Running gear for a rail vehicle, and rail vehicle

Abstract

The invention relates to running gear having: a running gear frame (2) comprising at least two longitudinal members and two crossmembers; at least three wheelsets; and at least three drive arrangements, wherein a first drive arrangement (11) is connected to a first crossmember (5) and is coupled to a first wheelset (8) for torque transmission. According to the invention, a second drive arrangement (12) and a third drive arrangement (13) are connected to a second crossmember (6), the second drive arrangement (12) being coupled to a second wheelset (9) for torque transmission and the third drive arrangement (13) being coupled to a third wheelset (10) for torque transmission, the first crossmember (5) and the second crossmember (6) being the only running gear frame parts by means of which the two longitudinal members are transversely connected to one another, and the first crossmember (5) and the second crossmember (6) being offset in the direction of a running gear center. As a result, running gear frame end members are not necessary.

Description

[0001] Description

[0002] Chassis for a rail vehicle and rail vehicle

[0003] The invention relates to a chassis for a rail vehicle, comprising a chassis frame comprising at least a first longitudinal beam, a second longitudinal beam, a first crossbeam and a second crossbeam, with at least a first wheelset, a second wheelset and a third wheelset which are rotatably coupled to the chassis frame, and with at least a first drive arrangement comprising a first motor and a first gearbox, a second drive arrangement comprising a second motor and a second gearbox and a third drive arrangement comprising a third motor and a third gearbox, wherein the first drive arrangement is connected to the first crossbeam and is coupled to the first wheelset for torque transmission from the first motor via the first gearbox.

[0004] The bogies of rail vehicles are frequently subjected to heavy mechanical loads. For example, track geometry and track alignment defects can contribute to these loads. Furthermore, high weight forces acting on the bogies (e.g., due to a loaded rail vehicle) can lead to high axle loads. In this context, the robustness and low maintenance and repairability of the bogies are crucial.

[0005] For example, EP 4 082 866 A1 is known from the prior art, which describes a bogie for a rail vehicle with three wheelsets. The bogie has a frame with two longitudinal beams, two crossbeams, and two end beams. A first motor of the bogie is connected to a first end beam of the frame, a second motor to a first crossbeam, and a third motor to a second end beam.A first wheelset, the first motor, and a first gearbox of the running gear are arranged between the first headstock and the first crossmember; a second wheelset, the second motor, and a second gearbox of the running gear are arranged between the first crossmember and a second crossmember of the running gear frame; and a third wheelset, the third motor, and a third gearbox of the running gear are arranged between the second crossmember and the second headstock. Furthermore, EP 3 060449 A1 discloses a running gear for a railway vehicle with three wheelsets, wherein primary springs are arranged between the wheelset bearing housings of the running gear and a running gear frame. The first spring constants of the first primary springs at the ends of the running gear are greater than the second spring constants of the second primary springs in the center of the running gear.

[0006] The invention is based on the objective of providing a chassis that is further developed compared to the prior art, offering high robustness yet moderate mass.

[0007] According to the invention, this problem is solved with a chassis according to claim 1, in which the second drive arrangement is connected to the second cross member and is coupled to the second wheelset for torque transmission from the second motor via the second gearbox, and the third drive arrangement is connected to the second cross member and is coupled to the third wheelset for torque transmission from the third motor via the third gearbox, wherein the first cross member and the second cross member are the only parts of the chassis frame by which the first longitudinal member and the second longitudinal member are transversely connected to each other, and wherein the first cross member is arranged offset from a first chassis end towards a chassis center, and the second cross member is arranged offset from a second chassis end towards the chassis center.

