DE102018133153A1 - CHASSIS DEVICE FOR A RAIL VEHICLE - Google Patents

Abstract

The invention relates to a running gear device for supporting a car body (102) of a rail vehicle (100), with at least two running gear units (103; 113), which are connected to one another in a longitudinal direction of the running gear device (101) via a connecting device (110), each Chassis unit (103; 113) comprises a wheel unit (104) and an auxiliary frame (105), each wheel unit (104) comprises two wheels (104.1) which are spaced apart in a transverse direction of the chassis device (101) and the auxiliary frame (105) in one Height direction of the chassis device (101) is supported on the wheel unit (104). In addition, the subframe (105) has an interface device (107) for releasably connecting the connecting device (110). Furthermore, the interface devices (107) and the connecting device (110) are designed in such a way that there is an essentially rigid connection, at least about the height direction, between the auxiliary frames (105) of the chassis units (103; 113) in an assembled state via the connecting device (110) .

Description

BACKGROUND OF THE INVENTION

The present invention relates to a running gear device for supporting a car body of a rail vehicle, with at least two running gear units which are connected to one another in a longitudinal direction of the running gear device by means of a connecting device, each running gear unit comprising a wheel unit and a subframe, each wheel unit comprising two wheels which are in one Are spaced apart in the transverse direction of the chassis device, the auxiliary frame is supported on the wheel unit in a height direction of the chassis device, and the auxiliary frame has an interface device for releasably connecting the connecting device. The invention further relates to a rail vehicle with at least one such chassis device and at least one car body, a set of components for chassis devices of rail vehicles, and a method for producing a Fahrwerksei nrichtu ng.

Conventional rail vehicles typically have the problem, among other things, that either the car body is matched to a specifically specified chassis device or the chassis device is adapted to a specifically specified design of the car body. This typically requires considerable development and subsequent approval for every new vehicle design.

The adaptation often goes beyond the purely geometrical adaptation of the components to optimization for specific operating states of a specific vehicle. For example, from the EP 0 410 407 A2 a vehicle with a movable coupling of two wheel units is known, which serves to optimize the behavior of this vehicle when cornering. This increases the development effort even further and reduces the flexibility in the design of the vehicle.

The present invention is therefore based on the object of a chassis device of the type mentioned at the outset for supporting a car body of a rail vehicle, a rail vehicle with at least one such chassis device and at least one car body, a set of components for such chassis devices of rail vehicles, and a method for producing such To provide chassis equipment which does not bring the disadvantages mentioned above, or at least to a lesser extent, and in particular brings about a reduction in the effort involved in developing and registering new vehicles.

BRIEF DESCRIPTION OF THE INVENTION

The present invention solves this problem on the basis of a chassis device according to the preamble of claim 1 by the features specified in the characterizing part of claim 1. It further solves this issue by a set of components according to claim 8, a rail vehicle according to claim 9 and a method for producing a chassis device according to claim 13.

The present invention is based on the technical teaching that the effort involved in developing and registering new vehicles can be reduced in a simple manner if the chassis device has a modular structure by comprising (preferably already existing and approved) chassis units and a connecting device, which connects the chassis units in such a way that in the assembled state there is a connection which is essentially rigid at least around the vertical direction between the chassis units (in particular between the subframes of the chassis units). This modular design has the advantage that, for example, existing or tested and approved chassis units can be used and only the connecting device has to be adapted for a new vehicle design.

This can make the registration of the vehicle considerably easier, since the registration no longer has to concentrate on the basic properties of the (already approved) chassis units, but in addition to certain tests on the overall system, only the connection device and its connection to the chassis units have to be examined in detail .

The rigid connection around the vertical axis also has the advantage that it can be used to implement a wide range of undercarriages with different center distances between the undercarriage units, which behave in terms of driving dynamics like conventional undercarriages with a conventional undercarriage frame. It should be noted here that with regard to the rotational degrees of freedom in space, both a completely rigid connection (that is, in all three rotational degrees of freedom in space) can be realized between the chassis units and, among other things, a connection that only prevents relative rotation of the two chassis units about the vertical axis ( insofar as it is rigid). An example of such a connection is, for example, a parallel guidance between the two chassis units (in the transverse direction). With such designs, it is then also possible to realize large center distances at which the both chassis units (thanks to their transverse displaceability to each other) behave like conventional single-axle chassis in terms of driving dynamics.

Due to the different center distances, which can be realized thanks to connecting devices of different lengths, a comparatively simple adaptation to the requirements or conditions of the car bodies to be supported can be achieved. In particular, it is possible to implement a modular system in which (possibly together with other components) there are prefabricated and possibly already approved component sets for a large number of different undercarriage devices.

According to one aspect, the invention therefore relates to a running gear device for supporting a car body of a rail vehicle, with at least two running gear units which are connected to one another in a longitudinal direction of the running gear device via a connecting device. Each undercarriage unit comprises a wheel unit and a subframe, and each wheel unit comprises two wheels which are spaced apart in a transverse direction of the undercarriage device. The auxiliary frame is supported on the wheel unit in a vertical direction of the chassis device and the auxiliary frame has an interface device for releasably connecting the connecting device. The interface devices and the connecting device are designed such that there is an essentially rigid connection at least about the height direction between the auxiliary frames of the chassis units in an assembled state via the connecting device.

The interface devices can in principle be designed in any suitable manner as long as a detachable connection which is at least essentially rigid about the height direction is ensured between the subframes in the assembled state of the chassis device. Thanks to the simple detachability, screw connections are of course suitable for this. However, other corresponding positive and / or frictional connections are also possible. Any mobility that may exist between the subframes can also be made available in whole or in part directly by the interface device. For example, the interface device itself can already comprise a corresponding joint or the like. Such a joint can then, if necessary, also allow rotation about the vertical axis (as is the case, for example, in the above-mentioned parallel guidance in the transverse direction), as long as the two chassis units are prevented from rotating about the height direction by the kinematics of the connecting device.

The connecting device and the auxiliary frames can in principle be designed in any suitable manner or comprise any number of components. An auxiliary frame preferably surrounds the associated wheel unit in a plane parallel to the plane which is defined by the longitudinal axis (or longitudinal direction) and the transverse axis (or transverse direction). The corresponding subframe can be designed to be open on one side or U-shaped. Likewise, the subframe can be closed in a ring, that is to say it can be closed on all sides in the plan view along the height direction. These closed subframes offer the advantage, among other things, that the closed annular structure results in a comparatively rigid frame structure. In the case of a U-shaped subframe that is open on one side, the open side of the frame profile can run in the transverse direction of the chassis device and can be the side that faces away from the connecting device or that faces the free end in the longitudinal direction of the chassis device. These auxiliary frames, which are open on one side, in turn offer the advantage of saving material and space compared to the closed configuration.

The respective subframe can be designed entirely or partially in a differential construction, for example, it can be composed of profile beams (made of steel or other suitable metals). Likewise, in addition or as an alternative, they can also be designed entirely or partially as cast elements made of gray cast iron and / or as cast elements or forged elements made of steel, aluminum or other metals. Hollow box profile cross sections have proven to be particularly advantageous, since a relatively high torsional rigidity of the subframe is thereby achieved. If, on the other hand, a relatively lower torsional stiffness is required for certain variants, U-profile cross sections and / or I-profile cross sections and / or any other profiles with an open profile cross section are preferably used.

In certain variants, the connecting device comprises at least one first longitudinal beam. The first longitudinal member can be connected to the interface devices (of the respective subframe) in order to establish the rigid connection between the subframes. The first longitudinal beam can in particular run essentially parallel to the longitudinal direction.

In principle, a single side member can be sufficient with the appropriate design. However, the connecting device preferably additionally comprises a second longitudinal beam which is connected to the Interface devices is connected to establish the rigid connection between the subframe of the two chassis units. This allows particularly simple designs to be achieved.

