Bogie frame, bogie for a rail vehicle, and rail vehicle

Abstract

The invention relates to a bogie frame for a bogie for a rail vehicle, the bogie frame comprising at least a first longitudinal member (2), a second longitudinal member (3) and a crossmember (4), the first longitudinal member (2) and the second longitudinal member (3) being connected to the crossmember (4) and the bogie frame having at least a first connecting device (14) for connecting at least one brake actuator to the bogie frame. According to the invention, the at least first connecting device (14) extends between and is connected to the first longitudinal member (2) and the crossmember (4) in the direction of a parallel to a bogie frame longitudinal axis (20), wherein the at least first connecting device (14) has a greater thickness in at least one edge region of the crossmember (4) than in a central region of the crossmember (4). This affords a high degree of flexibility as regards a connection of brake actuators to the bogie frame.

Description

[0001] 202405216

[0002] 1

[0003] Description

[0004] chassis frame, chassis for a rail vehicle and rail vehicle

[0005] The invention relates to a chassis frame for a chassis for a rail vehicle, the chassis frame comprising at least a first longitudinal beam, a second longitudinal beam and a crossbeam, wherein the first longitudinal beam and the second longitudinal beam are connected to the crossbeam and wherein the chassis frame has at least a first connecting device for connecting at least one brake actuator to the chassis frame.

[0006] Running gear for rail vehicles is often dimensioned taking into account load collectives, for example, depending on speed profiles, axle loads, and / or braking requirements. The selection of running gear components (e.g., brake components) is frequently vehicle-specific, depending on the technical requirements of the rail vehicle. For example, different braking performance, braking distance, or maximum number of brake units required for a rail vehicle may necessitate different types of brake equipment (e.g., block brakes or disc brakes). Such requirements often have to be considered during the development of a rail vehicle.

[0007] For example, WO 2017 / 133954 A1, which describes a bogie for a rail vehicle, is known from the prior art. A transversely oriented drive motor of the bogie is connected to a bogie frame via three elastic bearings. Mounting modules, or a single mounting module, can be arranged between the drive motor and a cross member of the bogie frame and / or between the drive motor and a longitudinal member of the bogie frame.

[0008] Furthermore, CN 115923850 A and CN 115946725 A show bogies for rail vehicles in which the drive motors of the bogies are connected to crossbeams of the bogie frame via vertically oriented mounting modules.

[0009] The invention is based on the objective of providing a chassis frame that is further developed compared to the prior art and allows for a high degree of flexibility with regard to the connection of brake actuators to the chassis frame. 202405216

[0010] 2

[0011] According to the invention, this problem is solved with a chassis frame according to claim 1, in which the at least first connecting device is arranged extending in a direction parallel to a chassis frame longitudinal axis in a first transition area between the first longitudinal member and the cross member and is connected to the first longitudinal member and to the cross member, wherein the at least first connecting device has a greater thickness in at least one edge region of the cross member than in a central region of the cross member.

[0012] This measure allows brake actuators to be positioned close to the wheels, particularly in externally mounted bogies. The first connecting device can, for example, be used to connect both a (pneumatic, hydraulic, or electro-hydraulic, etc.) block brake actuator to the bogie frame and a (pneumatic, hydraulic, or electro-hydraulic, etc.) disc brake actuator to the bogie frame. This eliminates the need to design bogie frame variants that differ significantly depending on the brake equipment used. Only moderate adjustments to the bogie frame design may be required, depending on the chosen brake equipment. This simplifies the experimental validation of the bogie frame.For example, if moderately adapted chassis frame variants are to be used depending on the brake equipment to be selected, a vibration test can be carried out for only one chassis frame variant, which, however, due to only minor design differences between the individual chassis frame variants, can be valid for all chassis frame variants. Therefore, experimental validation of each individual chassis frame variant can be dispensed with. Modular chassis concepts can be realized with the chassis frame according to the invention. The first connecting device can, for example, be designed as a bulkhead plate and be materially bonded (e.g., welded) to the first longitudinal member and the cross member, etc. Forces from the brake actuator can be introduced into the chassis frame mainly via the first connecting device.