[0008] This measure eliminates the need for end supports of the landing gear frame in areas of the first landing gear end (e.g., the front of the landing gear) and the second landing gear end (e.g., the rear of the landing gear), thereby reducing the mass of the landing gear. Furthermore, due to the connections between the second and third drive units and the second crossmember, vertical forces introduced into the landing gear frame by the second and third drive units, caused by engine torque, can at least partially compensate for each other, thus reducing the mechanical load on the landing gear frame. This reduction in mass and load relief allows for the use of more robust landing gear components (e.g., elastomer-metal components, etc.).The components can be dimensioned in such a way, or a number of components can be selected in such a way as to increase mass reduction and / or reduce maintenance and / or repair costs. For example, by eliminating endplates, which can cause high, mechanically stressful masses in the chassis components, wheelset guide devices on the first wheelset and / or on the third wheelset can be designed as rocker arm guide devices, etc. Further advantageous embodiments of the chassis according to the invention are described in the dependent claims.

[0009] In the context of space-saving use of an existing installation space budget, it can be advantageous, for example, if the second wheelset and the second drive arrangement are located between the first crossbeam and the second crossbeam.

[0010] A structurally simple solution that requires little maintenance and / or repair effort for driving the chassis is obtained if at least the first drive arrangement is designed as a traction axle drive arrangement.

[0011] Compensation of relative movements between the first drive assembly and the chassis frame is made possible if at least the first drive assembly is connected to the first cross member via at least one pendulum.

[0012] This measure can, for example, prevent the use of elastomer engine mounts, which can deform significantly due to relative movements. This can reduce engine mount wear.

[0013] A structurally simple solution for longitudinal carriage of the car body is achieved if the first crossbeam has a recess for a plunge pin for longitudinal carriage of a car body that can be connected to the chassis.

[0014] This eliminates the need, for example, for longitudinal car body engagement via push-pull rods or via a low-level linkage device, etc., which are frequently used for mechanical reasons in chassis with three wheelsets.

[0015] High running stability of the running gear and moderate stress on railway infrastructure are achieved when a linkage arrangement aligned parallel to a running gear longitudinal axis is coupled to the second wheelset and the running gear frame for the guidance of the second wheelset, wherein a first primary spring arrangement is arranged between the second wheelset and the running gear frame.

[0016] For reasons of stable driving dynamics and mechanical relief of a track, it can also be helpful if, for the wheelset guidance of at least the first wheelset, a first swing arm arrangement is coupled to the first wheelset and the chassis frame, with a second primary spring arrangement being arranged between the first wheelset and the chassis frame.

[0017] With regard to the moderate space requirement of a brake arrangement in the chassis, it is advantageous if a block brake arrangement acting on one side on at least one wheelset from the first wheelset, the second wheelset and the third wheelset is connected to the chassis frame.

[0018] Compensation of relative movements between the second wheelset and the chassis frame by the block brake arrangement is made possible if the block brake arrangement has at least one brake block acting on the second wheelset and mounted transversely to a longitudinal axis of the chassis.

[0019] The brake block can be actuated, for example, by means of a first double-block brake actuator connected to the chassis frame, etc.

[0020] The chassis can be braked and, in addition, secured against rolling and slipping when stationary if the block brake arrangement has at least one brake actuator acting on the first wheelset with a spring-applied parking brake device.

[0021] The brake actuator can, for example, be designed as a second double-block brake actuator, etc.

[0022] The introduction of a cooling fluid into the first drive assembly, the second drive assembly, and the third drive assembly via a single landing gear side is enabled if the first drive assembly has a first cooling opening, the second drive assembly has a second cooling opening, and the third drive assembly has a third cooling opening, wherein the first cooling opening and the second cooling opening are located on a first landing gear side, and the third cooling opening is located on a second landing gear side opposite the first landing gear side, and wherein the third drive assembly is connected to a fluid channel for guiding the cooling fluid from the third cooling opening on the second landing gear side to the first landing gear side.

[0023] This measure allows, for example, a unit for supplying the first drive assembly, the second drive assembly, and the third drive assembly with cooling fluid to be designed compactly and with geometrically and fluidically simple fluid routing. A promising field of application for the chassis according to the invention can be opened up with a rail vehicle having at least one chassis according to the invention.

