AU2016280771A1

AU2016280771A1 - Drive arrangement for a rail vehicle, rail vehicle with a drive arrangement and method for producing the drive arrangement and the rail vehicle

Info

Publication number: AU2016280771A1
Application number: AU2016280771A
Authority: AU
Inventors: Martin Bazant; Werner Cepak; Daniele DOTTI; Markus Ganster; Gerhard HARASLEBEN; Josef Poisinger; Michael Wusching
Original assignee: Bombardier Transportation GmbH
Current assignee: Alstom Transportation Germany GmbH
Priority date: 2015-06-16
Filing date: 2016-06-16
Publication date: 2018-01-18
Anticipated expiration: 2036-06-16
Also published as: DE102015211064A1; ES2727175T3; PL3310636T3; CN107810134B; CA2989732A1; RU2018101313A; EP3310636B1; WO2016202942A1; RU2709634C2; AU2016280771B2; RU2018101313A3; CN107810134A; EP3310636A1

Abstract

The invention relates to a drive arrangement for a rail vehicle having: – a bearing structure for a bogie (1), – a traction motor (7a, 7b) with a stator (15a, 15b) and a rotor (12b), and – a transmission for transmitting drive energy from the traction motor (7a, 7b) to at least one wheel set (2a, 2b, 2c, 2d) of the bogie (1), wherein the drive arrangement is configured as a transverse drive, at least one partial volume of the traction motor (7a, 7b) is integrated into the bearing structure, the transmission is a spur-gear transmission (11a, 11b), wherein a drive shaft (13b) of the spur-gear transmission (11a, 11b) is coupled to the rotor (12b) of the traction motor (7a, 7b), and a drive shaft (14b) of the spur-gear transmission (11a, 11b) can be coupled or is coupled to at least one wheel (2d) of the wheel set (2a, 2b, 2c, 2d).

Description

The invention relates to a drive arrangement for a rail vehicle having: - a bearing structure for a bogie (1), - a traction motor (7a, 7b) with a stator (15a, 15b) and a rotor (12b), and - a transmission for transmitting drive energy from the traction motor (7a, 7b) to at least one wheel set (2a, 2b, 2c, 2d) of the bogie (1), wherein the drive arrangement is configured as a transverse drive, at least one partial volume of the traction motor (7a, 7b) is integrated into the bearing structure, the transmission is a spur-gear transmission (11a, lib), wherein a drive shaft (13b) of the spur-gear transmission (11a, lib) is coupled to the rotor (12b) of the traction motor (7a, 7b), and a drive shaft (14b) of the spurgear transmission (11a, lib) can be coupled or is coupled to at least one wheel (2d) of the wheel set (2a, 2b, 2c, 2d).

(57) Zusammenfassung: Die Erfindung betrifft eine Antriebsanordnung fur ein Schienenfahrzeug, [Fortsetzung auf der nachsten Seite]

Fig.1

WO 2016/202942 Al IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIN

Erklarungen gemaB Regel 4.17:

Veroffentlicht:

— Erfindererklarung (Regel 4.17 Ziffer iv) mit internationalem Recherchenbericht (Artikel 21 Absatz 3) aufweisend: · eine tragende Konstruktion eines Drehgestells (1), · emen Traktionsmotor (7a, 7b) mit einem Stander (15a, 15b) und einem Laufer (12b) und · ein Getriebe zur LTbertragung von Antriebsenergie des Traktionsmotors (7a, 7b) auf zumindest einen Radsatz (2a, 2b, 2c, 2d) des Drehgestells (1), wobei die Antriebsanordnung als Querantrieb ausgestaltet ist, zumindest ein Teilvolumen des Traktionsmotors (7a, 7b) in die tragende Konstruktion integriert ist, das Getriebe ein Stimradgetriebe (1 la, 1 lb) ist, wobei eine Antriebswelle (13b) des Stimradgetriebes (11a, 1 lb) mit dem Laufer (12b) des Traktionsmotors (7a, 7b) gekoppelt ist und eine Abtriebswelle (14b) des Stimradgetriebes (11a, lib) an zumindest ein Rad (2d) des Radsatzes (2a, 2b, 2c, 2d) ankoppelbar oder angekoppelt ist.

