown in FIG. 2, the z-axis 39 is aligned parallel to a vertical drive axis 31, as described in connection with FIG. 1. In the operating state of the drive disclosed in FIG. 2, the second coupling device 26 is aligned parallel to the z-axis 39.A first position of the first end 35 has a positive first coordinate with respect to the z-axis 39, a second position of the second end 36 has a negative second coordinate with respect to the z-axis 39. The first coupling device 25 is thus arranged closer to the neutral fiber 37 than the first end 35 and the second end 36 of the second coupling device 26. According to the invention, it is also conceivable for the second coupling device 26 to be designed, for example, as a compact plain bearing and to comprise no pendulum, no guide rod, no bracket, etc., whereby it is possible for the first coupling device 25 to be arranged closer to the neutral fiber 37 than the second coupling device 26 as a whole. Fig.3 discloses a diagram which shows positions of coupling devices of a coupling arrangement 24 in a pentagonal arrangement between a motor 13 and a transmission 14 of an exemplary third embodiment of a drive according to the invention for a chassis for a rail vehicle. This third embodiment of a drive according to the invention is similar to the second embodiment of a drive according to the invention according to FIG. 2. Therefore, in FIG. 3, some of the same reference numerals are used as in FIG. 2. In contrast to FIG. 2, the coupling arrangement 24 according to FIG. 3 has, in addition to a first coupling device 25 and a second coupling device 26, which are designed as described in connection with FIGS. 1 and 2, a third coupling device 27 and a fourth coupling device 28.The third coupling device 27 and the fourth coupling device 28 are pivotally connected to the motor 13 and the gearbox 14 on the end faces of the motor 13 and the gearbox 14 and are designed the same as the second coupling device 26 with regard to structural and connection principles. In the operating state of the drive shown in Fig. 3, the first coupling device 25 is arranged on a neutral fiber 37 of the coupling arrangement 24, wherein the neutral fiber 37 is arranged running along an x-axis 38 of a Cartesian coordinate system of the diagram in the operating state of the drive shown in Fig. 3. The second coupling device 26 is connected at its top to the gearbox 14 and at its bottom to the motor 13 and, in the operating state of the drive disclosed in Fig. 3, is aligned parallel to a z-axis 39 of the Cartesian coordinate system.A first position of a first end 35 of the second coupling device 26 has a positive first coordinate with respect to the z-axis 39, a second position of a second end 36 of the second coupling device 26 has a negative second coordinate with respect to the z-axis 39. The first coupling device 25 is thus arranged closer to the neutral fiber 37 of the coupling arrangement 24 than the first end 35 and the second end 36 of the second coupling device 26. 202323684 The third coupling device 27 is aligned obliquely with respect to the x-axis 38 and the z-axis 39 and, with respect to the diagram according to Fig. 3, is arranged extending upwards to the left starting from the first end 35 of the second coupling device 26. The fourth coupling device 28 is aligned obliquely with respect to the x-axis 38 and the z-axis 39 and, with respect to the diagram according to Fig. 3, is arranged extending downwards to the left from the second end 36 of the second coupling device 26.The second coupling device 26, the third coupling device 27, and the fourth coupling device 28 are arranged in a polygonal shape. The first coupling device 25, the second coupling device 26, the third coupling device 27, and the fourth coupling device 28 are arranged surrounding a gear shaft 23, a clutch 22, and a motor shaft 21 of the drive, as shown by way of example in Fig. 1. The first coupling device 25, the first end 35 of the second coupling device 26, and the second end 36 of the second coupling device 26, as well as the ends of the third coupling device 27 and the fourth coupling device 28, are arranged at the corners of an imaginary pentagon, i.e., an imaginary polygon.The connecting lines drawn in the diagram merely for better illustration between the first coupling device 25 on the one hand and ends of the third coupling device 27 and the fourth coupling device 28 on the other hand, together with center lines of the second coupling device 26, the third coupling device 27 and the fourth coupling device 28 drawn in the diagram merely for better illustration, represent this imaginary polygon. According to the invention, it is also conceivable that the second coupling device 26, the third coupling device 27 and the 202323684 fourth coupling device 28 are designed, for example, to be displaceable, e.g. as compact plain bearings, and are arranged at the corners of the imaginary polygon.