The second longitudinal member can run essentially parallel to the first longitudinal member and / or the longitudinal direction. Additionally or alternatively, the second side member can be spaced apart in the transverse direction from the first side member. Additionally or alternatively, the first longitudinal member and the second longitudinal member can be assigned to different longitudinal sides of the chassis devices. Additionally or alternatively, the first longitudinal beam and the second longitudinal beam can be arranged essentially in a common plane. These alternatives, in particular in combination with one another, have the advantage that the first side member and the second side member can be arranged in such a way and can be rigidly connected to the auxiliary frame via the interface devices such that the first side member and the second side member with those extending in the transverse direction , facing the connecting device, parts of the subframes interact mechanically in the manner of a closed rigid frame, thus achieving a particularly advantageous connection, which is essentially rigid about the height direction, between the connecting device (first and second longitudinal members) and the subframes of the chassis units.

The first and / or the second longitudinal beam is preferably a profile beam (made of steel or other suitable metals). Likewise, the first and / or the second longitudinal member can additionally or alternatively be designed entirely or partially as a cast element made of gray cast iron and / or as a cast element or forged element made of steel, aluminum or other metals. Hollow box profile cross sections prove to be particularly advantageous, since with these a relatively high torsional rigidity of the at least one first and / or the at least one second side member is achieved. On the other hand, if, in certain variants, a comparably lower torsional rigidity of the first and / or the second longitudinal member is required, U-profile cross sections and / or I-profile cross sections are preferably used.

In certain variants, at least one longitudinal member can be spaced in the transverse direction by an end distance from the nearest, longitudinally extending outer edge of a subframe, this end distance preferably being in the range from 5% to 20% of the maximum transverse dimension of the subframe. Of course, a larger or smaller end distance can also be provided. In particular, the end distance can be 0% of the maximum transverse dimension of the subframe.

In certain variants, the first longitudinal beam and the second longitudinal beam can couple the two chassis units in the manner of a parallel guide, as has already been indicated above. This connection only prevents a relative rotation of the two undercarriage units about the vertical axis, and thus also creates a connection between the undercarriage units that is essentially rigid about the vertical axis. The interface devices are preferably designed as joints. Using this type of parallel guidance, it is also possible to realize large axle distances in which the two chassis units (thanks to their transverse displaceability to one another) behave in terms of driving dynamics like conventional single-axle chassis. The interface devices of the chassis units can in principle be designed in any suitable manner in order to use them to establish the connection between the two chassis units. Each interface device preferably comprises at least one interface unit. The at least one first longitudinal member can be connected to at least one interface unit at at least one of its ends in order to establish the rigid connection mentioned between the subframes. Additionally or alternatively, the second longitudinal beam can be connected to at least one interface unit at at least one of its ends in order to establish the rigid connection mentioned between the subframes. Depending on the design and / or length of the connecting device, suitably designed units are used as the interface unit, via which form-fitting and / or friction-locking connections can be realized.

The connecting device can preferably comprise one or more components which extend in the transverse direction. In certain variants, the connecting device therefore additionally comprises at least one cross member which extends in the transverse direction of the chassis device and is connected to the first longitudinal member and / or the second longitudinal member. It is particularly conceivable here that the at least one cross member runs essentially parallel to the transverse direction of the chassis device.

Additionally or alternatively, the at least one cross member can be connected essentially rigidly to the first longitudinal member and / or the second longitudinal member. In certain variants, it can also be provided that the at least one cross member is rigidly connected at one of its ends to one of the longitudinal members and at the other end to an auxiliary frame (possibly also rigid). One can be special result in advantageous stiffening in the corner areas between a side member and an auxiliary frame.

Additionally or alternatively, the at least one cross member, in particular by means of at least one cross member interface device, can be detachably connected to the first longitudinal member and / or the second longitudinal member, wherein the at least one cross member interface device can be arranged in the transverse direction, in particular essentially at one end of the cross member. Additionally or alternatively, the crossmember interface device of the at least one crossmember can comprise at least one crossmember interface unit which is attached in the transverse direction at one end of the at least one crossmember. This makes it particularly easy to assemble configurations.

The at least one cross member can also be detachably and rigidly connected to at least one of the subframes by means of at least one cross member interface device, which in particular comprises at least one cross member interface unit. This cross member interface device is then preferably arranged in the transverse direction between the first longitudinal member and the second longitudinal member. This makes it possible to implement a configuration in which the connection between the connecting device and the respective chassis unit (alone or additionally) takes place via this cross member interface device. Thus, the at least one cross member can be connected to the interface device (one of the chassis units) in order to contribute at least partially to the rigid connection between the subframes.

Screw connections are preferably used for the connection to the at least one cross member interface device. However, other corresponding form-fitting and / or friction-locking connections that allow a connection that is essentially rigid around the vertical direction and a releasable connection can also be used. For certain variants, a non-releasable connection, for example a welded connection, can also be provided for the connection of the at least one cross member to one or both longitudinal members.

In certain variants, the at least one cross member can be arranged essentially in a common plane with the first longitudinal member and / or the second longitudinal member. Additionally or alternatively, the at least one cross member can form an essentially H-shaped or (in the case of a plurality of cross members) ladder-shaped connecting device with the first longitudinal member and the second longitudinal member. In particular, a symmetrical configuration of the connecting device with respect to the longitudinal direction and / or the transverse direction can be selected. This can be particularly advantageous for the arrangement of a cradle to form the chassis device in the manner of a bogie.

In certain variants, a further cross member can be provided. This further cross member can run essentially parallel to the at least one cross member and / or can be arranged essentially in a common plane with the at least one cross member and / or can be connected essentially rigidly to the first longitudinal member and / or the second longitudinal member.

Particularly advantageous variants, in particular with regard to the stiffening of the chassis device, result when the at least one cross member extends in the transverse direction and in the longitudinal direction and thus forms a shear strut in the horizontal plane. The at least one cross member can be rigidly connected, for example, at one end to an auxiliary frame and at the other end to the first or the second longitudinal member. In particular, the at least one cross member can be detachably and / or rigidly connected to an auxiliary frame and to the first or the second longitudinal member, for example by means of cross member interface devices provided at the ends. In all of the variants mentioned, screw connections are preferably used for the connection in the area of the cross member interface devices.

The at least one cross member is preferably a profile member (made of steel or other suitable metals). Likewise, the at least one cross member can additionally or alternatively be designed entirely or partially as a cast element made of gray cast iron and / or as a cast element or forged element made of steel, aluminum or other metals. Hollow box profile cross sections also prove to be particularly advantageous in the case of the cross member, since with these a relatively high torsional rigidity of the at least one cross member is achieved. If, on the other hand, a comparably lower torsional rigidity of the cross member is required for certain variants, U-profile cross-sections and / or I-profile cross-sections and / or any other profiles with an open profile cross-section are preferably used.

In certain variants, the connecting device can comprise two longitudinal members and> at least one cross member, the entire connecting device being formed from a single cast component, for example from gray cast iron or cast steel. The connecting device can be designed in this way at its ends in the longitudinal direction be that there is a detachable connection, essentially rigid about the height direction, with the subframes of the chassis units in the assembled state. Here, too, screw connections are preferably used in the area of the interface devices.

The connecting device can comprise at least one spacer which is arranged in such a way that the length of the connecting device can be adjusted in the longitudinal direction to a predetermined distance between the wheel axles. The at least one spacer can be designed, for example, as a profile carrier (made of steel or other suitable metals). Likewise, it can be designed entirely or partially as a cast element made of gray cast iron and / or as a cast element or forged element made of steel, aluminum or other metals. Additionally or alternatively, the at least one spacer can also consist of other materials and / or have a different profile cross section than that previously mentioned in connection with the cross members, side members and auxiliary frames.