DRIVE ARRANGEMENT FOR A RAIL VEHICLE, RAIL VEHICLE WITH A DRIVE ARRANGEMENT AND METHOD FOR PRODUCING THE DRIVE ARRANGEMENT AND THE RAIL VEHICLE

The invention relates to a drive arrangement for a rail vehicle and a rail vehicle with a drive arrangement. The rail vehicle particularly is a light rail vehicle, such as a streetcar. The invention further relates to a method for producing the drive arrangement and the rail vehicle.

The invention particularly relates to low-floor rail vehicles, particularly light low-floor rail vehicles. The floors of the passenger compartments of such rail vehicles are at a height level not above, or even below, the height level of the axes of rotation of the wheel discs of the wheels of the rail vehicle, particularly in the outer door area between the bogies. This leaves little space for the traction motors of the rail vehicle.

As EP 1 197 412 A2 describes, for example, an external longitudinal drive can be provided, i.e. the longitudinal axis of the rotor and the traction motor extends in the direction of travel or substantially in the direction of travel, and the traction motor is disposed outside the space between the wheel discs of a wheelset. In other words, the drive shaft extends outside approximately parallel to the longitudinal members of the bogie, which extend in the longitudinal direction of the vehicle, that is, approximately in the direction of travel, particularly between two wheelsets of the bogie. Such longitudinal drives typically comprise a bevel gear. Disadvantages include the complexity of the transmission and the noises with a high sound level that develop, particularly at higher rotational speeds. The traction motor is therefore configured for relatively low maximum rotational speeds. This again results in a relatively great weight and large installation space.

Further conceivable are traction motors whose rotor and drive shaft extend in the vertical direction and which can be disposed in the transition areas between various vehicle bodies of the rail vehicle. The disadvantage of this design is the complexity of the transmission via which the drive power from the traction motor is introduced to the wheelset shaft.

Furthermore, the traction motor can be disposed above a wheel disc of a wheelset, e.g. underneath the seat faces of vehicle seats. However, the overall height of the transmission requires a separate oil pump with the respective risk of failure.

The moving masses and the inert masses of the drives are relatively large for the drives of lowfloor rail vehicles mentioned above. Since at least parts of the drive, such as the transmission, but depending on the design also the traction motor, are fastened to, suspended at, or supported on the bogie, the bogie itself must be of an accordingly stable and therefore typically heavy and bulky design.

In addition to the concepts for disposing the traction motor mentioned above, it is also known from prior art to provide a transverse motor in which the longitudinal axis of the rotor and thus of the drive shaft of the motor extend approximately parallel to the longitudinal axis of the wheelset shaft. For example, WO 2011/141510 Al discloses several variants of fastening or coupling such a transverse drive to a bogie.

It is an object of this invention to provide a drive arrangement and a rail vehicle with such a drive arrangement which enlarge the space for other design elements and other devices of the rail vehicle and particularly facilitate the use of a traction motor with a low overall volume and weight. It is another object of the invention to provide a method for producing a drive arrangement and a rail vehicle with which these objectives can be achieved.

According to a basic idea of the present invention, it is proposed to integrate a traction motor of the rail vehicle drive into a load-bearing structure of a bogie. At least a portion of the loadbearing structure of the bogie thus performs two functions: on the one hand, it receives at least a portion of the weight of the rail vehicle and transfers it via at least one wheelset onto the running rails, and on the other hand it contains at least one partial volume of the traction motor. The concept of containing the partial volume or the volume refers to the volume of the loadbearing structure of the bogie, which is defined by the envelope surfaces of the volume. At least one partial volume of the traction motor is located inside these envelope surfaces. The loadbearing structure of the bogie particularly comprises a recess or hollow space which is thus located inside the envelope surfaces and in which at least a portion of the traction motor is incorporated.

