Chassis for a rail vehicle, and rail vehicle

Abstract

The invention relates to a chassis having at least three support structures, at least one first wheelset (12), and at least one first drive unit (14) which at least partly encases a wheelset shaft (20), wherein exactly one first coupling (18) is coupled to the at least one first wheelset (12) and to the at least one first drive unit (14), and the at least one first wheelset (12) is rotatably coupled to a first support structure (3) and to a second support structure (4) which are connected to a third support structure (5). According to the invention, the at least one first drive unit (14) is elastically supported on the first support structure (3) or on the third support structure (5) via at least one first coupling device (24) and on the second support structure (4) or on the third support structure (5) via a second coupling device (25). As a result, load-sensitive drive components can be mechanically decoupled.

Description

[0001] 202403992

[0002] 1

[0003] Description

[0004] Chassis for a rail vehicle and rail vehicle

[0005] The invention relates to a chassis for a rail vehicle, comprising at least a first support structure, a second support structure and a third support structure, comprising at least a first wheelset and at least a first drive unit comprising a first drive stator and a drive rotor, which at least partially encloses a wheelset axle of the at least first wheelset, wherein exactly one first coupling is coupled to the at least first wheelset and the at least first drive unit, wherein the at least first wheelset is rotatably coupled to the first support structure and the second support structure, and wherein the first support structure and the second support structure are connected to the third support structure.

[0006] Components of drive units (e.g., stator winding circuits connecting coil groups of winding strands to the terminal box of the drive unit) of rail vehicle bogies are often sensitive to mechanical vibration and shock loads. A stator winding circuit of a rail vehicle bogie drive unit can, for example, be connected to a stator winding end. During operation of the rail vehicle, for instance, a copper ground of the circuit and a connecting conductor between a coil group of the stator winding and the circuit can be subjected to high mechanical stress. Potential damage or faults in the stator winding, such as breaks in the connecting conductor, breaks in conductors within the circuit in general, ground faults, or insulation damage, can, for example,This can lead to a failure of the stator winding due to ground and / or phase faults, and thus to a failure of the drive unit. If the drive unit is designed, for example, as a permanent magnet synchronous machine, faults or damage to the stator winding can cause, for example, winding short circuits with significant heat generation, etc.

[0007] To protect the stator windings of drive units in railway vehicle bogies from damage and faults, it is common practice to incorporate stiffening elements between the stator winding circuits of the drive units (for example, using rings, felt inserts, flat iron supports, or bracing). Nevertheless, certain load cases or vibration excitations of the drive units can lead to damage or faults in the stator windings. 202403992

[0008] 2

[0009] For example, WO 2019 / 141518 A1, which describes a bogie of a rail vehicle with internally mounted wheelsets and a drive unit designed as a direct drive, is known from the prior art. The drive unit is designed as an electric, permanent magnet synchronous motor with liquid cooling. The drive unit has a stator and a rotor, the rotor being designed as a hollow shaft and connected to a coupling in a rotationally fixed manner. The coupling is in turn rigidly connected to a wheelset axle of the bogie, thereby enabling torques from the drive unit to be transmitted to the wheelset axle. The stator has a stator winding which includes winding heads on the end faces of the stator.

[0010] Furthermore, WO 2006 / 051046 A1 describes a rail vehicle with a semi-sprung direct drive comprising a stator and a rotor. The stator and the rotor are arranged partially encasing a wheelset axle of the rail vehicle's bogie. The rotor and the stator are resiliently mounted on the wheelset axle.

[0011] The invention is based on the objective of providing a chassis that is further developed compared to the prior art, in which components of a drive unit can be protected from damaging or fault-causing mechanical influences.

[0012] According to the invention, this problem is solved with a chassis according to claim 1, in which the first drive stand is elastically supported on the first support structure or on the third support structure via at least a first coupling device, wherein the first drive stand is elastically supported on the second support structure or on the third support structure via a second coupling device.