[0013] Because the first connecting device has a greater thickness in the edge region of the cross member than in the middle region, sufficient installation space is available for the brake actuator in the edge region, and / or the first connecting device in the edge region possesses the required strength properties, e.g., with regard to the forces to be introduced into the chassis frame by the brake actuator. If the first connecting device is welded to the first longitudinal member and the cross member, for example, it is possible that due to a reduction in thickness of the first 202405216

[0014] 3

[0015] In the central area of ​​the connecting device, preheating of the first connecting device before a welding process can be dispensed with, and the first connecting device only needs to be preheated in the edge area, thus avoiding the need to maintain a preheating temperature over the entire extent of the first connecting device.

[0016] For example, the thickness direction of the first connecting device can be aligned in the direction of a parallel to a transverse axis of the chassis frame.

[0017] Further advantageous embodiments of the chassis frame according to the invention are set out in the dependent claims.

[0018] To avoid strong mechanical stress differences in the transition between the first connecting device and the first longitudinal member, it may be advisable, for example, if the chassis frame is curved at least between the first longitudinal member and the first connecting device.

[0019] In connection with a curved design of the chassis frame at least between the first longitudinal member and the first connecting device, it may be advantageous if the chassis frame is curved at least on one surface of the chassis frame over an angle of at least 90°.

[0020] For example, a continuous curve or an arrangement of curves with different radii, etc., can be implemented between the first longitudinal member and the first connecting device. This avoids excessive compression of mechanical force field lines and thus reduces mechanical stress peaks in the chassis frame.

[0021] Joining the first longitudinal beam, the first connecting device and the crossbeam is simplified if the at least first connecting device has a projection over the first longitudinal beam and / or the crossbeam.

[0022] It can also be helpful if a second connecting device for at least one brake actuator is arranged on a crossbeam cover surface of the crossbeam, which is located closer to the longitudinal axis of the chassis frame and a chassis frame center than the first connecting device.

[0023] This measure can, for example, be used to create a block brake actuator (e.g., with a brake cylinder and a brake linkage as a force transmission element, using the 202405216

[0024] 4

[0025] Brake linkage (e.g., a brake block is connected, etc.) are connected to the chassis frame via two spaced-apart bearing devices.

[0026] A favorable solution is also achieved if at least the first connecting device is designed as a cantilever arm, which is arranged in the direction parallel to the longitudinal axis of the chassis frame and extending upwards, and has a holding surface for connecting the at least one brake actuator to the at least first connecting device, wherein the holding surface is aligned parallel or substantially parallel to a plane formed by the longitudinal axis of the chassis frame and a transverse axis of the chassis frame.

[0027] This allows, for example, a wheel brake disc actuator (e.g. with a brake cylinder and a brake linkage as a force transmission element, with brake pads connected to the brake linkage, etc.) to be connected to the chassis frame by suspension on the first connecting device.

[0028] A preferred solution is further obtained if the chassis frame comprises at least one drive connection device for at least one drive device, wherein the at least one drive connection device is plate-shaped and is arranged in front of the cross member, projecting beyond the cross member, and wherein the at least one drive connection device is aligned perpendicularly or substantially perpendicularly to a plane formed by the longitudinal axis of the chassis frame and a transverse axis of the chassis frame.

[0029] This measure allows the drive unit (e.g., a drive motor) to be connected to the chassis frame, for example, via metallic fasteners (e.g., screws) or elastomeric metal elements (e.g., for vibration damping and noise reduction). The drive unit connection can, for example, have openings or bearing receptacles (e.g., four openings or bearing receptacles) through which the metallic fasteners or the elastomeric metal elements can be coupled to the drive unit connection and to the drive unit itself. It is possible that the drive unit connection, due to its position in front of the crossmember and its elasticity, contributes to the suspension and damping of movements of the drive unit when it is connected to the chassis frame.It is also possible that, for example, a plurality of different openings and / or bearing mounts are arranged in and / or on the drive connection device, so that, for example, different variants of drive devices can be used with the chassis frame 202405216.

[0030] 5 can be connected without, for example, the need to structurally modify the drive connection device, etc.

[0031] Mass reduction is made possible if at least one drive connection device is designed in a frame shape with a recess.

[0032] It can also be advantageous if at least one drive connection device has a plurality of positioning pieces projecting parallel to the longitudinal axis of the chassis frame, between which a bearing device of the at least one drive device can be arranged.