This reduces the installation volume needed for the traction motor outside the load-bearing parts of the bogie. Furthermore, at least the section of the drive motor integrated into the bogie is protected from external influences, such as shocks. For example, a housing of the traction motor can be designed in a more space-saving manner (e.g. with a lower housing wall thickness), or at least a portion of the housing can be omitted. In other words, the load-bearing structure of the bogie can form at least a portion of the motor housing.

It is further proposed to design the drive arrangement with a transverse drive, which means that the longitudinal axis of the traction motor in the direction of which the mechanical drive power is transmitted from the motor to the wheel or wheelset extends transversely to the direction of travel of the rail vehicle, particularly parallel to a wheelset shaft or a virtual axle which connects the center points of the wheels of a wheelset. The longitudinal axis of the rotor of the traction motor therefore particularly extends in the horizontal direction, e.g. when the rail vehicle is moving along a rail not inclined to the left or right during travel. This is typically the case when the vehicle is traveling straight ahead.

The transverse drive allows the use of a transmission that can do without bevel gears for transmitting the drive power from the motor drive shaft to the wheel or wheelset. Particularly, the drive arrangement can comprise a spur-gear transmission, wherein the traction motor transmits the drive power during operation via an input (drive) shaft of the spur-gear transmission into the same. Particularly, the input shaft and an output (drive) shaft of the spurgear transmission can extend parallel to the wheelset shaft or the virtual wheelset axle mentioned above. It is also conceivable that the wheelset shaft is the output shaft of the spur-gear transmission or that the wheelset shaft and the input shaft extend coaxially.

Compared to a bevel gear transmission, a spur-gear transmission has the advantage that it is smaller in overall volume, has a lighter weight when using similar materials, and produces less noise at the same rotational speeds. A spur-gear transmission also has the advantage that it is simple to implement a multi-stage transmission, which in turn allows large transmission ratios of the speeds of input shaft and output shaft of the transmission with little noise generation. Multistage spur-gear transmissions, but also single-stage spur-gear transmissions, are therefore suitable for building drives with a light weight and a large transmission ratio. This again makes it possible to operate the traction motor at higher speeds and therefore design it smaller to achieve the same driving power. This in turn makes it easier to integrate the traction motor into the loadbearing structure of the bogie, that is, a larger portion or even the entire traction motor can be located inside the envelope surface of the bogie.

One advantage of saving space, both by the at least partial integration of the traction motor into the load-bearing structure of the bogie and by using a spur-gear transmission is that the outward lateral projection of components of the drive arrange€d compared to other drive arrangements with external parts. This advantage is particularly pronounced with respect to known arrangements in which the drive motor is completely outside the longitudinal members of the load-bearing structure of the bogie. This reduces the width of the clearance profile of the vehicle at the level of the bogie, particularly when cornering. This free space is also beneficial for providing sufficient free space into which parts of the rail vehicle that are spring-mounted to the bogie can move. In addition, the at least partial integration into the bogie also provides free space for the design of a low-floor rail vehicle. This particularly applies to transitions between different vehicle bodies of the rail vehicle, which are typically disposed near the bogies.

Particularly in bogie designs with longitudinal members extending in the direction of travel of the rail vehicle on opposite sides right and left in the direction of travel, the traction motor can be fully or partially integrated into a recess and/or hollow space of a longitudinal member. This has the advantage that the spur-gear transmission can be disposed on the longitudinal member in the immediate vicinity of the traction motor. The input shaft of the spur-gear transmission can therefore be particularly short, which saves weight and costs.

The longitudinal member can particularly comprise a recess that extends from the outer side of the bogie into the longitudinal member and, for example, comprises a closed circumferential edge. It is preferred that the shape and size of the circumferential edge is adjusted to the shape and size of the outer circumference of the traction motor such that the stator of the traction motor is at least partially accommodated in the recess and is in contact with the edge of the recess on different sides of the outer circumference. The edge of the recess thus holds the stator and the traction motor in the holding position.