[0024] The use of the rail vehicle may be advisable, for example, in rail networks where particularly large freight volumes or particularly high numbers of passengers are regularly transported, where environmental and / or infrastructure conditions place a heavy load on the rail vehicle, and / or where low-effort maintenance and / or repair is important, etc. Due to its design characteristics, the chassis according to the invention, and thus the rail vehicle, is highly suitable for such rail networks.

[0025] The invention will now be explained in more detail using exemplary embodiments.

[0026] It shows, by way of example: Fig. 1: An oblique section of an exemplary embodiment of a rail vehicle according to the invention with a car body and with an exemplary embodiment of a chassis according to the invention with three wheelsets and without headstock.

[0027] Fig. 1 shows an oblique section of an exemplary embodiment of a rail vehicle according to the invention with a car body 1 and with an exemplary embodiment of a chassis according to the invention with three wheelsets and without headstock.

[0028] The chassis comprises a chassis frame 2 including a first longitudinal member 3, a second longitudinal member 4, a first cross member 5 and a second cross member 6. The first longitudinal member 3 and the second longitudinal member 4 are aligned parallel to a chassis longitudinal axis 7, the first cross member 5 and the second cross member 6 transverse to the chassis longitudinal axis 7.

[0029] The chassis further comprises a first wheelset 8, a second wheelset 9 and a third wheelset 10, which are rotatably coupled to the chassis frame 2 about the longitudinal axes of the wheelsets.

[0030] Furthermore, the chassis comprises a first drive arrangement 11 comprising an electric first motor and a first gearbox, a second drive arrangement 12 comprising an electric second motor and a second gearbox, and a third drive arrangement 13 comprising an electric third motor and a third gearbox. The first drive arrangement 11, the second drive arrangement 12, and the third drive arrangement 13 are designed as axle-hung drive arrangements. Consequently, the first motor is supported on the first wheelset 8 via a first hollow shaft encasing the first axle of the first wheelset 8, the second motor is supported on the second wheelset 9 via a second hollow shaft encasing the second axle of the second wheelset 9, and the third motor is supported on the third wheelset 10 via a third hollow shaft encasing the third axle of the third wheelset 10.

[0031] The first gearbox, the second gearbox and the third gearbox are designed as spur gearboxes.

[0032] The first motor of the first drive arrangement 11 is connected to the first crossbeam 5 via a vertically aligned pendulum 14, wherein the first drive arrangement 11 is coupled to the first wheelset 8 for torque transmission from the first motor via the first gearbox to the first wheelset 8.

[0033] The second drive arrangement 12 and the third drive arrangement 13 are connected to the second crossbeam 6 according to the same connection principle by which the first drive arrangement 11 is connected to the first crossbeam 5.

[0034] The second drive arrangement 12 is coupled to the second wheelset 9 for torque transmission from the second motor via the second gearbox. The third drive arrangement 13 is coupled to the third wheelset 10 for torque transmission from the third motor via the third gearbox.

[0035] The third wheelset 10 and the third drive assembly 13 are aligned rotated by 180° about a vertical axis with respect to the second wheelset 9 and the second drive assembly 12.

[0036] Since the chassis frame 2 does not include any head members, the first cross member 5 and the second cross member 6 are the only parts of the chassis frame 2 by which the first longitudinal member 3 and the second longitudinal member 4 are transversely connected to each other.

[0037] The second wheelset 9 and the second drive assembly 12 are arranged between the first crossbeam 5 and the second crossbeam 6.

[0038] The first crossbeam 5 is arranged offset from a first landing gear end (a landing gear front) towards a landing gear center, the second crossbeam 6 is arranged offset from a second landing gear end (a landing gear rear) towards the landing gear center.

[0039] The first wheelset 8 and the first drive assembly 11 are arranged in the area of ​​the first end of the chassis between the first longitudinal beam 3 and the second longitudinal beam 4, the third wheelset 10 and the third drive assembly 13 are arranged in the area of ​​the second end of the chassis between the first longitudinal beam 3 and the second longitudinal beam 4.