[0033] This measure enables the positioning of the drive device on the drive connection device, which can, for example, simplify the assembly of the drive device.

[0034] The positioning pieces can, for example, be L-shaped or hook-shaped and be formed integrally with a carrier plate of the drive connection device or be connected to the carrier plate (e.g., materially bonded or force-fitted, etc.), etc.

[0035] To increase operational safety, it may also be advisable for at least one drive connection device to have a plurality of emergency catches projecting parallel to the longitudinal axis of the chassis frame, with support surfaces that are aligned parallel or substantially parallel to the plane formed by the longitudinal axis of the chassis frame and the transverse axis of the chassis frame, against which the at least one drive device can be supported.

[0036] This ensures that the drive unit, when connected to the chassis frame, is held in place by multiple emergency catches, for example, if the connecting elements between the drive unit and the drive unit fail. This prevents the drive unit from falling. The emergency catches can, for example, be integrally formed with a support plate of the drive unit or connected to the support plate (e.g., by a material bond or friction bond, etc.).

[0037] A promising field of application for the chassis frame according to the invention is opened up with a chassis according to the invention for a rail vehicle with a chassis frame according to the invention, the chassis comprising at least a first wheelset or at least a pair of wheels, which is rotatably coupled to the chassis frame, and at least a first brake actuator, by means of 202405216

[0038] 6 in which actuator forces can be introduced into the at least first wheelset or into the at least one pair of wheels for braking the running gear, wherein the at least first brake actuator is connected to the running gear frame via the at least first connecting device of the running gear frame, wherein the at least first connecting device is arranged in a first alignment of a first wheel of the at least first wheelset or of the at least one pair of wheels.

[0039] This measure allows the first brake actuator to be designed, for example, as a block brake actuator or a wheel disc brake actuator, depending on the braking requirements of the chassis. The chassis frame does not need to be specifically designed for the brake equipment, or only in detail.

[0040] A promising field of application for the bogie according to the invention is opened up with a rail vehicle according to the invention, comprising at least one bogie according to the invention. The rail vehicle can be flexibly configured depending on requirements and / or intended use (for example, with regard to required maximum speeds or axle loads, etc.). For example, the bogie can have a block brake system or a wheel disc brake system. The bogie frame does not need to be specifically designed for the brake system, or only in detail.

[0041] 202405216

[0042] 7

[0043] The invention will now be explained in more detail using exemplary embodiments.

[0044] They show, for example:

[0045] Fig. 1: A plan view of a section from an exemplary first

[0046] An embodiment of a rail vehicle according to the invention comprising a car body and an exemplary first embodiment of a chassis according to the invention, which includes an exemplary first embodiment of a chassis frame according to the invention, with which block brake actuators are connected.

[0047] Fig. 2: A plan view of a section of an exemplary second

[0048] An embodiment of a rail vehicle according to the invention comprising a car body and an exemplary second embodiment of a chassis according to the invention, which includes an exemplary second embodiment of a chassis frame according to the invention, with which wheel disc brake actuators are connected, and

[0049] Fig. 3: A side view of a section from an exemplary third

[0050] A variant embodiment of a chassis frame according to the invention with a frame-shaped drive connection device connected to a cross member.

[0051] 202405216

[0052] 8

[0053] Fig. 1 shows a plan view of a section of an exemplary first embodiment of a rail vehicle according to the invention, comprising a car body 1 and an exemplary first embodiment of a bogie according to the invention, which is designed as an externally mounted bogie. The bogie comprises an exemplary first embodiment of a bogie frame according to the invention.

[0054] The chassis frame is made of steel and comprises a first longitudinal beam 2, a second longitudinal beam 3, and a crossbeam 4. The first longitudinal beam 2 and the second longitudinal beam 3 are connected to the crossbeam 4, with the chassis frame having an H-shape in plan view.

[0055] The chassis frame is rotatably coupled to a first wheelset 5 and a second wheelset (not shown in Fig. 1) about their own axes.

[0056] The first wheelset 5 is coupled to the first longitudinal beam 2 via a first wheelset bearing, a first wheelset bearing housing, a first swing arm, a first wheelset guide pin, a first wheelset guide bushing and a first primary damper, which are not shown in Fig. 1, as well as a first primary spring 6, which is arranged between a first spring pot of the first wheelset bearing housing and the first longitudinal beam 2.