The use of at least one spacer has the advantage that, despite the unchanged number and / or design of the side members and / or the cross members, it is possible to produce a large number of different connecting devices, in particular in terms of their length. This allows a high degree of flexibility in the manufacture of the chassis device for the respective application. Likewise, the production of different, in particular in length and / or shape, different connecting devices shows the economic advantage that the number of differently long side members and / or differently long cross members decreases, since the different connecting devices only differ in number and / or the length of the spacers used.

The at least one spacer preferably has at its ends (preferably comprising screw connections) interface devices which are designed such that between the at least one spacer and the at least one side member and / or the at least one cross member there is a detachable and (at least around the height direction) in the Essentially rigid connection is formed, which contributes to the desired connection between the subframe of the chassis units.

In certain variants, the length of the at least one spacer can be adjustable in the course of the assembly of the chassis device, so that the length of the connecting device can be adjusted in the longitudinal direction to the predetermined wheel center distance. For example, telescopic components can be used. The at least one spacer preferably has at its ends (preferably comprising screw connections) interface devices which are designed such that between the at least one spacer and the at least one side member and / or the at least one cross member there is a detachable and essentially rigid at least around the height direction Connections is realized.

In certain variants of the chassis device, at least one of the auxiliary frames is supported in the height direction on wheel bearing units of the wheel unit via a spring device, in particular a primary spring device. Additionally or alternatively, the undercarriage device can be designed such that the car body is supported in the height direction on at least one of the auxiliary frames and / or the connecting device during operation via a spring device, in particular a secondary spring device. In the case of particularly simple, compact design variants, the spring device between the subframe and the wheel bearing units is dispensed with. The spring device between the car body and the subframe then integrates the function of the primary and secondary suspension, or a so-called single-stage suspension is present.

In principle, any type of biaxial or multi-axle running gear for rail vehicles can be realized with the present running gear device. In certain variants, the chassis device can be designed, for example, in the manner of a bogie. In particular, at least one cradle can be provided for supporting the car body, which is supported in the height direction on at least one of the auxiliary frames and / or the connecting device by means of a secondary spring device. The cradle can be arranged essentially centrally on the chassis device in the longitudinal direction. In particular when designing as a bogie, the previously described configuration of an H-shaped or ladder-shaped connecting device which is symmetrical with respect to the longitudinal direction and / or the transverse direction can be particularly advantageous. However, it goes without saying that, in other variants, a configuration of the chassis device that deviates more or less from such symmetry can also be advantageous.

The design of the chassis units, in particular their wheel units, can in principle be of any type. In certain variants, at least one wheel unit can be formed with individual wheels. Such individual wheels can preferably be connected via a portal axle. Additionally or alternatively, the wheels of at least one wheel unit can be coupled to form a wheel set, the Wheels of the wheel unit can be connected in particular via a wheelset shaft. Additionally or alternatively, the wheels of at least one wheel unit can be connected to a steering device, which can be designed such that a steering angle of the wheels, in particular actively, can be adjusted.

According to a further aspect, the invention relates to a set of components for running gear devices of rail vehicles, which comprises at least two running gear units of a running gear device according to the invention, a first connecting device of a running gear device according to the invention and furthermore a second connecting device of a running gear device according to the invention. The wheel unit of the respective undercarriage unit defines a wheel axle, the two undercarriage units being connectable via the first connecting device to a first undercarriage device (according to the invention) which defines a first wheel axle distance (between the two wheel axles) in the longitudinal direction on the straight, level track. The two running gear units can be connected via the second connecting device to a second running gear device (according to the invention), which defines a second wheel axis distance in the longitudinal direction in the straight, level track. The first connecting device and the second connecting device are designed in such a way that the first wheel center distance is different from the second wheel center distance.

The first connecting device and the second connecting device can have a length dimension that deviates from one another in the longitudinal direction. Due to the advantageous design of the interface devices on the subframe, a large number of chassis devices can be produced in a relatively simple manner, which can differ in their wheel center distance and the design of the connecting device. With such a modular system, i. H. Modular chassis equipment, the advantages and variants mentioned at the outset can be realized equally, in particular with regard to the reduction of effort in the development and registration of new vehicles. In this respect, reference is made to the advantages mentioned above.

According to a further aspect, the invention relates to a rail vehicle which comprises at least one chassis device according to the invention and at least one car body. The car body is supported on the chassis device and defines a first car body length in the longitudinal direction and in the longitudinal direction a first car body end and a second car body end. The wheel units of the undercarriage device each define a wheel axis and in the straight, flat track a wheel axis distance of the undercarriage device in the longitudinal direction.

In principle, the undercarriage units of the undercarriage device can be arranged at any suitable point below the associated car body. In certain variants of the rail vehicle, the connecting device is designed such that a first chassis unit of the chassis device is arranged in the area of the first car body end and / or a second chassis unit of the chassis device is arranged in the area of the second car body end.

In advantageous variants, the wheel center distance of the chassis device is 5% to 100%, preferably 10% to 80%, further preferably 12% to 67%, of the body length of the associated body. Additionally or alternatively, a first distance of the first undercarriage unit (typically measured from the wheel axis of the first undercarriage unit) is defined in the longitudinal direction z the first end of the car body, the first distance being 2% to 70%, preferably 15% to 60%, further preferably 25% up to 50% of the wheel center distance.

Additionally or alternatively, a second distance of the second chassis unit (typically measured from the wheel axis of the second chassis unit) to the second car body end is defined in the longitudinal direction, the second distance being 2% to 70%, preferably 15% to 60%, further preferably 25% up to 50% of the wheel center distance.

Additionally or alternatively, a first distance is defined in the longitudinal direction of the first chassis unit (typically measured from the wheel axis of the first chassis unit) to the first car body end, the first distance being 1% to 50%, preferably 3% to 35%, further preferably 5% up to 20%, the body length can be.

Additionally or alternatively, a second distance between the second chassis unit (typically the wheel axis of the second chassis unit) and the second car body end is defined in the longitudinal direction, the second distance being 1% to 50%, preferably 3% to 35%, further preferably 5% to 20 %, the body length can be.

Particularly simple designs result if the first distance corresponds to the second distance.

It goes without saying that the aforementioned wheel center distances, distances from the assigned car body end and the car body length basically have any suitable absolute values can. In preferred variants, the wheel axle distance is in the range from 1 m to 10 m, while the distance from the associated car body end can be in the range from 0.2 m to 5 m and the car body length can be in the range from 1 m to 20 m.

As already mentioned, the undercarriage units of the undercarriage device can in principle be arranged at any suitable location below the associated car body. In certain variants of the rail vehicle, the car body has seating with a plurality of seats. Advantageously, the arrangement of the chassis units in the longitudinal direction below the car body can be coordinated with the arrangement of the seats in the car body and / or with the arrangement of other objects of the interior of the car body. Alternatively, the arrangement of the seats in the car body and / or the arrangement of other objects of the interior of the car body can be coordinated with the arrangement in the longitudinal direction of the chassis units below the car body.

The car body can have a first receiving area, in particular a first wheel case, for receiving a wheel of a first wheel unit of the chassis device and / or a second receiving area, in particular a second wheel case, for receiving a wheel of a second wheel unit of the chassis device. The first receiving area can be arranged substantially below one of the seats in the height direction and / or the second receiving area can be arranged substantially below one of the seats in the height direction. The just described arrangements of the chassis units depending on the seating of the car body are particularly suitable for low-floor rail vehicles in local transport, such as trams.

In particular, in the longitudinal direction between the wheel axles of the first wheel unit and the second wheel unit, at least two seats, preferably at least three seats, further preferably at least four to eight seats, can be arranged essentially in alignment with one another. Additionally or alternatively, at least one further seat, preferably at least two further seats, further preferably at least three further seats, can be arranged in the transverse direction in alignment with at least one of the seats. Additionally or alternatively, the alignment of at least one seat in the car body can be opposite to the alignment of at least one further seat in the car body, the further seat being aligned in particular in the longitudinal direction with at least one seat and / or in the longitudinal direction adjacent to the at least one seat is.