[0013] This measure allows for the mechanical decoupling of load-sensitive drive components of the first drive unit (for example, a stator winding circuit). For instance, a stator winding circuit of the first drive stator can be located in the area of ​​the first drive unit where the first drive stator is elastically supported. This allows for at least partial decoupling of the circuit from mechanical influences such as shocks or vibration excitations (e.g., from contact between the first wheelset and a track, etc.). Thus, elastic support of the first drive stator via the first and second coupling devices can have a protective effect on the circuit (or other components of the first drive unit). 202403992

[0014] 3

[0015] The first drive stand can, for example, be elastically supported directly on the first support structure or directly on the third support structure via the first coupling device, and can, for example, be elastically supported directly on the second support structure or directly on the third support structure via the second coupling device.

[0016] The first coupling device and / or the second coupling device can, for example, be designed elastically themselves (e.g., as elastically deformable metallic arms, etc.). However, it is also possible that the elastic support of the first drive stand is achieved or influenced primarily by its support on a sprung chassis component (e.g., a chassis frame), etc. Furthermore, it is conceivable that the first coupling device and / or the second coupling device include, for example, spring elements or incorporate a spring element, etc.

[0017] The first and second support structures can include, for example, wheelset bearing housings, primary spring carriers, or wheelset guidance devices (e.g., swing arms), etc. It is also possible that, for example, the wheelset guidance devices include the wheelset bearing housings, such as by forming the swing arms as a single piece with the wheelset bearing housings, etc.

[0018] The third support structure could, for example, be a chassis frame. The first coupling device and / or the second coupling device could, for example, be supported on a crossmember of the chassis frame, etc.

[0019] The first drive unit can, for example, be designed as a direct drive. It is possible, for instance, that the first drive unit is a permanent magnet electric machine (e.g., a permanent magnet three-phase synchronous machine, etc.). Furthermore, it is possible that the elastic support of the first drive stator, for example, relieves the first coupling at least partially of the weight force acting on it from the first drive unit, thus eliminating the need for multiple couplings on the wheelset axle, etc. The first coupling can, for example, be a single-plane coupling with high radial stiffness.

[0020] Due to the elastic support of the first drive stand, the first drive unit can be supported more softly via the first coupling device and the second coupling device than via the first coupling, provided that not only torques but also weight forces are transmitted via the first coupling.

[0021] The chassis can have either an external or an internal bearing for the first wheelset. 202403992

[0022] 4

[0023] Further advantageous embodiments of the chassis according to the invention are set out in the dependent claims.

[0024] For example, it is advantageous if the first coupling device for maintaining a distance between the first coupling device and a first wheel of at least the first wheelset is curved, angled and / or designed with a recess.

[0025] This allows the first coupling device to be arranged, for example, to encompass the first wheel. If the first coupling device is arranged, for example, on a cylindrical surface of the first drive unit, then available installation space in the direction of a wheelset longitudinal axis can be used for the first drive unit and does not need to be reserved for the first coupling device. In an embodiment of the chassis according to the invention as a chassis with external bearings, the first drive unit can thus be positioned, for example, very close to the first wheel.

[0026] In connection with efficient use of available installation space budget, it may also be advisable if at least the first drive unit is supported via the first coupling device on a front side of the first support structure.

[0027] This measure makes it possible, for example, to forego the need to reserve space for the first coupling device between the first wheel and a side flank of the first support structure when the chassis according to the invention is designed as a chassis with external bearings with respect to the first wheelset.

[0028] A connection of high mechanical stability between the first drive unit and load-bearing components of the chassis can be achieved if the at least first drive unit has a first drive half with respect to a first drive transverse plane of the at least first drive unit and a second drive half with respect to the first drive transverse plane, wherein at least the first coupling device is arranged in the area of ​​the first drive half and the at least first drive unit is coupled to the first coupling in the area of ​​the second drive half.

[0029] Mechanical relief of the first coupling is made possible if a center of gravity of the at least first drive unit is arranged in a transverse plane of the at least first drive unit, wherein the second coupling device is arranged such that the transverse plane extends at least partially through the second coupling device.

[0030] Full suspension of the first drive unit is achieved when the first drive stand is connected to the first support structure via the first coupling device, and to the second coupling device at 202403992

[0031] 5 of the third support structure and is elastically supported on the second support structure via a third coupling device.