[0057] The first wheelset 5 is further coupled to the second longitudinal beam 3 via a second wheelset bearing, a second wheelset bearing housing, a second swing arm, a second wheelset guide pin, a second wheelset guide bushing and a second primary damper, which are not shown in Fig. 1, as well as a second primary spring 7, which is arranged between a second spring pot of the second wheelset bearing housing and the second longitudinal beam 3.

[0058] The first primary spring 6 and the second primary spring 7 are designed as steel coil springs.

[0059] The second wheelset corresponds to the first wheelset 5 with regard to its design, functional and connection principles.

[0060] According to the invention, it is also conceivable that the chassis has loose wheelsets with wheel pairs, etc.

[0061] A first secondary spring 8 is arranged on the first longitudinal beam 2, and a second secondary spring 9 on the second longitudinal beam 3. The first secondary spring 8 and the second secondary spring 9 are designed as air springs, and the car body 1 is mounted on them. Longitudinal movement of the car body 1 by the chassis is effected via a pivot pin 10, which is connected to the car body 1 and projects into a pivot pin recess 11 of the crossbeam 4. A first 202405216 is located between the pivot pin 10 and the crossbeam 4.

[0062] 9

[0063] Transverse buffer 12 and a second transverse buffer 13 as well as longitudinal buffers, which are not shown in Fig. 1, are arranged.

[0064] Furthermore, the car body 1 is connected to the chassis frame via vertical and lateral secondary dampers, which are not shown in Fig. 1.

[0065] The chassis frame has connecting devices for connecting drive devices and brake actuators of the chassis to the chassis frame. In a first transition area between the first longitudinal member 2 and the cross member 4, the chassis frame has a first connecting device 14 for a first brake actuator 18, which is designed as a pneumatic block brake actuator.

[0066] The first connecting device 14 is arranged in the first transition area extending in the direction of a first parallel to a chassis frame longitudinal axis 20 and is connected to the first longitudinal beam 2 and to the crossbeam 4.

[0067] The first connecting device 14 is arranged slightly projecting in the direction of the first parallel to the longitudinal axis 20 of the chassis frame from a web 21 of the cross member 4 shown by way of example in Fig. 3 at a first separation joint 22 between the first longitudinal member 2 and the cross member 4.

[0068] The first connecting device 14 is designed as a bulkhead plate, welded to the first longitudinal beam 2 and the crossbeam 4 and has larger first thicknesses in a first edge area of ​​the crossbeam 4 and in a second edge area of ​​the crossbeam 4 than in a central area of ​​the crossbeam 4.

[0069] The first connecting device 14 has a first overhang beyond the first longitudinal beam 2 and the cross beam 4 in the vertical direction.

[0070] The first connecting device 14 is arranged in a first alignment 24 of a first wheel 25 of the first wheelset 5, which is aligned parallel to the longitudinal axis 20 of the chassis frame.

[0071] A second, nose-shaped connecting device 15 for the first brake actuator 18 is arranged on a crossbeam cover surface of the crossbeam 4 and welded to the crossbeam 4. This second connecting device 15 is located closer to the longitudinal axis 20 of the chassis frame and to a chassis frame centerline than the first connecting device 14. A first connecting surface 27 of the first connecting device 14 for connecting the first brake actuator 18 to the first connecting device 14 and a second connecting surface 28 of the second connecting device 15 for connecting the first brake actuator 18 to the second connecting device 15 are perpendicular to a line formed by the longitudinal axis 20 of the chassis frame and a transverse axis 29 of the chassis frame.

[0072] 10

[0073] The first brake actuator 18 is screwed to the first connecting device 14 and the second connecting device 15 via the first connecting surface 27 and the second connecting surface 28, and is thus connected to the chassis frame via the first connecting device 14 and the second connecting device 15.

[0074] The chassis frame further comprises a third connecting device 16 in a second transition area between the second longitudinal member 3 and the cross member 4, which is arranged at a second separation joint 23 between the second longitudinal member 3 and the cross member 4 and extends in the direction of a second parallel to the longitudinal axis 20 of the chassis frame. The third connecting device 16 is designed as a bulkhead plate welded to the second longitudinal member 3 and to the cross member 4.