In certain variants of the rail vehicle, the at least one chassis device is a first chassis device and at least one second chassis device according to the invention is provided. The car body can be a first car body that has a first car body length, and at least a second car body can be provided that has a second car body length. In particular, the connecting device of the first running gear device and the connecting device of the second running gear device can be designed in such a way that the wheel center distances of the first running gear device and the second running gear device are different. Additionally or alternatively, the first car body length can be different from the second car body length. In particular, the arrangement and number of seats (i.e. the seating) in the two car bodies can be different.

Additionally or alternatively, the first undercarriage device, in particular via at least one undercarriage unit, can support the first car body and / or the second undercarriage device, in particular via at least one undercarriage unit, support the second car body. Additionally or alternatively, the first undercarriage device and / or the second undercarriage device can be designed in the manner of a Jacob's bogie. Additionally or alternatively, the first running gear device or the second running gear device can support the first car body and the second car body.

According to a further aspect, the invention relates to a method for producing a running gear device for supporting a car body of a rail vehicle, in particular a running gear device according to the invention, wherein the running gear device has at least two running gear units, each running gear unit comprises a wheel unit and a subframe and each wheel unit comprises two wheels which in are spaced apart in a transverse direction of the chassis device. In this method, the subframe is supported on the wheel unit in a vertical direction of the chassis device, and the chassis units are connected to one another in a longitudinal direction of the chassis device via a connecting device, in that the respective subframe is detachably connected to the connecting device via an interface device. In this case, a connection which is essentially rigid in an assembled state at least around the vertical direction is established between the auxiliary frames of the chassis units via the connecting device.

This allows the above in connection with the invention Realize the suspension device described variants and advantages to the same extent, so that to avoid repetition, reference is only made to the above statements.

In principle, it can be provided that the connecting device for producing the chassis device is designed in any way and / or is composed of any number of components. In certain variants of the method, the wheel units of the undercarriage device each define a wheel axis and, in the straight, flat track, a wheel axis distance of the undercarriage device in the longitudinal direction. The wheel center distance can be predetermined in such a method. The wheel axle distance can be specified by the requirements for the rail vehicle, for example the wheel axle distance can be the length and load (ie the sum of all loads that have to be taken into account or to be taken into account for the design of the respective chassis equipment) of the supported car body and / or of be dependent on a predetermined arrangement of seats in the car body. The connecting device can in particular comprise at least one side member and / or in particular at least one cross member. In order to manufacture the running gear device with the specified wheel center distance, the length of the connecting device is adjusted in the longitudinal direction to the specified wheel center distance. For this purpose, a basic element of the connecting device can in particular be supplemented by at least one spacer, which is particularly adjustable in length in the longitudinal direction. The properties and advantages of such spacers have already been described above, so that reference is made to the above statements.

The features of the at least one spacer described in connection with the manufacture of the undercarriage device and their advantages also relate to the device of the undercarriage device, to the set of components for undercarriage devices, and to the entire rail vehicle, so that to avoid repetition, all the features and advantages described above of the at least one spacer is referenced.

With these variants for the manufacture of chassis devices, a large number of chassis devices can be implemented in a particularly flexible manner, the chassis devices being able to differ in their wheel center distance and / or in their design of the connecting device.

In certain variants of the method, in addition or as an alternative, the connecting device is selected from a large number of available connecting devices which differ in length in the longitudinal direction in order to produce the predetermined wheel center distance.

These variants of the method can also be used to implement a large number of chassis devices in a particularly flexible manner, it being possible for the chassis devices to differ in their wheelbase spacing and / or in their design, in particular with regard to the number of cross members and / or spacers, of the connecting device.

Further preferred refinements of the invention result from the subclaims or the following description of preferred exemplary embodiments, which refer to the attached drawings.

Figure list

• 1 shows a schematic view of a preferred embodiment of a rail vehicle according to the invention with a preferred embodiment of a chassis device according to the invention 2nd and a car body supported on it.
• 2nd shows a schematic plan view of a preferred embodiment of a chassis device according to the invention for the rail vehicle according to the invention in 1 ,
• 3rd shows a schematic view of a further preferred embodiment of a rail vehicle according to the invention with a preferred embodiment of a chassis device according to the invention in the manner of a bogie according to 4th in a double arrangement to support a car body,
• 4th shows a schematic plan view of a further preferred embodiment of a chassis device according to the invention in the manner of a bogie,
• 5 shows a schematic view of a further preferred embodiment of a rail vehicle according to the invention with a preferred embodiment of a chassis device according to the invention in the manner of a Jacob bogie according to 6 and two car bodies supported on it,
• 6 shows a schematic plan view of a further preferred embodiment of a chassis device according to the invention in the manner of a Jakobs bogie.

DETAILED DESCRIPTION OF THE INVENTION

First embodiment

The following is with reference to the 1 and the 2nd a preferred embodiment of the modular chassis device according to the invention 101 for a preferred embodiment of a rail vehicle according to the invention 100 described. The chassis device 101 can by a preferred embodiment of the method according to the invention for producing a chassis device 101 getting produced.

For easier understanding of the explanations below, in the figures there is a (through the wheelbase level of the chassis of the vehicle 100 Vehicle coordinate system x, y, z specified on a straight, level route, in which the x coordinate is the longitudinal direction, the y coordinate is the transverse direction and the z coordinate is the height direction of the rail vehicle 100 or the chassis equipment 101 describe.

As in 2nd can be seen is the chassis device shown 101 in the present example along a longitudinal axis 101.1 and along a transverse axis 101.2 designed essentially symmetrical so that, for reasons of clarity, essentially identical components have the same reference numerals. However, it goes without saying that, in other variants, a configuration of the chassis device that deviates more or less from such symmetry 101 can be chosen.

The modular chassis device 101 comprises a connection device 110 and two chassis units 103 that through the connector 110 are releasably connected. Every chassis unit 103 includes a wheel unit 104 and a subframe 105 .

As in 1 can be seen is a car body 102 in operation in a vertical direction via a secondary suspension 105.1 with two secondary spring devices 105.2 on an associated subframe 105 the chassis equipment 101 supported. Each of the two subframes 105 in turn is in the height direction of the chassis device 101 over a (in 1 and 2nd Primary spring device (not shown) on wheel bearing units 106 the assigned wheel unit 104 supported.

However, it goes without saying that in the case of other particularly simple, compact design variants of the invention, the primary spring device between the auxiliary frame and the wheel bearing units is dispensed with. The spring devices therefore integrate 105.2 between the car body and the subframe the function of the primary and secondary suspension or a so-called single-stage suspension is available.

Every wheel unit 104 is designed as a wheelset, so it has two wheels 104.1 which in the present example have a wheelset shaft 104.2 are connected and a wheel axle 104.3 define. However, it is understood that the wheel unit 104 in the case of other variants, it can also have any other design, in particular the wheel unit 104 include two individual wheels. Such individual wheels can preferably be connected via a portal axle. The two wheel axles 104.3 of the two wheel units 104 are in the longitudinal direction (parallel to the longitudinal axis 101.1 ) of the chassis equipment 101 when stationary on a straight, level track by a wheel center distance RAA spaced from each other.

The rail vehicle described in this embodiment 100 is primarily designed for local transport. The car body 102 is therefore an open-plan car with seating 102.1 with a plurality of seats 102.4 for passenger transportation. The car body 102 is at least partially in the low-floor design, so that the floor height in the car body 102 at least partially below the top vertex of the wheels 104.1 lies.

As will be explained in more detail below, in the present example the modularity of the undercarriage means 101 compared to conventional vehicles, easier coordination of the arrangement of the wheel units 104 in the longitudinal direction and the wheel center distance RAA on the conditions or requirements of the interior of the car body 102 done (and not vice versa). In particular, the position of the wheel units 104 simply on the location and design of the seating 102.1 be coordinated.