[0040] The first crossbeam 5 has a vertical recess 15 for a pivot pin for longitudinally driving the car body 1 connected to the bogie. Two longitudinal drive buffers are arranged in the recess 15 in such a way that they can limit movements of the pivot pin in the direction of the longitudinal axis 7 of the bogie. The pivot pin can transmit acceleration and braking forces in and against a direction of travel of the rail vehicle between the bogie and the car body 1.

[0041] For the guidance of the second wheelset 9, a linkage assembly 16, aligned parallel to the longitudinal axis 7 of the chassis, is coupled to the second wheelset 9 and the chassis frame 2, with a first primary spring assembly 17 arranged between the second wheelset 9 and the chassis frame 2. The linkage assembly 16 comprises two links, one of which is arranged in the areas of the first longitudinal member 3 and the second longitudinal member 4. The first primary spring assembly 17 comprises four steel coil springs, with two steel coil springs arranged in the areas of the first longitudinal member 3 and the second longitudinal member 4. For the guidance of the first wheelset 8, a first swing arm assembly 20 is coupled to the first wheelset 8 and the chassis frame 2, and for the guidance of the third wheelset 10, a second swing arm assembly 21 is coupled to the third wheelset 10 and the chassis frame 2.The first swing arm assembly 20 and the second swing arm assembly 21 each have two swing arms, with two swing arms being arranged in the areas of the first longitudinal member 3 and the second longitudinal member 4. A second primary spring assembly 18 is arranged between the first wheelset 8 and the chassis frame 2, and a third primary spring assembly 19 is arranged between the third wheelset 10 and the chassis frame 2.

[0042] The second primary spring assembly 18 and the third primary spring assembly 19 each have two steel coil springs, with two steel coil springs being arranged in areas of the first longitudinal beam 3 and the second longitudinal beam 4.

[0043] A secondary spring assembly 22, designed as a steel coil spring assembly, is connected to the chassis frame 2. The secondary spring assembly 22 has six steel coil springs, with three steel coil springs arranged on each of the first longitudinal member 3 and the second longitudinal member 4.

[0044] Furthermore, a block brake assembly acting on one side of the first wheelset 8, the second wheelset 9, and the third wheelset 10 is connected to the chassis frame 2. A first double block brake actuator 23 of the block brake assembly for braking the first wheelset 8 is connected to the first cross member 5, a second double block brake actuator 24 of the block brake assembly for braking the second wheelset 9, and a third double block brake actuator 25 of the block brake assembly for braking the third wheelset 10 are connected to the second cross member 6.

[0045] The first double-block brake actuator 23, the second double-block brake actuator 24, and the third double-block brake actuator 25, which are designed as pneumatic brake actuators, are arranged in the area of ​​the first longitudinal beam 3. No brake actuators are arranged in the area of ​​the second longitudinal beam 4.

[0046] The block brake arrangement has brake blocks acting on the second wheelset 9, which are movably mounted transversely to the chassis longitudinal axis 7 by means of springs and are coupled to the second double block brake actuator 24.

[0047] The first double-block brake actuator 23, which acts on the first wheelset 8, and the third double-block brake actuator 25, which acts on the third wheelset 10, have spring-applied parking brake devices. The first drive assembly 11 has a first cooling opening 26, the second drive assembly 12 has a second cooling opening 27, and the third drive assembly 13 has a third cooling opening. The first cooling opening 26 and the second cooling opening 27 are located on a first side of the chassis in the area of ​​the second longitudinal beam 4, and the third cooling opening is located on a second side of the chassis opposite the first side in the area of ​​the first longitudinal beam 3.

[0048] The third drive arrangement 13 is connected to a fluid channel 28 for guiding cooling fluid from the third cooling opening on the second landing gear side to the first landing gear side, wherein the fluid channel 28 is arranged above the third drive arrangement 13 and has a channel opening 29 on the first landing gear side connected to the third cooling opening.

[0049] The fluid channel 28 is designed as an air channel; the cooling fluid is air. However, according to the invention, other cooling fluids are also conceivable.