[0075] The third connecting device 16 has larger second thicknesses in the first edge region of the crossbeam 4 and in the second edge region of the crossbeam 4 than in the middle region of the crossbeam 4.

[0076] The third connecting device 16 has a second overhang above the second longitudinal beam 3 and the crossbeam 4 in a vertical direction.

[0077] The third connecting device 16 is arranged in a second alignment of a second wheel 26 of the first wheelset 5, parallel to the longitudinal axis 20 of the chassis frame.

[0078] The thickness directions of the first thicknesses of the first connecting device 14 and the second thicknesses of the third connecting device 16 are aligned extending in the direction of a third parallel to the chassis frame transverse axis 29.

[0079] A fourth connecting device 17 is arranged on the crossbeam deck surface, which is located closer to the longitudinal axis 20 of the chassis frame and the center of the chassis frame than the third connecting device 16. A second brake actuator 19, which is designed as a pneumatic block brake actuator, is connected to the third connecting device 16 and the fourth connecting device 17.

[0080] With regard to constructive and functional principles, the third connecting device 16 is designed in the same way as the first connecting device 14, the fourth connecting device 17 is designed in the same way as the second connecting device 15.

[0081] The chassis frame is curved at an angle greater than 90° on the longitudinal beam end faces between the first longitudinal beam 2 and the first connecting device 14, and between the second longitudinal beam 3 and the third connecting device 16. The angle is 180°. 202405216

[0082] 11

[0083] By means of a first actuator force of the first brake actuator 18, which can be transmitted via a first brake linkage of the first brake actuator 18 to a first double brake block 30 connected to the first brake linkage and which can be formed by means of a first brake cylinder of the first brake actuator 18, the first double brake block 30 can be applied to the first wheel 25.

[0084] By means of a second actuator force of the second brake actuator 19, which can be transmitted via a second brake linkage of the second brake actuator 19 to a second double brake block 31 connected to the second brake linkage and which can be formed by means of a second brake cylinder of the second brake actuator 19, the second double brake block 31 can be applied to the second wheel 26.

[0085] Thus, to brake the chassis, the first actuator force and the second actuator force can be introduced into the first wheelset 5.

[0086] The chassis comprises a first drive unit 32 and a second drive unit not shown in Fig. 1. The first drive unit 32 includes an electric traction motor 33 with housing, stator, and rotor, a coupling 34, and a gearbox 35. The traction motor 33 is connected to the crossbeam 4 and, for the transmission of drive torques, is coupled to the first wheelset 5 via the coupling 34 and the gearbox 35. The coupling 34 is designed as a flexible gear coupling, and the gearbox 35 as a spur gear transmission. The gearbox 35 is connected to the crossbeam 4 via a torque arm 36, which is welded to the crossbeam 4 and is designed as a double strut.

[0087] The chassis frame includes a drive connection device 37 for the first drive device 32, wherein the drive connection device 37 is plate-shaped and, projecting vertically beyond the cross member 4, is arranged upstream of the cross member 4 in the direction of the chassis frame longitudinal axis 20. The drive connection device 37 is oriented perpendicular to a plane formed by the chassis frame longitudinal axis 20 and the chassis frame transverse axis 29 and is welded to the cross member 4 via connecting plates.

[0088] In openings of the drive connection device 37, a first elastomer-metal bearing 38, a second elastomer-metal bearing 39, and two further elastomer-metal bearings (not visible in Fig. 1) are inserted as bearing devices for the drive motor 33, via which the drive motor 33 is detachably connected to the drive connection device 37. According to the invention, however, it is also conceivable that instead of the first elastomer-metal bearing 38, the second elastomer- 202405216

[0089] 12

[0090] Metal bearing 39 and the two other elastomer metal bearings, for example, screws are used, etc.

[0091] The drive connection device 37 comprises a first positioning piece 40, a second positioning piece 41, and two further positioning pieces (not visible in Fig. 1), which are L-shaped and cantilevered parallel to the longitudinal axis 20 of the chassis frame. The bearing device is arranged between the first positioning piece 40, the second positioning piece 41, and the two further positioning pieces.

[0092] The second drive device is designed according to the same structural, functional and connection-related principles as the first drive device 32, is connected to the crossbeam 4 and is coupled to the second wheelset for the transmission of drive torques.