[0032] A further advantageous solution is achieved if the first coupling device and the third coupling device are connected to each other by means of a connecting beam which is aligned transversely to a first drive transverse plane of the at least first drive unit.

[0033] This results in a stiffening and a reduction in stress on the first and third coupling devices. The mass of the connecting beam can also provide vibration damping. It is also possible that the connecting beam reduces relative movements between the first and second support structures.

[0034] A reduction of torque-bearing reactions introduced from the first drive unit into the first coupling can be achieved if the at least first drive unit has a first drive half with respect to a first drive transverse plane of the at least first drive unit and a second drive half with respect to the first drive transverse plane, wherein the first coupling device is arranged in the area of ​​the first drive half and the at least first drive unit is coupled to the first coupling in the area of ​​the second drive half, and wherein the at least first drive unit is supported on the third support structure in the area of ​​the second drive half via the second coupling device, which is designed as a torque support.

[0035] A promising field of application for the chassis according to the invention can be opened up with a rail vehicle with at least one chassis according to the invention.

[0036] Since load-sensitive drive components can be mechanically decoupled in the chassis according to the invention, an increase in reliability can be achieved in the rail vehicle according to the invention due to a reduced susceptibility to damage or failure of the first drive unit. 202403992

[0037] 6

[0038] The invention and non-inventive solutions are explained in more detail below using exemplary embodiments.

[0039] They show, for example:

[0040] Fig. 1: A plan view of a section of an exemplary embodiment of a rail vehicle according to the invention with an exemplary first embodiment of a chassis according to the invention, in which drive units are connected on both sides to wheelset bearing housings of the chassis,

[0041] Fig. 2: A plan view of an exemplary second embodiment of a chassis according to the invention, in which drive units are each connected on one side to wheelset bearing housings of the chassis,

[0042] Fig. 3: A plan view of an exemplary third embodiment of a chassis according to the invention, in which two drive units are each connected to a chassis frame via two coupling devices,

[0043] Fig. 4: A plan view of an exemplary first variant of a chassis not according to the invention, in which drive units are coupled to wheelset shafts on both sides,

[0044] Fig. 5: A plan view of an exemplary second variant of a chassis not according to the invention, in which drive units are coupled to wheelset shafts on both sides, with axle bearings arranged between the drive units and the wheelset shafts, and

[0045] Fig. 6: A plan view of an exemplary third variant of a chassis not according to the invention, in which drive units are coupled to wheelset axles on both sides, wherein a plurality of coupling devices are arranged between the drive units and the supporting structures of the chassis. 202403992

[0046] 7

[0047] Fig. 1 shows a plan view of a section of an exemplary embodiment of a rail vehicle according to the invention with an exemplary first embodiment of a chassis according to the invention, in which drive units are connected on both sides to wheelset bearing housings of the chassis.

[0048] The rail vehicle has a car body 1 which is connected to the chassis via a secondary spring arrangement 2, which is designed as an air spring arrangement.

[0049] The chassis comprises a first support structure 3, a second support structure 4, a third support structure 5, a fourth support structure 6, and a fifth support structure 7. The first support structure 3, the second support structure 4, the fourth support structure 6, and the fifth support structure 7 include wheelset guide devices, which in turn have wheelset bearing housings with primary spring carriers and swing arms. The first support structure 3, the second support structure 4, the fourth support structure 6, and the fifth support structure 7 are articulated to the third support structure 5, which is designed as the chassis frame.

[0050] A first primary spring 8 is arranged between the first support structure 3 and the third support structure 5, a second primary spring 9 between the second support structure 4 and the third support structure 5, a third primary spring 10 between the fourth support structure 6 and the third support structure 5, and a fourth primary spring 11 between the fifth support structure 7 and the third support structure 5.

[0051] The chassis further comprises a first wheelset 12 and a second wheelset 13, wherein the first wheelset 12 is rotatably coupled to the first support structure 3 and the second support structure 4 about a first longitudinal axis of the wheelset, and wherein the second wheelset 13 is rotatably coupled to the fourth support structure 6 and the fifth support structure 7 about a second longitudinal axis of the wheelset. The chassis has external bearings for the first wheelset 12 and the second wheelset 13.