[0050] The chassis further comprises a friction control device 30 with four friction control devices for the first wheelset 8 and the third wheelset 10, wherein in areas of the first wheelset 8 and the third wheelset 10 at each end of the first longitudinal beam 3 and the second longitudinal beam 4 a friction control device designed as a sanding and wheel tread lubrication device is connected to a wheelset bearing housing.

[0051] For entry into and exit from the car body 1, a first step ladder 31 is connected to the second longitudinal beam 4 in the area of ​​the first wheelset 8, and a further step ladder is connected to the first longitudinal beam 3 in the area of ​​the first wheelset 8. Furthermore, a primary damper assembly 32 with four primary dampers is arranged between the wheelset bearing housings of the first wheelset 8 and the third wheelset 10, with two primary dampers each being arranged in the areas of the first longitudinal beam 3 and the second longitudinal beam 4.

[0052] The chassis further comprises a secondary vertical damper arrangement 33 with two vertical dampers and a secondary transverse damper arrangement 34 with two transverse dampers, wherein a vertical damper is connected to the first longitudinal member 3 in the region of the second cross member 6 and to the second longitudinal member 4 in the region of the first cross member 5, and wherein a transverse damper is connected to the first longitudinal member 3 in the region of the first cross member 5 and to the second longitudinal member 4 in the region of the second cross member 6. An earthing arrangement 35 with two earthing cables is arranged in the regions of the transverse dampers, wherein a earthing cable is connected to the first longitudinal member 3 and to the second longitudinal member 4.In areas of the secondary spring assembly 22, a vertical stop assembly 36 with two vertical stops and a transverse stop assembly 37 with two transverse stops are arranged, wherein one vertical stop and one transverse stop are connected to each of the first longitudinal beam 3 and the second longitudinal beam 4. Furthermore, in areas of the first wheelset 8 and the third wheelset 10, a rotational stop assembly 38 with four rotational stops is arranged, wherein two rotational stops are connected to each of the first longitudinal beam 3 and the second longitudinal beam 4. The running gear also includes a protective conductor assembly 39, wherein a protective conductor designed as a carbon contact strip is connected to each of the first hollow shafts of the first wheelset 8, the second hollow shaft of the second wheelset 9, and the third hollow shaft of the third wheelset 10.Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included.