[0093] The chassis according to Fig. 1 is designed as a powered chassis. However, according to the invention, it is also conceivable that the chassis is designed as a running chassis (without the drive connection device 37 of the chassis frame and the first drive device 32 as well as without the second drive device).

[0094] Fig. 2 shows a plan view of a section of an exemplary second embodiment of a rail vehicle according to the invention with a car body 1 and with an exemplary second embodiment of a chassis according to the invention, which has an exemplary second embodiment of a chassis frame according to the invention.

[0095] The exemplary second embodiments of a rail vehicle, a chassis and a chassis frame according to the invention according to Fig. 2 are similar to those of the exemplary first embodiments of a rail vehicle, a chassis and a chassis frame according to the invention according to Fig. 1. Therefore, some of the same reference numerals are used in Fig. 2 as in Fig. 1.

[0096] In contrast to Fig. 1, the chassis frame according to Fig. 2 has a first connecting device 14 designed as a cantilever arm.

[0097] The first connecting device 14 is welded to a first longitudinal member 2 and a cross member 4 of the chassis frame and has in a first edge area of ​​the cross member 4 202405216

[0098] 13 and in a second edge area of ​​the crossbeam 4 greater thicknesses than in a central area of ​​the crossbeam 4.

[0099] The first connecting device 14 is arranged in a first alignment 24 of a first wheel 25 of a first wheelset 5 of the chassis. Compared with that exemplary first embodiment of a chassis frame according to the invention, the first connecting device 14 according to Fig. 2 has a greater length in the direction parallel to a chassis frame longitudinal axis 20.

[0100] The first connecting device 14 is arranged extending in the direction parallel to the longitudinal axis 20 of the chassis frame and upwards, and has a retaining surface 44 for connecting a first brake actuator 18 to the first connecting device 14. The retaining surface 44 is aligned parallel to a plane formed by the longitudinal axis 20 of the chassis frame and a transverse axis 29 of the chassis frame. The first brake actuator 18 is screwed to the first connecting device 14 on an underside of the retaining surface 44. The first brake actuator 18 is designed as a pneumatic wheel disc brake actuator. A first actuator force generated by a brake cylinder of the first brake actuator 18 can be transmitted via a brake linkage of the first brake actuator to a pair of brake pads 45 connected to the brake linkage, thereby pressing the pair of brake pads 45 against a disc brake connected to the first wheel 25, as shown in Fig.2 invisible wheel brake discs can be applied and the first actuator force for braking the chassis can be introduced into the first wheelset.

[0101] Fig. 3 reveals a side view of a section of an exemplary third embodiment of a chassis frame according to the invention with a drive connection device 37 for a first drive device 32, as shown by way of example in Fig. 1.

[0102] The chassis frame according to Fig. 3 corresponds with regard to constructive, functional and connection-related principles to that exemplary first embodiment of a chassis frame according to the invention, as shown by way of example in Fig. 1.

[0103] The drive connection device 37 is plate-shaped and, projecting upwards and downwards beyond a cross member 4 of the chassis frame, is arranged in front of the cross member 4 in the direction of a chassis frame longitudinal axis 20 projected in Fig. 3. The drive connection device 37 is perpendicular to a plane 202405216 formed by the chassis frame longitudinal axis 20 and a chassis frame transverse axis 29.

[0104] 14 aligned and frame-shaped with a central rectangular recess 46.

[0105] The drive connection device 37 is welded to an upper chord 47, a lower chord 48, and a web 21 of the crossbeam 4 via connecting plates (not visible in Fig. 3). Above the recess 46, the drive connection device 37 has a first opening 49 and a second opening 50, and below the recess 46, a third opening 51 and a fourth opening 52. Elastomer-metal bearings can be inserted into the first opening 49, the second opening 50, the third opening 51, and the fourth opening 52 to serve as bearings for the first drive device 32, connecting the first drive device 32 to the drive connection device 37 and thus to the chassis frame.

[0106] The drive connection device 37 has a first positioning piece 40 and a second positioning piece 41 above the recess 46 and a third positioning piece 42 and a fourth positioning piece 43 below the recess 46, which are arranged cantilevering parallel to the longitudinal axis 20 of the chassis frame and between which the bearing device can be arranged in order to position the first drive device 32 relative to the drive connection device 37 (for example, for mounting the first drive device 32).