[0052] Furthermore, the chassis features a first drive unit 14 and a second drive unit 15, both designed as direct drives. The first drive unit 14 and the second drive unit 15 are designed as permanent magnet three-phase synchronous motors.

[0053] The first drive unit 14 comprises a first drive stator 16 and a drive rotor 17. For torque transmission between the first drive unit 14 and the first wheel set 12, exactly one first coupling 18 is connected to the first wheel set 12 and the first 202403992

[0054] 8

[0055] Drive unit 14 is coupled. The first coupling 18 is designed as a cardan coupling. The drive rotor 17 is designed as a hollow shaft and is coupled to the first coupling 18. The first coupling 18 is in turn connected to a wheelset axle 20 of the first wheelset 12.

[0056] The first drive stator 16 has a stator winding which comprises winding heads on the end faces of the first drive stator 16. A circuit 22 of the stator winding and a multiphase connecting conductor 23 are connected to the winding heads on one side and to a terminal box 21 of the first drive unit 14 on the other.

[0057] The drive rotor 17 is arranged to partially enclose the wheelset shaft 20, and the first drive stator 16 is arranged to enclose the drive rotor 17. Thus, the first drive unit 14 is arranged to partially enclose the wheelset shaft 20.

[0058] The first drive stand 16 is elastically supported on the first support structure 3 via a first coupling device 24. The first coupling device 24 has a metallic arm and a spring element. The arm connects the first coupling device 24 directly to a cylindrical surface 30 of the first drive unit 14, and the device projects from this cylindrical surface 30. The end faces of the first drive unit 14 are free of coupling devices. The spring element connects the first coupling device 24 directly to a front face of the first support structure 3. The first coupling device 24 is arranged to contact a first primary spring carrier of the first support structure 3.

[0059] The arm is screwed to the first drive unit 14 on one side and inserted via the spring element into a spring holder in which the spring element is guided and which is formed integrally with the first primary spring carrier on the other.

[0060] The first support structure 3 comprises a first wheelset guide device, which in turn includes the first primary spring carrier, a first wheelset bearing housing, and a first swing arm. The first coupling device 24 is supported on the first wheelset bearing housing and thus on the first wheelset guide device via the first primary spring carrier, which is integrally formed with the first wheelset bearing housing.

[0061] The arm of the first coupling device 24 is curved and L-shaped (angled at 90°) to maintain a distance between the first coupling device 24 and a first wheel 31 of the first wheelset 12. The arm thus passes the first wheel 31 in the area of ​​the front of the first support structure 3.

[0062] According to the invention, it is also conceivable that the first coupling device 24 is designed with a recess for maintaining a distance between the first coupling device 24 and the first wheel 31, etc. 202403992

[0063] 9

[0064] The first drive unit 14 has a first drive half 32 with respect to a first drive transverse plane 36 of the first drive unit 14 and a second drive half 33 with respect to the first drive transverse plane 36. The first coupling device 24 is arranged in the region of a first end of the first drive half 32.

[0065] The first drive unit 14 is coupled to the first clutch 18 in the area of ​​a second end of the second drive half 33.

[0066] The first drive stand 16 is elastically supported in the area of ​​the second drive half 33 via a second coupling device 25 designed as a metallic connecting strut on a crossbeam 38 of the third support structure 5.

[0067] The first drive stand 16 is furthermore elastically supported at the second end of the second drive half 33 by a third coupling device 26 on the second support structure 4. The third coupling device 26 is designed identically to the first coupling device 24 with regard to its structural, functional and connection principles.

[0068] The circuit 22 of the stator winding, the connecting conductor 23 and the terminal box 21 of the first drive unit 14 are arranged in the area of ​​the first end of the first drive half 32.

[0069] The second drive unit 15 is identical to the first drive unit 14 with regard to its design and functional principles, and similar to the first drive unit 14 with regard to its connection principles. The second drive unit 15 is coupled to the second wheelset 13 for torque transmission via a second coupling 19.