The car body 102 has two recording areas 102.2 or two wheel arches 102.3 to accommodate the wheels of the wheel units 104 . This, thanks to the modular design, makes it easy to adjust the length of the running gear 101 to a specified wheel center distance - for example, through a specific equipment of the interior RAA is particularly advantageous for low-floor rail vehicles in local transport (such as trams or S-Bahn).

As in 1 shown are the recording areas 102.2 in the height direction (parallel to a height axis 101.3 ) essentially below a seating group 102.5 arranged, the seating group 102.5 in the longitudinal direction (aligned) two seats 102.4 includes. In the longitudinal direction between the wheel axles 104.3 of the wheel units 104 are six seats 102.4 arranged in alignment in the longitudinal direction. In the transverse direction (parallel to the transverse axis 101.2 ) four seats are in alignment 102.4 arranged.

The car body 102 has a body length in the present embodiment WKL in the longitudinal direction and defines a first body end WKE1 and a second body end WKE2 (please refer 1 ). In the present exemplary embodiment, the wheel axis is in each case 104.3 a chassis unit 103 in the longitudinal direction by a distance WKA1 or. WKA2 from the first car body end WKE1 or from the second car body end WKE2 spaced (with the wheel axles 104.3 between the ends of the body, of course WKE1 and WKE2 are arranged).

It should be mentioned here again that in the present exemplary embodiment the arrangement of the chassis units 103 in the longitudinal direction or the wheel center distance RAA from the required arrangement of the seats 102.4 the seating 102.1 follows and in the present example WKA1 = WKA2 = WKA applies. It is understood that in other variants, the distance between a body end WKE1 or. WKE2 and the closest wheel axle 104.3 different from the distance to the other end of the body ( WKE2 or. WKE1 ) and the closest wheel axle 104.3 can be, hence the distance WKA1 unequal WKA2 be.

In the present embodiment, the body length is WKL 12th m. The wheel center distance is also RAA 67% of the body length WKL or is the distance WKA 25% of the wheelbase distance RAA or is the distance WKA 17% of the body length.

However, it goes without saying that other ratios also have different ratios RAA / WKL or. WKA / RAA or. WKA / WKL can be chosen. These other variants are suitable for the wheel center distance RAA the chassis device 5% to 100%, preferably 10% to 80%, further preferably 12% to 67%, the body length of the associated body or for the distance WKA1 2% to 70%, preferably 15% to 60%, more preferably 25% to 50%, of the wheelbase distance RAA or for the distance WKA2 2% to 70%, preferably 15% to 60%, more preferably 25% to 50%, of the wheelbase distance RAA or for the distance WKA1 1% to 50%, preferably 3% to 35%, more preferably 5% to 20%, of the body length WKL or for the distance WKA2 1% to 50%, preferably 3% to 35%, more preferably 5% to 20%, of the body length WKL . The distance between the wheel axles is advantageously in the range from 1 m to 10 m, while the distance from the associated car body end is in the range from 0.2 m to 5 m and the car body length is in the range from 1 m to 20 m.

The connection device 110 includes two side members 111 , which in the present example are at least essentially identical and in the longitudinal direction of the chassis device 101 at least essentially the same length LLT exhibit. Every side member 111 is designed as a slim carrier and runs essentially in the longitudinal direction. The side members 111 are transverse to a first end distance EA1 from the nearest longitudinal outer edge of a subframe 105 spaced, which in the present example EA1 = 5% to 20% of the maximum transverse dimension of the subframe 105 is. It goes without saying that with other variants a different end distance EA1 can be provided. In particular, can EA1 = 0% of the maximum transverse dimension of the subframe 105 be.

In other variants, however, it can also be provided that EA1 takes negative values, so the side members 111 the subframes 105 protrude in relation to the transverse direction (of the chassis equipment). Of course, even with such a design, it must be between the subframes 105 of the chassis units 101 in an assembled state via the connecting device 110 there is a connection which is essentially rigid at least around the vertical direction.

Any subframe 105 comprises an interface device 107 , through which he connects with the device 110 is connected, so that an essentially rigid connection at least about the height direction (z-axis) between the chassis units 103 is made. The connection between the chassis units, which is essentially rigid at least around the height direction 103 to manufacture includes the interface device 107 every subframe 105 two interface units 207.1 , over which the side members 111 at their ends with the associated subframe 105 are connected.

Specifically, coupling in this embodiment - not least because of the relatively long wheelbase distance RAA - the two side members 111 the two chassis units 103 in the manner of a parallel guide, the interface units 107.1 are designed as articulated connections. These articulated connections prevent the two chassis units from rotating relative to one another in the vertical direction, which means that with this embodiment of the chassis device 101 a connection between the chassis units that is essentially rigid around the height direction 103 can be manufactured and in addition a dynamic behavior of the two chassis units 103 how conventional single-axle chassis can be achieved.

However, should a shorter wheelbase RAA , in particular due to a shorter car body and / or as a result of a different arrangement of the interior equipment, in particular the seating 102.1 , may be necessary thanks to the modular design of the chassis device according to the invention 101 basically the identical chassis units 103 used as just described and this with another connection device 110 and / or other interface devices can be combined.

A corresponding alternative to the chassis equipment 101 with a shorter wheelbase RAA due to an adaptation to a shorter body in the longitudinal direction 102 and / or a car body equipped with different seating 102 and / or another chassis concept (e.g. with end bogies) is in 1 and 2nd with the dashed outline 113 indicated.

In this version (with the left chassis unit 103 and the contour 113 in 1 and 2nd ) are correspondingly shorter side members 111 provided in order to be able to implement the shorter specified wheel center distance. The two short longitudinal beams each have an interface unit at their ends in the longitudinal direction 107.1 on, over which the side members rigid and detachable by means of screw connections with the subframe 105 are connected. This design of the side members 111 as a connection device 110 and the interface devices 107 becomes a substantially completely rigid connection (also a connection that is essentially rigid around the vertical direction) between the chassis units 103 , 113 manufactured. Of course, other rigid and detachable connection concepts, in particular any positive and / or frictional connections, can also be used. It goes without saying that, in other variants, at least one cross member can also be arranged, which enables particular advantages with regard to chassis stiffening.

In the present embodiment, the side members are 111 formed as a profile beam made of steel and have closed hollow box-shaped cross-sectional profiles.

Furthermore, the subframes 105 closed in a ring, thus closed in all directions on the top view along the height direction (z-axis). Such a closed subframe 105 offers the advantage, among other things, that the closed annular structure results in a comparatively rigid frame structure. In the present exemplary embodiment, the subframes are 105 composed of steel profile girders, which in turn are made of equally closed hollow box-shaped cross-sectional profiles or any other profiles with an open profile cross-section.

However, it is understood that in other variants of the invention, the subframes 105 as one-sided open or U-shaped frames, which are composed of steel profile beams, can be designed and can also be designed with hollow box-shaped or open cross-sectional profiles. These subframes, which are open on one side, offer the advantage of saving material and space compared to the closed configuration. In such an alternative design, the open side of the respective subframe preferably runs 105 in the transverse direction of the chassis device 101 and is the connecting device 110 turned away. It goes without saying that in other variants of the invention at least one subframe 105 and / or at least one side member 111 and / or at least one cross member 112 can not be designed as a profile support made of steel, but as a cast element made of gray cast iron and / or as a cast element or forged element made of steel, aluminum or other metals.

In the following, it will briefly refer to the method for manufacturing the chassis device 101 according to 2nd received. As stated above, the wheel units are arranged 104 in the longitudinal direction of the car body depending on the seating 102.1 with their majority of seats 102.4 for a car body 102 , which ultimately results in the wheel center distance RAA of the wheel units 104 is specified in the straight, level track. The assembled state of the chassis equipment 101 is then realized by using an existing set of components with a large number of connecting devices 110 that connecting device 110 with the length LLT is selected with which the chassis equipment 101 with the specified wheel center distance when stationary on a straight, level track RAA can be manufactured. Alternatively, of course, a connection device matched to the relevant application can also be used 110 be designed and manufactured. The side members 111 at their ends via the joint connections described above with the subframe 105 of the chassis units 103 coupled.