[0107] The first positioning piece 40, the second positioning piece 41, the third positioning piece 42 and the fourth positioning piece 43 are welded to a carrier plate of the drive connection device 37 and are L-shaped, as shown by way of example in Fig. 1 for the first positioning piece 40 and the second positioning piece 41.

[0108] The first positioning piece 40 is located to the left of the first opening 49, the second positioning piece 41 to the right of the second opening 50, the third positioning piece 42 to the left of the third opening 51 and the fourth positioning piece 43 to the right of the fourth opening 52.

[0109] The drive connection device 37 further comprises a first emergency catch 53, a second emergency catch 54, a third emergency catch 55 and a fourth emergency catch 56, which are arranged cantilevering directly below the recess 46 and parallel to the longitudinal axis 20 of the chassis frame and are designed in a beam shape.

[0110] The first emergency catch 53, the second emergency catch 54, the third emergency catch 55, and the fourth emergency catch 56 are welded to the carrier plate of the drive connection device 37 and have support surfaces which are aligned parallel to the plane formed by the longitudinal axis 20 of the landing gear frame and the transverse axis 29 of the landing gear frame. The first drive device 32 is connected to the support surfaces via contact surfaces of the first emergency catch 53, the second emergency catch 54, the third emergency catch 55, and the fourth emergency catch 56 that can be brought into contact with the first emergency catch 53, the second emergency catch 54, the third emergency catch 55, and the fourth emergency catch 56.

[0111] 15

[0112] The drive device 32, which is aligned parallel to the plane formed by the longitudinal axis 20 of the chassis frame and the transverse axis 29 of the chassis frame, can be supported, for example, if the bearing device fails. Regardless of the grammatical gender of a particular term, persons of male, female, or other gender identities are included.

[0113] 202405216

[0114] Reference symbol list

[0115] 1 car body

[0116] 2 First longitudinal beam

[0117] 3 Second longitudinal beam

[0118] 4 crossbeams

[0119] 5 First wheelset

[0120] 6 First primary spring

[0121] 7 Second primary spring

[0122] 8 First secondary spring

[0123] 9 Second secondary spring

[0124] 10 diving cones

[0125] 11 Diving pin recess

[0126] 12 First cross buffer

[0127] 13 Second transverse buffer

[0128] 14 First connecting device

[0129] 15 Second connecting device

[0130] 16 Third connecting device

[0131] 17 Fourth connecting device

[0132] 18 First brake actuator

[0133] 19 Second brake actuator

[0134] 20 Chassis frame longitudinal axis

[0135] 21 Bridge

[0136] 22 First separation joint

[0137] 23 Second separation joint

[0138] 24 First Escape

[0139] 25 First Wheel

[0140] 26 Second wheel

[0141] 27 First connecting surface

[0142] 28 Second connecting surface

[0143] 29 Chassis frame transverse axle

[0144] 30 First double brake block

[0145] 31 Second double brake block

[0146] 32 First drive device

[0147] 33 Drive motor 202405216

[0148] 17

[0149] 34 Clutch

[0150] 35 gearboxes

[0151] 36 Torque support

[0152] 37 Drive connection device

[0153] 38 First elastomer-metal bearing

[0154] 39 Second elastomer-metal bearing

[0155] 40 First positioning piece

[0156] 41 Second positioning piece

[0157] 42 Third positioning piece

[0158] 43 Fourth positioning piece

[0159] 44 holding surface

[0160] 45 brake pad pairs

[0161] 46 Exclusion

[0162] 47 Upper chord

[0163] 48 Lower belt

[0164] 49 First opening

[0165] 50 Second Opening

[0166] 51 Third Opening

[0167] 52 Fourth Opening

[0168] 53 First emergency catch

[0169] 54 Second emergency catch

[0170] 55 Third emergency catch

[0171] 56 Fourth Emergency Catch

Claims

202405216 18 Patent claims 1. Chassis frame for a chassis for a rail vehicle, the chassis frame comprising at least a first longitudinal beam (2), a second longitudinal beam (3) and a crossbeam (4), wherein the first longitudinal beam (2) and the second longitudinal beam (3) are connected to the crossbeam (4) and wherein the chassis frame has at least a first connecting device (14) for connecting at least one brake actuator to the chassis frame, characterized in that the at least first connecting device (14) extends in a direction parallel to a chassis frame longitudinal axis (20) in a first transition area between the first longitudinal beam (2) and the crossbeam (4) and is connected to the first longitudinal beam (2) and to the crossbeam (4), wherein the at least first connecting device (14) has a greater thickness in at least one edge region of the crossbeam (4) than in a central region of the crossbeam (4).