[0070] A second drive stand of the second drive unit 15 (not shown in Fig. 1) is elastically supported on the fourth support structure 6 via a fourth coupling device 27. The second drive stand is elastically supported on the third support structure 5 via a fifth coupling device 28, and the second drive stand is elastically supported on the fifth support structure 7 via a sixth coupling device 29. In contrast to the connection principle described in connection with the first drive unit 14, the fourth coupling device 27 and the sixth coupling device 29 are connected to each other by means of a metallic connecting beam 39, which is oriented transversely to a second drive transverse plane 37 of the second drive unit 15. The connecting beam 39 is welded to the fourth coupling device 27 and the sixth coupling device 29.However, according to the invention it is also conceivable that the fourth coupling device 27, the sixth coupling device 29 and the connecting carrier 39 are formed in one piece, etc. 202403992.

[0071] 10

[0072] Figure 2 shows a plan view of an exemplary second embodiment of a chassis according to the invention. This exemplary second embodiment is similar to the exemplary first embodiment of a chassis according to the invention, as shown in Figure 1. Therefore, some of the same reference numerals are used in Figure 2 as in Figure 1.

[0073] In contrast to Fig. 1, in the chassis according to Fig. 2, the drive units of the chassis are each connected on one side to the wheelset bearing housings of the chassis.

[0074] A first drive unit 14 comprises a first drive half 32 with respect to a first drive transverse plane 36 of the first drive unit 14 and a second drive half 33 with respect to the first drive transverse plane 36, wherein a first coupling device 24 and a second coupling device 25 of the chassis are arranged in the region of a first end of the first drive half 32 and the first drive unit 14 is supported in the region of a second end of the second drive half 33 on a first coupling 18 of the chassis. A first drive stator 16 of the first drive unit 14, which is not shown in Fig. 2 and is shown by way of example in Fig. 1, is elastically supported on a first support structure 3 comprising a first wheelset guide device via the first coupling device 24.

[0075] A second support structure 4 comprising a second wheelset guidance device is not directly connected to a coupling device.

[0076] The first drive stand 16 of the first drive unit 14 is elastically supported on a crossbeam 38 of a third support structure 5 designed as a chassis frame via the second coupling device 25.

[0077] The first drive unit 14 is a wheelset shaft 20 of a first wheelset 12 of the chassis arranged partially encasing.

[0078] The first coupling 18 is coupled to the first wheelset 12 and the first drive unit 14 for torque transmission. No further couplings are connected to the first wheelset 12.

[0079] The second drive unit 15 is designed similarly to the first drive unit 14 with regard to connection technology principles.

[0080] The second drive unit 15, partially enclosing a second wheelset 13 of the chassis, is supported by a second coupling 19 connected to the second wheelset 13. 202403992

[0081] 11

[0082] A fourth support structure 6 comprising a third wheelset guidance device is not directly connected to a coupling device.

[0083] However, a second drive stand of the second drive unit 15, not shown in Fig. 2, is elastically supported via a third coupling device 26 on a fifth support structure 7 comprising a fourth wheelset guide device. Furthermore, the second drive stand of the second drive unit 15 is elastically supported via a fourth coupling device 27 on the crossbeam 38.

[0084] A center of gravity of the second drive unit 15 is arranged in a second drive transverse plane 37 of the second drive unit 15.

[0085] In contrast to the connection principle described in connection with the first drive unit 14 and the second coupling device 25, the fourth coupling device 27 is arranged such that the second drive transverse plane 37 extends through the fourth coupling device 27.

[0086] The second drive transverse plane 37 is arranged centrally in the second drive unit 15. However, according to the invention, it is also conceivable that the center of gravity of the second drive unit 15 is arranged in an off-center transverse plane of the second drive unit 15 and that the fourth coupling device 27 is arranged such that this transverse plane extends through the fourth coupling device 27.

[0087] Fig. 3 reveals a plan view of an exemplary third embodiment of a chassis according to the invention. This exemplary third embodiment is similar to the exemplary first embodiment of a chassis according to the invention, as shown in Fig.

[0088] Figure 1 is shown. Therefore, some of the same reference numerals are used in Figure 3 as in Figure 1.