The recess can extend into the interior of the longitudinal member, but not all the way through it. This provides a stop for inserting the traction motor into the recess, which can be formed, for example, by the rear wall of the recess. It is preferred, however, that said recess extends all the way through the longitudinal member. This increases the space for accommodating the traction motor, and a portion of the traction motor can also be located on the inner side of the longitudinal member.

Alternatively or in addition, at least one partial volume of the traction motor can be integrated into a transverse member of the bogie. The transverse member extends in the horizontal direction (when the rail vehicle travels straight ahead). Using a transverse member has the advantage that there is sufficient space available in the direction of the longest length of the transverse member for installing the traction motor, particularly the overall length of the traction motor.

Alternatively or in addition to the volume or partial volume of the traction motor, a part of a cooling device for cooling the traction motor during its operation can be integrated into the loadbearing structure of the bogie. Particularly, a fan of the cooling device for cooling an air flow can at least partially be integrated into the load-bearing structure of the bogie. Alternatively or in addition, a section of the cooling fluid line of the cooling device for conducting a cooling fluid flow can be integrated into the load-bearing structure of the bogie. Furthermore alternatively or in addition, a cooling fluid pump of the cooling device for driving a cooling fluid flow can at least partially be integrated into the load-bearing structure of the bogie. Furthermore alternatively or in addition, a heat transfer unit for transferring the heat of a cooling fluid to the load-bearing structure and/or the environment of the load-bearing structure can at least partially be integrated into the load-bearing structure of the bogie.

Particularly, cooling fluid lines can run inside the load-bearing structure, e.g. from the traction motor via lines inside the longitudinal member and/or transverse member of the load-bearing structure, optionally via a cooling fluid pump that is integrated into the loadbearing structure and optionally via an additional heat exchanger for re-cooling the cooling fluid on its way back to the traction motor.

In all these cases, the at least partial integration of the cooling device results in a free space that is available for other design elements and other devices of the rail vehicle.

If both at least one partial volume of the traction motor and at least one partial volume of the cooling device for cooling the traction motor during its operation are integrated into the loadbearing structure of the bogie, components of the cooling device can be eliminated. Particularly, integration of at least a portion of the cooling device allows dissipation of the heat that is generated during the operation of the traction motor via the load-bearing structure of the bogie. The load-bearing structure can therefore particularly be used as a heat transfer unit for transferring the heat of a motor cooling fluid to the ambient air.

Particularly, a portion of the cooling device, e.g. the additional heat transfer unit, the cooling fluid pump and/or the fan, can be inserted into a recess of a longitudinal member of the load5 bearing structure of the bogie. The same that has been said above about the recess for inserting the traction motor particularly applies to this recess. Particularly, both a recess for the traction motor and at least one recess for the part of the cooling device can be provided. Particularly, the traction motor and/or at least a portion of the cooling device can be inserted into a longitudinal member of the load-bearing structure.

Particularly, the following is proposed: A drive arrangement for a rail vehicle, comprising:

• a load-bearing structure of a bogie, • a traction motor with a stator and a rotor, and • a transmission for transmitting drive power of the traction motor to at least one wheelset of the bogie, wherein the drive arrangement is designed as a transverse drive, at least one partial volume of the traction motor is integrated into the load-bearing structure, the transmission is a spur-gear transmission, wherein an input shaft of the spur-gear transmission is coupled to the rotor of the traction motor and an output shaft of the spur-gear transmission can be or is coupled to at least one wheel of the wheelset.

Particularly, one of the embodiments of the drive arrangement that are described in this specification can be a component of a rail vehicle.

Furthermore, the following is proposed: A method for producing a drive arrangement for a rail vehicle, particularly an embodiment of the drive arrangement, which are described in this specification, wherein:

• a transmission for transmitting drive power to a wheel or a wheelset of a bogie directly and/or via a traction motor is supported on a load-bearing structure of the bogie, and • a rotor of the traction motor is coupled to an input shaft of the transmission, wherein the drive arrangement is designed as a transverse drive, at least one partial volume of the traction motor is integrated into the load-bearing structure, and a spur-gear transmission is used as the transmission.