2. Chassis frame according to claim 1, characterized in that the chassis frame is curved at least between the first longitudinal member (2) and the first connecting device (14).

3. Chassis frame according to claim 2, characterized in that the chassis frame is curved at least on a top surface of the chassis frame over an angle extent of at least 90°.

4. Chassis frame according to one of claims 1 to 3, characterized in that the at least first connecting device (14) is designed as a bulkhead plate.

5. Chassis frame according to one of claims 1 to 4, characterized in that a thickness direction of the thickness of the at least first connecting device (14) is aligned extending in the direction of a parallel to a chassis frame transverse axis (29).

6. Chassis frame according to one of claims 1 to 5, characterized in that the at least first connecting device (14) has a projection over the first longitudinal member (2) and / or the cross member (4). 202405216 19 7. Chassis frame according to one of claims 1 to 6, characterized in that a second connecting device (15) for the at least one brake actuator is arranged on a cross member cover surface of the cross member (4), which is arranged closer to the longitudinal axis (20) of the chassis frame and to a chassis frame center than the first connecting device (14).

8. Chassis frame according to claim 7, characterized in that a first connecting surface (27) of the first connecting device (14) for connecting the at least one brake actuator to the first connecting device (14) and a second connecting surface (28) of the second connecting device (15) for connecting the at least one brake actuator to the second connecting device (15) are aligned perpendicularly or substantially perpendicularly to a plane formed by the longitudinal axis (20) of the chassis frame and a transverse axis (29) of the chassis frame.

9. Chassis frame according to one of claims 1 to 6, characterized in that at least the first connecting device (14) is designed as a cantilever arm, which is arranged in the direction parallel to the longitudinal axis (20) of the chassis frame and extending upwards, and has a retaining surface (44) for connecting the at least one brake actuator to the at least first connecting device (14), wherein the retaining surface (44) is aligned parallel or substantially parallel to a plane formed by the longitudinal axis (20) of the chassis frame and a transverse axis (29) of the chassis frame.

10. Chassis frame according to one of claims 1 to 9, characterized in that the chassis frame comprises at least one drive connection device (37) for at least one drive device, wherein the at least one drive connection device (37) is plate-shaped and is arranged in front of the cross member (4), projecting beyond the cross member (4), and wherein the at least one drive connection device (37) is aligned perpendicularly or substantially perpendicularly to a plane formed by the longitudinal axis (20) of the chassis frame and a transverse axis (29) of the chassis frame.

11. Chassis frame according to claim 10, characterized in that the at least one drive connection device (37) is designed in a frame shape with a recess (46). 202405216 20 12. Chassis frame according to claim 10 or 11, characterized in that the at least one drive connection device (37) has a plurality of positioning elements projecting parallel to the longitudinal axis (20) of the chassis frame, between which a bearing device of the at least one drive device can be arranged.

13. Chassis frame according to one of claims 10 to 12, characterized in that the at least one drive connection device (37) has a plurality of emergency catches projecting parallel to the longitudinal axis (20) of the chassis frame with support surfaces which are aligned parallel or substantially parallel to the plane formed by the longitudinal axis (20) of the chassis frame and the transverse axis (29) of the chassis frame, on which the at least one drive device can be supported.

14. Chassis for a rail vehicle with a chassis frame according to one of claims 1 to 13, the chassis comprising at least one first wheelset (5) or at least one pair of wheels, which is rotatably coupled to the chassis frame, and at least one first brake actuator (18), by means of which actuator forces can be introduced into the at least first wheelset (5) or into the at least one pair of wheels for braking the chassis, characterized in that the at least first brake actuator (18) is connected to the chassis frame via the at least first connecting device (14) of the chassis frame, wherein the at least first connecting device (14) is arranged in a first alignment (24) of a first wheel (25) of the at least first wheelset (5) or of the at least one pair of wheels.

15. Rail vehicle with at least one chassis according to claim 14.

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