[0089] The chassis according to Fig. 3 comprises a first support structure 3, a second support structure 4, a third support structure 5, a fourth support structure 6, and a fifth support structure 7. The first support structure 3, the second support structure 4, the fourth support structure 6, and the fifth support structure 7 include wheelset guide devices. The third support structure 5 is designed as a chassis frame.

[0090] A first drive unit 14 of the chassis, which partially encloses a wheelset axle 20 of a first wheelset 12 of the chassis, is coupled to the first wheelset 12 via a first coupling 18, which is connected to the first wheelset 12, and is supported at the first coupling 18. 202403992

[0091] 12

[0092] A first drive stand 16 of the first drive unit 14, which is not shown in Fig. 3 and is shown by way of example in Fig. 1, is elastically supported on a crossbeam 38 of the third support structure 5 via a first coupling device 24 designed as an elastic first support bearing and a second coupling device 25 designed as an elastic second support bearing.

[0093] The first coupling device 24 and the second coupling device 25 are arranged next to each other.

[0094] The first drive unit 14 has a first drive half 32 with respect to a first drive transverse plane 36 of the first drive unit 14 and a second drive half 33 with respect to the first drive transverse plane 36, wherein the first coupling device 24 and the second coupling device 25 are arranged in the area of ​​the first drive half 32 and the first drive unit 14 is supported in the area of ​​the second drive half 33 on the first coupling 18.

[0095] The chassis also includes a second drive unit 15, which is designed identically to the first drive unit 14 with regard to its structural and functional principles. With regard to its connection principles, the second drive unit 15 is similar to the first drive unit 14.

[0096] The second drive unit 15 has a third drive half 34 with respect to a second drive transverse plane 37 of the second drive unit 15 and a fourth drive half 35 with respect to the second drive transverse plane 37, wherein the second drive unit 15 is supported in the area of ​​the third drive half 34 on a second coupling 19 connected to a second wheelset 13 of the chassis.

[0097] In the third drive half 34, a third coupling device 26, designed as a torque support, is further arranged, via which a second drive stand of the second drive unit 15 (not shown in Fig. 3) is elastically supported on the crossbeam 38. The torque support has a vertically oriented pendulum.

[0098] In the fourth drive half 35, a fourth coupling device 27, designed as a third support bearing, is also arranged, via which the second drive stand of the second drive unit 15 is elastically supported on the crossbeam 38.

[0099] The first support bearing, the second support bearing, and the third support bearing are designed to transmit the weight forces of the first drive unit 14 and the second drive unit 15. 202403992

[0100] 13

[0101] No coupling devices are directly connected to the first support structure 3, the second support structure 4, the fourth support structure 6 and the fifth support structure 7.

[0102] Fig. 4 shows a plan view of an exemplary first variant of a chassis not according to the invention, in which drive units are coupled to wheelset shafts on both sides.

[0103] A first drive unit of the running gear, which partially encloses a first axle of a first wheelset of the running gear, is supported on the first wheelset via a first coupling and a second coupling. A first coupling device is connected to a first surface of the first drive unit and a cross member of a running gear frame, with a longitudinal axis of the running gear running through the first coupling device.

[0104] A second drive unit of the running gear, which partially encloses a second axle of a second wheelset of the running gear, is supported on the second wheelset via a third coupling and an air-filled, rotating support bellows. A second coupling device is connected to a second surface of the second drive unit and the crossbeam, with the longitudinal axis of the running gear running through the second coupling device.

[0105] Instead of being supported by the bellows, the second drive unit can, for example, also be supported by a device with star-shaped metal springs on the second wheelset, etc.

[0106] The first drive unit and the second drive unit are not directly connected to the wheelset guide devices or wheelset bearing housings of the chassis.

[0107] Fig. 5 shows a plan view of an exemplary second variant of a chassis not according to the invention, in which drive units are coupled to wheelset shafts on both sides, with axle bearings arranged between the drive units and the wheelset shafts.

[0108] A first drive unit of the running gear, which is arranged to partially enclose a first wheelset axle of a first wheelset of the running gear, is supported on the first wheelset via a first coupling and a first axle bearing. A first cylindrical surface of the first drive unit and a cross member of a running gear frame form a 202403992

[0109] 14 first coupling device connected, wherein a chassis longitudinal axis is aligned running through the first coupling device.