Particularly, when producing a rail vehicle, one of the embodiments of a drive arrangement that are described in this specification can be produced.

Particularly, an axis of rotation of the rotor about which the rotor rotates when the traction motor is in operation and the input shaft of the spur-gear transmission can extend in the 6 horizontal direction. This refers to the case that the rail vehicle travels straight ahead during an operation of the drive arrangement in the rail vehicle. Particularly, it is therefore also conceivable to have the axis of rotation of an output shaft of the spur-gear transmission also extend in the horizontal direction. The drive power transmission from the traction motor to a wheel or wheelset shaft thus exclusively takes place by rotational movements about horizontally extending axes of rotation. It is therefore not necessary to change the direction of the rotational movements (as for example in bevel gear transmissions).

As mentioned above, the load-bearing structure of the bogie can comprise a longitudinal member that extends in a direction of travel during the operation of the rail vehicle, wherein the volume or partial volume of the traction motor is integrated into the longitudinal member. In this case, a favorable, at least partially balanced weight distribution can be achieved, particularly in the following manner: The load-bearing structure of the bogie comprises aright-hand area that is on a right side in the direction of travel when the rail vehicle is in operation, and a left-hand area that is on a left side in the direction of travel when the rail vehicle is in operation. The drive arrangement comprises a first and a second traction motor, wherein at least one partial volume of the first traction motor is integrated in the right-hand area and at least one partial volume of the second traction motor is integrated in the left-hand area. Particularly, the first traction motor and the second traction motor can each be coupled to at least one wheel of the bogie via a spur-gear transmission. Particularly, the overall arrangement of the two traction motors and the two spurgear transmissions can, when viewed from above, be point-symmetrical with respect to a center of the central longitudinal axis of the rail vehicle. This longitudinal axis extends in the direction of travel of the rail vehicle. In other words, the arrangement of the first traction motor with the first spur-gear transmission coupled to it is point-symmetrical to the arrangement of the second traction motor with the second spur-gear transmission coupled to it.

Exemplary embodiments of the invention will now be described with reference to the enclosed drawing. Wherein:

Fig. 1 shows a top view of a bogie with two drive arrangements,

Fig. 2 shows a side view of the bogie shown in Fig. 1, and

Fig. 3 shows a front view of the bogie shown in Fig. 1 and Fig. 2 from the right-hand side in Fig. 1 and from the right-hand side in Fig. 2.

The bogie 1 shown in Fig. 1 comprises two wheelsets 2a, 2b and 2c, 2d, wherein the wheels 2a and 2b or 2c and 2d, respectively, are each non-rotatably connected via a wheelset shaft 3a, 3b,

1. e. the wheels rotate synchronously about the axis of rotation, except for elasticity-related torsions about the axis of rotation of the wheelset shaft.

The wheelset shafts 3a, 3b are coupled to the load-bearing structure of the bogie 1 via two pivot bearings not shown in detail. In the exemplary embodiment shown, the load-bearing structure comprises two longitudinal members 5 a, 5b and a transverse member 4. The longitudinal axis of the longitudinal members 5a, 5b, which runs from left to right in Fig. 1, extends in the direction of travel of the rail vehicle. The transverse member 4 connects the longitudinal members 5a, 5b at their central sections. This results in a H-shaped load-bearing structure of the bogie 1. But the invention is not limited to such a load-bearing structure of a bogie. Other, already known bogie designs can be used for integrating the traction motor and/or the cooling device. In the exemplary embodiment of Fig. 1, the pivot bearings for supporting the wheelset shafts 3a, 3b are located in the opposite longitudinal end sections of the longitudinal members 5 a, 5b.