An existing set of components can have one or more different chassis units 103 and several different (in particular at least different long) connection devices 110 include. The use of such a set of components has the advantage that the associated components individually but possibly also in several different combinations (up to all possible combinations) may have a corresponding approval for operation on certain routes. This simplifies the design process of the vehicle 100 and its subsequent approval considerably.

Second embodiment

The following is with reference to the 3rd and 4th a further preferred embodiment of the chassis device according to the invention 201 for the rail vehicle according to the invention 200 described. The chassis device 201 can by a preferred embodiment of the method according to the invention for producing a chassis device 201 will be realized.

The chassis device 201 corresponds in its basic design and functionality to the chassis device 101 out 1 and 2nd , so only the differences will be dealt with here. In particular, identical components are provided with the same reference symbols, while similar components are provided with the value 100 raised reference numerals are provided. Unless otherwise stated below, reference is made to the above statements in connection with the first exemplary embodiment with regard to the features, functions and advantages of these components.

In the present embodiment, a car body 201 on two chassis devices 201 supported, which behave like conventional bogies in terms of their dynamic driving properties, The two bogies 201 are constructed in a modular design as in the first embodiment. The rail vehicle 200 with the bogies 201 is particularly suitable for use in long-distance transport. Appropriate seating is appropriate for this application 202.1 in the car body 202 intended.

Here is the arrangement of the bogies 201 along the longitudinal axis 101.1 , and their wheel center distance RAA on the straight, level track in the usual way to the length of the car body WKL of the car body 202 and adapted to its load (ie the sum of all loads that have to be applied or taken into account for the design of the bogies) One turn point each 201 is one of the car body ends WKE1 , WKE2 assigned. The wheel axle 104.3 of the respective bogie 201 that the assigned car body end WKE1 or. WKE2 closest in the longitudinal direction is a distance therefrom in the longitudinal direction WKA1 or. WKA2 spaced. In the present example, WKA1 = WKA2 = WKA applies. It is understood that with other variants the distance WKA1 unequal WKA2 be.

In the present embodiment, the body length is WKL 16 m. The wheel center distance is also RAA 12.5% of the body length WKL or is the distance WKA 50% of the wheel center distance RAA or is the distance WKA 6.3% of the body length WKL .

It goes without saying, however, that other variants of such bogies also have different ratios RAA / WKL or. WKA / RAA or. WKA / WKL can be chosen. These other variants are suitable for the wheel center distance RAA the chassis device 5% to 100%, preferably 10% to 80%, further preferably 12% to 67%, the body length of the associated body or for the distance WKA1 2% to 70%, preferably 15% to 60%, more preferably 25% to 50%, of the wheelbase distance RAA or for the distance WKA2 2% to 70%, preferably 15% to 60%, more preferably 25% to 50%, of the wheelbase distance RAA or for the distance WKA1 1% to 50%, preferably 3% to 35%, more preferably 5% to 20%, of the body length WKL or for the distance WKA2 1% to 50%, preferably 3% to 35%, more preferably 5% to 20%, of the body length WKL . The distance between the wheel axles is advantageously in the range from 1 m to 10 m, while the distance from the associated car body end is in the range from 0.2 m to 5 m and the car body length is in the range from 1 m to 20 m.

How out 3rd one can see one cradle each 205.3 per bogie 201 to support the car body 202 provided via a secondary spring device 205.2 in the height direction on the connector 210 of the bogie 201 is supported. Here is the cradle 205.3 on the respective bogie 201 in the longitudinal direction and in the transverse direction essentially centrally on a cross member 212 the connecting device 210 of the bogie 201 arranged.

The cross member 212 forms with the two side members 211 a substantially H-shaped connector 210 (please refer 4th ). The cross member 212 is designed as a slender beam that runs essentially in the transverse direction and is rigid (for example via welded connections) in the transverse direction with the longitudinal beams 211 connected is.

However, it is understood that the cross member 212 of the respective bogie 201 in the case of other variants, for example via cross-beam interface units of a cross-beam interface device, rigidly and detachably with the two longitudinal beams 211 can be connected. In such an alternative Variant, the respective cross member interface unit can be realized by screw connections. Likewise, further connection concepts can be used, in particular through corresponding positive and / or frictional connections, which enable a corresponding rigid and a releasable connection.

In other variants it can also be provided that the cross member 212 additionally extends noticeably in the longitudinal direction (and thus forms a shear strut in the horizontal plane) and / or more than one cross member is provided.

A connection between the chassis units that is essentially rigid around the vertical direction 103 to manufacture includes the interface device 207 two interface units 207.1 , over which the side members 211 at their ends on the associated subframe 105 are detachable and rigidly connected.

In the present embodiment, the two side members 211 and the cross member 212 arranged in a common plane (which is parallel to the plane which forms the longitudinal axis and the transverse axis). In other variants, however, it can be provided that the side members 211 in a different plane than the cross member 212 are arranged. In the present embodiment, the side members are 211 and the cross member 212 formed as a profile beam made of steel and have closed hollow box-shaped cross-sectional profiles. Furthermore, the subframes 105 designed as one-sided open or U-shaped frames, which are composed of steel profile beams, with closed hollow box-shaped cross-sectional profiles. The open side of the respective subframe runs 105 in the transverse direction of the respective bogie 201 and is the connecting device 210 turned away. These subframes, which are open on one side, offer the advantage of saving material and space compared to the closed configuration. It goes without saying that in other variants of the invention at least one subframe 105 and / or at least one side member 211 and / or the cross member 212 is not designed as a profile support made of steel, but as a cast element made of gray cast iron and / or as a cast element or forged element made of steel, aluminum or other metals. In other variants, it can also be provided that the entire connecting device consists of a single cast element. It is also understood that the subframes in other variants of the invention 105 can be closed in a ring, and are therefore closed on all sides in the plan view along the height direction. These closed subframes offer the advantage, among other things, that the closed annular structure results in a comparatively rigid frame structure. It will briefly outline the procedure for manufacturing the bogies below 201 according to 3rd and 4th received. As stated above, the arrangement of the chassis units 103 and the wheel center distance RAA the bogies 201 depending on the body length WKL of the car body 202 chosen. The assembled condition of the respective bogie 201 is then realized by using a variety of existing connection devices 210 again the connecting device 210 with the length LLT is selected with which the respective bogie 201 with the desired wheel center distance RAA can be manufactured. Here, too, the variants and advantages already described above in connection with the first exemplary embodiment can be implemented to the same extent.

Third embodiment

The following is with reference to the 5 and 6 a further preferred embodiment of the chassis device according to the invention 301 for the rail vehicle according to the invention 300 described. The chassis device 301 can by a preferred embodiment of the method according to the invention for producing a chassis device 301 will be realized.

The chassis device 301 corresponds in its basic design and functionality to the chassis device 201 out 3rd and 4th , so only the differences will be dealt with here. In particular, identical components are provided with the same reference symbols, while similar components are provided with the value 100 raised reference numerals are provided. Unless otherwise stated below, reference is made to the above statements in connection with the first or second exemplary embodiment with regard to the features, functions and advantages of these components.

The running gear device behaves in the present exemplary embodiment 301 in terms of their dynamic driving characteristics like a conventional Jakobs turnstile that has two car bodies 302 supports. The chassis device 301 is built like the previous exemplary embodiments from the components of a modular system. It is understood that the ends of the car bodies, not shown 302 each can also be supported on an arbitrarily designed chassis device. This can be, in particular, a further chassis device 301 , so another Jakobs turnstile, or around a chassis device 201 (So a final bogie) act as in the second embodiment.