[0110] A second drive unit of the chassis, which is arranged to partially enclose a second wheelset axle of a second wheelset of the chassis, is coupled to the second wheelset via a second coupling to transmit torque.

[0111] The second drive unit is supported on the second wheelset via a second axle bearing and a third axle bearing. The second coupling is positioned between the second drive unit and the second axle bearing. Two connecting arms, spanning the second coupling, are connected to the second drive unit and the second axle bearing.

[0112] A second coupling device is connected to a second lateral surface of the second drive unit and the cross member, with the longitudinal axis of the chassis being aligned to run through the second coupling device.

[0113] The first axle bearing is partially encased around the first wheelset axle. The first wheelset is rotatable relative to the first axle bearing. Axle bearing spring elements are connected to a housing of the first axle bearing, via which the first drive unit is resiliently supported on the first axle bearing.

[0114] The second and third axle bearings are designed identically to the first axle bearing with regard to constructive, functional and connection principles.

[0115] The first drive unit and the second drive unit are not directly connected to the wheelset guide devices or wheelset bearing housings of the chassis.

[0116] Fig. 6 reveals a plan view of an exemplary third variant of a chassis not according to the invention, in which drive units are coupled to wheelset shafts on both sides, wherein a plurality of coupling devices are arranged between the drive units and supporting structures of the chassis.

[0117] A first drive unit of the running gear, which is arranged to partially enclose a first axle of a first wheelset of the running gear, is coupled to the first wheelset via a first coupling and a second coupling. A first coupling device and a second coupling device are connected to a first surface of the first drive unit and longitudinal members of a running gear frame, and these are connected to each other via a connecting beam. The first coupling device and the second coupling device are 202403992

[0118] 15

[0119] Coupling devices are connected to the longitudinal beams in the area of ​​the front of the chassis.

[0120] Furthermore, a third coupling device is connected to the first lateral surface of the first drive unit and a cross member of a chassis frame of the chassis, wherein a chassis longitudinal axis is aligned running through the third coupling device.

[0121] A second drive unit of the running gear, which partially encloses a second axle of a second wheelset of the running gear, is coupled to the second wheelset via a third and a fourth coupling. The couplings are designed as hollow cardan shaft couplings. A fourth and a fifth coupling device are connected to a second surface of the second drive unit and to the cross member of the running gear frame, with the second drive unit being supported on the cross member via the fourth and fifth coupling devices. The fourth and fifth coupling devices are arranged offset from the longitudinal axis of the running gear.

[0122] The second drive unit is not directly connected to wheelset guide devices, wheelset bearing housings or the longitudinal beams of the chassis.

[0123] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included.