[0004] 202323684 List of designations 1 Chassis frame 2 First longitudinal member 3 Second longitudinal member 4 Cross member 5 Wheelset 6 Wheelset shaft 7 First wheel 8 Second wheel 9 First primary spring 10 Second primary spring 11 First secondary spring 12 Second secondary spring 13 Engine 14 Gearbox 15 First bearing device 16 Second bearing device 17 First support 18 Second support 19 Longitudinal drive axle 20 Chassis transverse axle 21 Motor shaft 22 Coupling 23 Gearbox shaft 24 Coupling arrangement 25 First coupling device 26 Second coupling device 27 Third coupling device 28 Fourth coupling device 29 Bushing longitudinal axis 30 Transverse drive axle 31 Vertical drive axle 32 Chassis vertical axis 33 Motor housing 34 Gearbox housing 35 First end 202323684 36 Second end 37 Neutral fiber 38 x-axis 39 z-axis

Claims

202323684 Patent claims 1. Drive for a rail vehicle, with a longitudinal drive axis (19), a motor (13) and a transmission (14), wherein the motor (13) comprises a motor shaft (21) which is coupled to a transmission shaft (23) of the transmission (14) via a coupling (22) for torque transmission between the motor (13) and the transmission (14), characterized in that the motor (13) is connected to the transmission (14) via a coupling arrangement (24) comprising at least a first coupling device (25) and a second coupling device (26), wherein the first coupling device (25) is designed as a coupling device that permits relative movements between the motor (13) and the transmission (14) solely due to an elasticity of the first coupling device (25), and wherein the second coupling device (26) is designed as a pivotable and / or displaceable coupling device. 2.Drive according to claim 1, characterized in that a first stiffness of the first coupling device (25) in the direction of the drive longitudinal axis (19) is lower than a second stiffness of the first coupling device (25) transverse to the drive longitudinal axis (19).

3. Drive according to claim 1 or 2, characterized in that the first coupling device (25) is bush-shaped.

4. Drive according to one of claims 1 to 3, characterized in that the coupling arrangement (24) comprises a pivotable and / or displaceable third coupling device (27) and a pivotable and / or displaceable fourth coupling device (28), wherein the second coupling device (26), the third coupling device (27) and the fourth coupling device (28) are arranged in a polygonal shape. 202323684 5. Drive according to one of claims 1 to 4, characterized in that at least the second coupling device (26) is elongated and is connected in an articulated manner to the motor (13) and the transmission (14).

6. Drive according to one of claims 1 to 5, characterized in that at least the first coupling device (25), a first end (35) of the second coupling device (26), and a second end (36) of the second coupling device (26) are arranged at corners of an imaginary polygon.

7. Drive according to one of claims 1 to 6, characterized in that the second coupling device (26) is connected at its upper side to the transmission (14) and at its lower side to the motor (13).

8. Drive according to one of claims 1 to 6, characterized in that the second coupling device (26) is connected at its lower side to the transmission (14) and at its upper side to the motor (13). 9.Drive according to one of claims 1 to 3, characterized in that at least the second coupling device (26) is designed as a sliding bearing which is displaceable parallel to the longitudinal drive axis (19).

10. Drive according to one of claims 1 to 9, characterized in that at least the first coupling device (25) is arranged closer to a neutral fiber (37) of the coupling arrangement (24) than the second coupling device (26) or at least a first end (35) of the second coupling device (26).

11. Drive according to one of claims 1 to 10, characterized in that a motor housing (33) of the motor (13) is connected to a gear housing (34) of the gear (14) by means of the coupling arrangement (24), wherein at least the. 202323684 the first coupling device (25) and the second coupling device (26) are connected directly to the motor housing (33) and directly to the transmission housing (34).

12. Drive according to one of claims 1 to 11, characterized in that the coupling (22) is designed as an angular and positional offset compensating coupling.

13. Drive according to one of claims 1 to 12, characterized in that the motor (13) has precisely one first receptacle (17) for a first bearing device (15) for connecting the motor (13) to a chassis frame (1), and the transmission (14) has precisely one second receptacle (18) for a second bearing device (16) for connecting the transmission (14) to the chassis frame (1).

14. Chassis for a rail vehicle with at least one drive according to one of claims 1 to 13. 15.Chassis according to claim 14, characterized in that the motor (13) of the drive is connected via exactly one first bearing device (15) to a first longitudinal member (2) of a chassis frame (1) of the chassis and the transmission (14) of the drive is connected via exactly one second bearing device (16) to a cross member (4) of the chassis frame (1), wherein the transmission (14) is coupled to a wheel set (5) or a pair of wheels of the chassis.

Images