Each chassis unit supports this 103 the chassis equipment 301 the closest body in the longitudinal direction 302 from. In the present embodiment, the car bodies have 302 essentially the same body length WKL and essentially the same arrangement of seating 302.1 on. The distance WKA2 between a second car body end WKE2 of a car body 302 and an associated closest wheel axle 104.3 corresponds essentially to the distance WKA1 between a first car body end WKE1 of the other car body 302 and an associated closest wheel axle 104.3 . However, it is understood that in other versions of the Jacob bogie 301 this distance WKA1 or. WKA2 for the two car bodies 302 can be different as long as the turning behavior of the car bodies 302 around the height direction is not impaired or a desired turning behavior is achieved. Of course, with alternative variants, the body lengths of the two can also be on the Jakobs bogie 301 supported car bodies may be different.

In the present embodiment, the body length is WKL each of the two car bodies 10 m. The wheel center distance is also RAA 25% of the body length WKL or is the distance WKA 40% of the wheelbase distance RAA or is the distance WKA 10% of the body length. However, it goes without saying that other ratios also have different ratios RAA / WKL or WKA / RAA or WKA / WKL can be selected. These other variants are suitable for the wheel center distance RAA the chassis device 5% to 100%, preferably 10% to 80%, further preferably 12% to 67%, the body length of the associated body or for the distance WKA1 2% to 70%, preferably 15% to 60%, more preferably 25% to 50%, of the wheelbase distance RAA or for the distance WKA2 2% to 70%, preferably 15% to 60%, more preferably 25% to 50%, of the wheelbase distance RAA or for the distance WKA1 1% to 50%, preferably 3% to 35%, more preferably 5% to 20%, of the body length WKL or for the distance WKA2 1% to 50%, preferably 3% to 35%, more preferably 5% to 20%, of the body length WKL . The distance between the wheel axles is advantageously in the range from 1 m to 10 m, while the distance from the associated car body end is in the range from 0.2 m to 5 m and the car body length is in the range from 1 m to 20 m.

The chassis device 301 is particularly suitable for long-distance rail vehicles. However, it is understood that the arrangement of the chassis units in other variants 103 in the longitudinal direction below the car bodies 302 depending on the interior of the car body, in particular depending on the respective seating of the car body 302 , can be made and the Jakobs bogie is designed in such a way that it is particularly suitable for an application for low-floor rail vehicles in local traffic, for example for trams or an S-Bahn. The design of the car bodies 302 can then be similar to the design of the car bodies 102 be from the first embodiment.

As the 6 shows, run in the present embodiment, two slim cross members 312 essentially in the transverse direction and with end regions (viewed in the longitudinal direction) of the two longitudinal beams 311 rigidly connected via welded connections in the transverse direction. There is also a cross member 312 with the associated subframe 105 via the associated interface device 307 detachable and rigidly connected. For this purpose, the interface device includes 307 on the one hand two interface units 307.1 , over which the side members 211 at their ends with the associated subframe 105 are detachable and rigidly connected and on the other hand an interface unit 307.2 , over which a cross member 312 is detachably and rigidly connected to the associated subframe.

In the present exemplary embodiment, the rigid and detachable connection of the crossbeam thus bears 312 with the subframe 105 by means of the interface unit 307.2 to the connection between the chassis units that is rigid around the height direction 103 at. Through this design of the connection device 310 , especially due to the relatively short length LLT the side member 311 and the direct connection of the cross beams 312 to the subframe 105 by means of the interface units 307.2 , there is a particularly advantageous design of the connecting device 310 , which acts mechanically in the manner of a closed rigid frame.

How out 5 one can see one cradle each 305.3 per chassis unit 103 to support the assigned car body 302 provided, the respective cradle 305.3 again via a secondary spring device 305.2 in the height direction on the assigned subframe 105 the assigned chassis unit 103 is supported. However, it goes without saying that the respective cradle and the respective secondary spring device in other variants also on the connecting device 310 can be supported. A support on the respective cross member is particularly suitable for this 312 .

Especially in the present design as a Jakobs bogie 301 but especially in the design from the first embodiment, it is possible for the chassis device 301 or. 103 different chassis units 103 to use. The differences can be arbitrary, for example the chassis units 103 be designed for different axle loads. The set of components of such a modular system can then be used in addition to different (usually of different lengths) connecting devices 110 , 210 , 310 a number of different chassis units 103 include.

The present invention has been described above exclusively on the basis of specific rail vehicles for specific fields of application in local and long-distance traffic. However, it goes without saying that the invention can in principle be used for any rail vehicle for any purpose. It goes without saying that the implemented modular principle is particularly advantageous if a given design or equipment of the car body requires a corresponding adjustment of the chassis.

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• EP 0410407 A2 [0003]

Claims (15)