[0124] 202403992

[0125] Reference symbol list

[0126] 1 car body

[0127] 2 Secondary spring arrangement

[0128] 3 First support structure

[0129] 4 Second supporting structure

[0130] 5 Third support structure

[0131] 6 Fourth supporting structure

[0132] 7 Fifth support structure

[0133] 8 First primary spring

[0134] 9 Second primary spring

[0135] 10 Third Primary Spring

[0136] 11 Fourth Primary Spring

[0137] 12 First wheelset

[0138] 13 Second wheelset

[0139] 14 First drive unit

[0140] 15 Second drive unit

[0141] 16 First drive stand

[0142] 17 drive rotors

[0143] 18 First clutch

[0144] 19 Second clutch

[0145] 20 Wheelset axle

[0146] 21 terminal boxes

[0147] 22 Circuit

[0148] 23 connecting conductors

[0149] 24 First coupling device

[0150] 25 Second coupling device

[0151] 26 Third coupling device

[0152] 27 Fourth coupling device

[0153] 28 Fifth coupling device

[0154] 29 Sixth coupling device

[0155] 30 lateral surface area

[0156] 31 First Wheel

[0157] 32 First drive half

[0158] 33 Second drive half 202403992

[0159] 17

[0160] 34 Third drive half

[0161] 35 Fourth drive half

[0162] 36 First drive transverse plane

[0163] 37 Second drive transverse plane 38 Crossbeam

[0164] 39 connecting beams

Claims

202403992 18 Patent claims 1. Chassis for a rail vehicle, comprising at least one first support structure (3), a second support structure (4) and a third support structure (5), comprising at least one first wheelset (12) and at least one first drive unit (14) at least partially enclosing a wheelset axle (20) of the at least first wheelset (12), comprising a first drive stator (16) and a drive rotor (17), wherein exactly one first coupling (18) is coupled to the at least first wheelset (12) and the at least first drive unit (14), wherein the at least first wheelset (12) is rotatably coupled to the first support structure (3) and the second support structure (4), and wherein the first support structure (3) and the second support structure (4) are connected to the third support structure (5), characterized in thatthat the first drive stand (16) is elastically supported on the first support structure (3) or on the third support structure (5) via at least a first coupling device (24), wherein the first drive stand (16) is elastically supported on the second support structure (4) or on the third support structure (5) via a second coupling device (25).

2. Chassis according to claim 1, characterized in that the at least first drive unit (14) is designed as a direct drive.

3. Chassis according to claim 1 or 2, characterized in that the at least first drive unit (14) is designed as a permanent magnet electric machine.

4. Chassis according to one of claims 1 to 3, characterized in that the first support structure (3) comprises a first wheelset bearing housing on which the first coupling device (24) is supported.

5. Chassis according to one of claims 1 to 3, characterized in that the first support structure (3) comprises a first wheelset guidance device on which the first coupling device (24) is supported.

6. Chassis according to one of claims 1 to 5, characterized in that the first coupling device (24) for maintaining distance between the first coupling device (24) and a first wheel (31) of the at least first wheelset (12) is curved, angled and / or designed with a recess. 202403992 19 7. Chassis according to claim 6, characterized in that the first coupling device (24) is arranged projecting from a lateral surface (30) of the at least first drive unit (14).

8. Chassis according to claim 6 or 7, characterized in that the at least first drive unit (14) is supported on a front side of the first support structure (3) via the first coupling device (24).

9. Chassis according to one of claims 1 to 8, characterized in that the third support structure (5) is designed as a chassis frame.

10. Chassis according to one of claims 1 to 9, characterized in that the at least first drive unit (14) has a first drive half (32) with respect to a first drive transverse plane (36) of the at least first drive unit (14) and a second drive half (33) with respect to the first drive transverse plane (36), wherein at least the first coupling device (24) is arranged in the area of ​​the first drive half (32) and the at least first drive unit (14) is coupled to the first coupling (18) in the area of ​​the second drive half (33).

11. Chassis according to claim 10, characterized in that at least one circuit (22) of a stator winding of the at least first drive unit (14) is arranged in the area of ​​the first drive half (32).

12. Chassis according to one of claims 1 to 11, characterized in that a center of gravity of the at least first drive unit (14) is arranged in a transverse plane of the at least first drive unit (14), wherein the second coupling device (25) is arranged such that the transverse plane extends at least partially through the second coupling device (25).

13. Chassis according to one of claims 1 to 12, characterized in that the first drive stand (16) is elastically supported via the first coupling device (24) on the first support structure (3), via the second coupling device (25) on the third support structure (5) and via a third coupling device (26) on the second support structure (4). 202403992 20 14. Chassis according to claim 13, characterized in that the first coupling device (24) and the third coupling device (26) are connected to each other by means of a connecting carrier (39) which is aligned transversely to a first drive transverse plane (36) of the at least first drive unit (14).

15. Chassis according to one of claims 1 to 14, characterized in that the at least first drive unit (14) has a first drive half (32) with respect to a first drive transverse plane (36) of the at least first drive unit (14) and a second drive half (33) with respect to the first drive transverse plane (36), wherein the first coupling device (24) is arranged in the area of ​​the first drive half (32) and the at least first drive unit (14) is coupled to the first coupling (18) in the area of ​​the second drive half (33), and wherein the at least first drive unit (14) is supported on the third support structure (5) in the area of ​​the second drive half (33) via the second coupling device (25), which is designed as a torque support.

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

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