A traction motor 7a, 7b is partially integrated in the longitudinal members 5a, 5b. Furthermore, a cooling device 9a, 9b for cooling one of the traction motors 7a, 7b is partially integrated in each of the longitudinal members 5 a, 5b. Each of the longitudinal members 5 a, 5b in the exemplary embodiment has a recess in each of t he two longitudinal sections that extend towards the transverse member 4 in the direction of the pivot bearings, which recesses extend from the outer side (top and bottom in Fig. 1) into the interior of the longitudinal members 5 a, 5b. The recess for the second traction motor 7b is identified by the reference symbol 6b in Fig.

2. The recess for the second cooling device 9b is identified by the reference symbol 8b in Fig.

2. At least the recesses 8 for the cooling devices 9a, 9b extend through the longitudinal members 5a, 5b all the way to their inner side. Thus, they form a housing that is open on two sides for receiving the cooling device 9. Optionally, this is also the case with the recesses 6 for the traction motors 7. This makes assembly of the cooling device 9 or the traction motor 7, respectively, easier. In the exemplary embodiment, the traction motor 7 or cooling device 9, respectively, project outwards from the recess.

The view of the first longitudinal member 5a from outside, i.e. from the top in Fig. 1, is similar to the view of the second longitudinal member 5b, which is shown in Fig. 2. Therefore, the overall arrangement of the motors 7a, 7b (as well as of the transmissions, which will be discussed in detail below) is point-symmetrical to the center P of the transverse member (Fig. 1).

The weight distribution is balanced in this manner. The masses on the right and left vehicle sides are about equal.

Each of the traction motors 7a, 7b comprises a drive shaft which is part of the rotor. The rotor 12b of the second traction motor 7b is represented schematically by broken lines in Fig. 1. It is coupled to the input shaft 13b (also schematically represented by broken lines) of the associated spur-gear transmission 1 lb, which is located on the outer side of the longitudinal member 5b.

The second spur-gear transmission lib comprises an output shaft 14b (as shown schematically on the bottom right of Fig. 1, also by broken lines), which is coupled to the second wheelset shaft 3b. Therefore, drive power is transmitted via the second spur-gear transmission 1 lb to the second wheelset shaft 3b when the second traction motor 7b is in operation, and the wheelset is thus driven by the wheels 2c and 2d. This applies analogously to the coupling of the first traction motor 7a to the associated spur-gear transmission 1 la on the outer side of the first longitudinal member 5 a.

In the front view of Fig. 3, the spur-gear transmissions 11a and 1 lb can be seen on the outer sides on the right and left in Fig. 3 because they project further than the traction motors. The second transmission lib and the schematically represented input shaft 13b and output shaft 14b can be seen in the side view of Fig. 2.

The cooling device 9a, 9b, which is partially integrated into the longitudinal member 5a, 5b, is a heat exchanger for re-cooling the cooling fluid in the exemplary embodiment shown. A cooling fluid pump that circulates the cooling fluid in a cooling circuit not shown in detail can also be integrated into the bogie. Cooling fluid lines therefore extend, for example, from each of the traction motors 7a, 7b inside the longitudinal member 5 a, 5b via the cooling fluid pump and heat exchanger back to the respective traction motor 7a, 7b. The cooling fluid circuits in the different longitudinal members 5 a, 5b are separate from one another in the exemplary embodiment shown. Even without an additional heat exchanger, heat is transferred from the cooling fluid that is heated by the traction motor 7a, 7b to the material of the longitudinal member 5a, 5b since the cooling fluid lines are integrated into the respective longitudinal members 5 a, 5b. The longitudinal member 5 a, 5b acts as a heat transfer unit to the ambient air. When the rail vehicle is traveling, air flows mostly turbulently over the surfaces of the longitudinal member 5a, 5b, effectively air-cooling said member. Optionally, a fan can be provided, which causes an additional air flow along surfaces of the longitudinal member and along the surface of the partial volume of the traction motor 7a, 7b that projects from the longitudinal member 5a, 5b, particularly at low speeds of the rail vehicle.