[0053] Reference symbol list

[0054] 1 car body

[0055] 2 chassis frames

[0056] 3 First longitudinal beam

[0057] 4 Second longitudinal beam

[0058] 5 First crossbeam

[0059] 6 Second crossbeam

[0060] 7 Chassis longitudinal axis

[0061] 8 First wheelset

[0062] 9 Second wheelset

[0063] 10 Third wheelset

[0064] 11 First drive arrangement

[0065] 12 Second drive arrangement

[0066] 13 Third drive arrangement

[0067] 14 pendulums

[0068] 15 Exclusion

[0069] 16 Handlebar arrangement

[0070] 17 First primary spring arrangement

[0071] 18 Second primary spring arrangement

[0072] 19 Third primary spring arrangement

[0073] 20 First swing arrangement

[0074] 21 Second swing arm arrangement

[0075] 22 Secondary spring arrangement

[0076] 23 First double-block brake actuator

[0077] 24 Second double-block brake actuator

[0078] 25 Third double block brake actuator

[0079] 26 First cooling opening

[0080] 27 Second cooling opening

[0081] 28 Fluid channel

[0082] 29 Canal opening

[0083] 30 Friction control device

[0084] 31 First stepladder

[0085] 32 Primary damper arrangement

[0086] 33 Vertical damper arrangement 34 Transverse damper arrangement

[0087] 35 Earthing arrangement

[0088] 36 Vertical stop arrangement

[0089] 37 Cross stop arrangement

[0090] 38 Rotary stop arrangement

[0091] 39 Protective conductor arrangement

Claims

Patent claims 1. Chassis for a rail vehicle, comprising a chassis frame (2) comprising at least a first longitudinal beam (3), a second longitudinal beam (4), a first crossbeam (5) and a second crossbeam (6), comprising at least a first wheelset (8), a second wheelset (9) and a third wheelset (10) rotatably coupled to the chassis frame (2), and comprising at least a first drive arrangement (11) comprising a first motor and a first gearbox, a second drive arrangement (12) comprising a second motor and a second gearbox and a third drive arrangement (13) comprising a third motor and a third gearbox, wherein the first drive arrangement (11) is connected to the first crossbeam (5) is connected and is coupled to the first wheelset (8) for torque transmission from the first motor via the first gearbox to the first wheelset (8), characterized in that the second drive arrangement (12) is connected to the second crossbeam (6) is connected and is coupled to the second wheelset (9) for torque transmission from the second motor via the second gearbox to the second wheelset (9) and the third drive arrangement (13) is connected to the second cross member (6) and is coupled to the third wheelset (10) for torque transmission from the third motor via the third gearbox to the third wheelset (10), wherein the first cross member (5) and the second cross member (6) are the only parts of the chassis frame (2) by which the first longitudinal member (3) and the second longitudinal member (4) are transversely connected to each other, and wherein the first cross member (5) is arranged offset from a first chassis end towards a chassis center and the second cross member (6) is arranged offset from a second chassis end towards the chassis center.

2. Chassis according to claim 1, characterized in that the second wheelset (9) and the second drive arrangement (12) are arranged between the first cross member (5) and the second cross member (6).

3. Chassis according to claim 1 or 2, characterized in that at least the first drive arrangement (11) is designed as a traction drive arrangement.

4. Chassis according to one of claims 1 to 3, characterized in that at least the first drive arrangement (11) is connected to the first cross member (5) via at least one pendulum (14).

5. Chassis according to one of claims 1 to 4, characterized in that the first cross member (5) has a recess (15) for a plunge pin for longitudinally carrying a car body (1) connectable to the chassis.

6. Chassis according to one of claims 1 to 5, characterized in that a linkage arrangement (16) aligned parallel to a chassis longitudinal axis (7) is coupled to the second wheelset (9) and the chassis frame (2) for the guidance of the second wheelset (9), wherein a first primary spring arrangement (17) is arranged between the second wheelset (9) and the chassis frame (2).

7. Chassis according to claim 6, characterized in that the first primary spring arrangement (17) comprises four coil springs.

8. Chassis according to one of claims 1 to 7, characterized in that a first swing arm arrangement (20) is coupled to the first wheelset (8) and the chassis frame (2) for the guidance of at least the first wheelset (8), wherein a second primary spring arrangement (18) is arranged between the first wheelset (8) and the chassis frame (2).

9. Chassis according to claim 8, characterized in that the second primary spring arrangement (18) comprises two coil springs.

10. Chassis according to one of claims 1 to 9, characterized in that a secondary spring arrangement (22) designed as a coil spring arrangement is connected to the chassis frame (2).

11. Chassis according to one of claims 1 to 10, characterized in that a block brake arrangement acting on one side on at least one wheelset from the first wheelset (8), the second wheelset (9) and the third wheelset (10) is connected to the chassis frame (2).

12. Chassis according to claim 11, characterized in that the block brake arrangement has at least one brake block acting on the second wheelset (9) and movably mounted transversely to a longitudinal axis (7) of the chassis.

13. Chassis according to claim 11 or 12, characterized in that the block brake arrangement comprises at least one brake actuator acting on the first wheelset (8) with a spring-applied parking brake device.

14. Chassis according to any one of claims 1 to 13, characterized in that the first The drive assembly (11) has a first cooling opening (26), the second drive assembly (12) has a second cooling opening (27), and the third drive assembly (13) has a third cooling opening, wherein the first cooling opening (26) and the second cooling opening (27) are arranged on a first side of the chassis, and the third cooling opening is arranged on a second side of the chassis opposite the first side of the chassis, and wherein the third drive assembly (13) is connected to a fluid channel (28) for conveying cooling fluid from the third cooling opening on the second side of the chassis to the first side of the chassis.

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

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