Claims

Claims

1. A drive arrangement for a rail vehicle, comprising:

• a load-bearing structure of a bogie (1), • a traction motor (7a, 7b) with a stator (15a, 15b) and a rotor (12b), and • a transmission for transmitting drive power from the traction motor (7a, 7b) to at least one wheelset (2a, 2b, 2c, 2d) of the bogie (1), wherein the drive arrangement is configured as a transverse drive, at least one partial volume of the traction motor (7a, 7b) is integrated into the load-bearing structure, the transmission is a spur-gear transmission (11a, lib), wherein an input shaft (13b) of the spur-gear transmission (11a, 1 lb) is coupled to the rotor (12b) of the traction motor (7a, 7b), and an output shaft (14b) of the spur-gear transmission (11a, lib) can be coupled or is coupled to at least one wheel (2d) of the wheelset (2a, 2b, 2c, 2d).
2. The drive arrangement according to claim 1, wherein an axis of rotation of the rotor (12b) about which the rotor (12b) rotates when the traction motor (7a, 7b) is in operation, and the input shaft (13b) of the spur-gear transmission (11a, lib) extend in the horizontal direction when the rail vehicle is traveling straight ahead during an operation of the drive arrangement.
3. The drive arrangement according to claim 1 or 2, wherein a cooling device (9a, 9b) for cooling the traction motor (7a, 7b) is at least partially integrated into the load-bearing structure of the bogie (1).
4. The drive arrangement according to claim 3, wherein a fan of the cooling device for cooling an air flow is at least partially integrated into the load-bearing structure of the bogie (1).
5. The drive arrangement according to claim 3 or 4, wherein at least a section of the cooling fluid line of the cooling device for conducting a cooling fluid flow is integrated into the load-bearing structure of the bogie (1).
6. The drive arrangement according to any one of claims 3-5, wherein a cooling fluid pump of the cooling device (9a, 9b) for driving a cooling fluid flow is at least partially integrated into the load-bearing structure of the bogie (1).
7. The drive arrangement according to any one of claims 1-6, wherein the load-bearing structure of the bogie (1) comprises a longitudinal member (5 a, 5b) that extends in a direction of travel during the operation of the rail vehicle, and wherein the volume or partial volume of the traction motor (7a, 7b) is integrated into said longitudinal member (5 a, 5b).
8. The drive arrangement according to any one of claims 1-7, wherein the load-bearing structure of the bogie (1) comprises a right-hand area that is on a right side in the direction of travel when the rail vehicle is in operation, and a left-hand area that is on a left side in the direction of travel when the rail vehicle is in operation, wherein the drive arrangement comprises a first (7a) and a second (7b) traction motor, wherein at least one partial volume of the first traction motor (7a) is integrated into the right-hand area and at least one partial volume of the second traction motor (7b) is integrated into the left-hand area, and wherein the first traction motor (7a) and the second traction motor (7b) are each coupled via a spur-gear transmission (11a, lib) to at least one wheel (2a, 2b, 2c, 2d) of the bogie (1).
9. A rail vehicle comprising a drive arrangement according to any one of claims 1-8, wherein the output shaft of the spur-gear transmission (11a, 1 lb) is coupled to at least one wheel (2b, 2d) of the wheelset.
10. A method for producing a drive arrangement for a rail vehicle, particularly the drive arrangement according to any one of claims 1-9, wherein:

• a transmission for transmitting drive power to a wheel (2b, 2d) or a wheelset (2a,

2b, 2c, 2d) of a bogie (1) directly and/or via a traction motor (7a, 7b) is supported on a load-bearing structure of the bogie (1), and • a rotor (12b) of the traction motor (7a, 7b) is coupled to an input shaft of the transmission, wherein the drive arrangement is designed as a transverse drive, at least one partial volume of the traction motor (7a, 7b) is integrated into the loadbearing structure, and a spur-gear transmission (11a, 1 lb) is used as the transmission.
11. The method according to claim 10, wherein a cooling device (9a, 9b) for cooling the traction motor (7a, 7b) is at least partially integrated into the load-bearing structure of the bogie (1).
12. A method for producing a rail vehicle, wherein a drive arrangement of the rail vehicle according to claim 10 or 11 is produced.

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