Undercarriage device for supporting a car body (102; 202; 302) of a rail vehicle (100; 200; 300), with - at least two undercarriage units (103; 113) which extend in a longitudinal direction of the undercarriage device (101; 201; 301) via a connecting device ( 110; 210; 310) are connected to each other, whereby, - each chassis unit (103; 113) comprises a wheel unit (104) and a subframe (105), - each wheel unit (104) comprises two wheels (104.1) which run in a transverse direction the undercarriage device (101; 201; 301) are spaced apart, - the auxiliary frame (105) is supported on the wheel unit (104) in a height direction of the undercarriage device (101; 201; 301), and - the auxiliary frame (105) is an interface device (107 ; 207; 307) for releasably connecting the connecting device (110; 210; 310), characterized in that - the interface devices (107; 207; 307) and the connecting device (110; 210; 310) are designed such that between the Help frame (105) of the chassis units (103; 113) in an assembled state via the connecting device (110; 210; 310) there is a connection which is essentially rigid at least around the vertical direction. Suspension device after Claim 1 , characterized in that - the connecting device (110; 210; 310) comprises at least one first longitudinal member (111; 211; 311), wherein - the first longitudinal member (111; 211; 311) with the interface devices (107; 207; 307) is connected in order to establish the rigid connection between the auxiliary frames (105), - the first longitudinal beam (111; 211; 311) in particular runs essentially parallel to the longitudinal direction. Suspension device after Claim 2 , characterized in that - the connecting device (110; 210; 310) comprises a second longitudinal beam (111; 211; 311) which is connected to the interface devices (107; 207; 307) in order to achieve the rigid connection between the subframes (105 ) of the two chassis units (103; 113), wherein - the second longitudinal member (111; 211; 311) in particular runs essentially parallel to the first longitudinal member (111; 211; 311) and / or the longitudinal direction, and / or - the second longitudinal member (111; 211; 311) is in particular spaced apart in the transverse direction from the first longitudinal member (111; 211; 311), and / or - the first longitudinal member (111; 211; 311) and the second longitudinal member (111; 211; 311) are in particular assigned to different longitudinal sides of the undercarriage device (101; 201; 301), and / or - the first longitudinal member (111; 211; 311) and the second longitudinal member (111; 211; 311) are arranged in particular essentially in a common plane are, and / or - the first length carrier (111; 211; 311) and the second longitudinal member (111; 211; 311) couple the two chassis units (103; 113) in particular in the manner of a parallel guide. Suspension device after Claim 3 , characterized in that - the connecting device (110; 210; 310) additionally comprises at least one cross member (212; 312) which extends in the transverse direction of the chassis device (101; 201; 301) and with the first longitudinal member (111; 211 ; 311) and / or the second longitudinal member (111; 211; 311) is connected, in particular - the at least one cross member (212; 312) runs essentially parallel to the transverse direction of the chassis device (101; 201; 301), and / or - the at least one cross member (212; 312) is essentially rigidly connected to the first longitudinal member (111; 211; 311) and / or the second longitudinal member (111; 211; 311), and / or - the at least one cross member ( 212; 312) is detachably connected to the first side member (111; 211; 311) and / or the second side member (111; 211; 311) by means of at least one cross member interface device, the at least one cross member interface device in the transverse direction, in particular essentially Lichen at one end of the at least one cross member (212; 312), and / or - the at least one cross member (212; 312) is detachably connected to one of the subframes (105) by means of a cross member interface unit of at least one cross member interface device, the cross member interface unit in the transverse direction in particular between the first longitudinal member (111; 211 ; 311) and the second longitudinal member (111; 211; 311) is arranged, and / or - the at least one cross member (212; 312) is connected to at least one of the interface devices (107; 207; 307) in order to at least partially connect to the contribute rigid connection between the subframe (105). and / or - the at least one cross member (212; 312) is arranged substantially in a common plane with the first longitudinal member (111; 211; 311) and / or the second longitudinal member (111; 211; 311), and / or - the at least one cross member (212; 312) forms a substantially H-shaped or ladder-shaped connecting device (110; 210; 310) with the first longitudinal member and the second longitudinal member, and / or - a further cross member (212; 312) is provided, which in particular is essentially parallel to that at least one cross member (212; 312) runs and / or in particular is essentially arranged in a common plane with the at least one cross member (212; 312) and / or in particular is essentially rigid with the first longitudinal member (111; 211; 311) and / or the second side member (111; 211; 311) is connected. Chassis device according to one of the preceding claims, characterized in that - at least one of the auxiliary frames (105) is supported in the height direction on wheel bearing units (106) of the wheel unit (104) via a spring device, in particular a primary spring device and / or - the chassis device (101 ; 201; 301) is designed such that the car body (102; 202; 302) in operation via a spring device, in particular a secondary spring device (105.2; 205.2; 305.2), in the height direction on at least one of the subframes (105) and / or the connecting device (110; 210; 310) is supported. Undercarriage device according to one of the preceding claims, characterized in that - the undercarriage device (201; 301) is designed in the manner of a bogie, with - in particular at least one cradle (205.3; 305.3) being provided for supporting the car body (102; 202; 302) , which is supported via a secondary spring device (105.2; 205.2; 305.2) in the height direction on at least one of the subframes (105) and / or the connecting device (110; 210; 310), the cradle (205.3; 305.3) in particular in the longitudinal direction is arranged essentially centrally on the chassis device (101; 201; 301). Chassis device according to one of the preceding claims, characterized in that - at least one wheel unit (104) is designed as a wheel unit with individual wheels, the individual wheels being connected in particular via a portal axis, and / or - the wheels (104.1) of at least one wheel unit (104) are coupled to a wheel set, the wheels (104.1) of the wheel unit (104) being connected in particular via a wheel set shaft (104.2), and / or - the wheels (104.1) of at least one wheel unit (104) are connected to a steering device which is of such type it is designed that a steering angle of the wheels (104.1), in particular actively, is adjustable. Component set for chassis devices of rail vehicles, comprising - at least two chassis units (103; 113) of a chassis device (101; 201; 301) according to one of the Claims 1 to 7 , - a first connection device (110; 210; 310) of a chassis device (101; 201; 301) according to one of the Claims 1 to 7 and - a second connecting device (110; 210; 310) of a chassis device (101; 201; 301) according to one of the Claims 1 to 7 , wherein - the wheel unit (104) of the respective chassis unit (103; 113) defines a wheel axle (104.3), - the at least two chassis units (103; 113) via the first connecting device (110; 210; 310) to a first chassis device (101 ; 201; 301) can be connected, which defines a first wheel axis distance in the longitudinal direction in the straight, level track, - the at least two undercarriage units (103; 113) via the second connecting device (110; 210; 310) to a second undercarriage device (101; 201 ; 301) can be connected, which defines a second wheel center distance in the longitudinal direction in the straight, flat track, and - the first connecting device (110; 210; 310) and the second connecting device (110; 210; 310) are designed such that the first wheel center distance is different from the second wheel center distance, the first connecting device (110; 210; 310) and the second connecting device (110; 210; 310) being one of them in particular in the longitudinal direction have different length dimensions. Rail vehicle, comprising - at least one chassis device (101; 201; 301) according to one of the Claims 1 to 7 and - at least one car body (102; 202; 302), wherein - the car body (102; 202; 302) is supported on the chassis device (101; 201; 301), defines a first car body length in the longitudinal direction and a first in the longitudinal direction Car body end and a second car body end defined, - the wheel units (104) of the undercarriage device (101; 201; 301) each define a wheel axle (104.3) and in the straight plane track a wheel axis distance of the undercarriage device (101; 201; 301) in the longitudinal direction. Rail vehicle after Claim 9 , wherein - the connecting device (110; 210; 310) is designed such that a first undercarriage unit (103; 113) of the undercarriage device (101; 201; 301) in the region of the first car body end and / or a second undercarriage unit (103; 113) the undercarriage device (101; 201; 301) is arranged in the region of the second car body end, in particular, - the wheel axle distance being 5% to 100%, preferably 10% to 80%, further preferably 12% to 67%, of the car body length of the associated car body , and / or - a first distance is defined in the longitudinal direction of the first chassis unit from the first end of the car body, the first distance being 2% to 70%, preferably 15% to 60%, further preferably 25% to 50% of the wheel axle distance, and / or in the longitudinal direction a second distance of the second chassis unit to the second car body end is defined, the second distance being 2% to 70%, preferably 15% to 60%, further preferably 25% to 50 %, of the wheel axle distance, and / or - a first distance is defined in the longitudinal direction of the first chassis unit from the first end of the car body, the first distance being 1% to 50%, preferably 3% to 35%, further preferably 5% to 20% , the body length, and / or a second distance is defined in the longitudinal direction of the second chassis unit to the second end of the body, the second distance 1% to 50%, preferably 3% to 35%, further preferably 5% to 20%, the Body length is., Rail vehicle after Claim 9 or 10 , wherein - the car body (102; 202; 302) has seating (102.1; 202.1; 302.1) with a plurality of seats (102.4), - the car body (102; 202; 302) has a first receiving area (102.2), in particular one comprises a first wheel housing (102.3) for receiving a wheel (104.1) of a first wheel unit (104) of the chassis device (101; 201; 301) and / or a second mounting area (102.2), in particular a second wheel housing (102.3), for mounting a Wheel (104.1) of a second wheel unit (104) of the chassis device (101; 201; 301), - the first receiving area (102.2) is arranged in the height direction substantially below one of the seats (102.4) and / or the second receiving area (102.2 ) is arranged in the height direction essentially below one of the seats (102.4), in particular, - in the longitudinal direction between the wheel axles (104.3) of the first wheel unit (104) and the second wheel unit (104) at least two seats (102.4), preferably we at least three seats (102.4), further preferably at least four to eight seats (102.4), are arranged essentially in alignment with one another, and / or - in the transverse direction in alignment with at least one of the seats (102.4) at least one further seat (102.4), preferably at least two further seats (102.4), further preferably at least three further seats (102.4), are arranged, and / or - the alignment of at least one seat (102.4) in the car body (102; 202; 302) is opposite to the orientation of at least one further seat (102.4) in the car body (102; 202; 302), the further seat (102.4) being in particular in the longitudinal direction aligned with at least one seat (102.4) and / or in the longitudinal direction at least one seat (102.4) is arranged adjacent. Rail vehicle according to one of the Claims 9 to 11 , wherein - the at least one undercarriage device (101; 201; 301) is a first undercarriage device (101; 201; 301), - at least one second undercarriage device (101; 201; 301) according to one of the Claims 1 to 7 is provided, - the car body (102; 202; 302) is a first car body which has a first car body length, and - at least one second car body (102; 202; 302) is provided which has a second car body length, in particular, the connecting device (110; 210; 310) of the first undercarriage device (101; 201; 301) and the connecting device (110; 210; 310) of the second undercarriage device (101; 201; 301) are designed in such a way that the wheel center distances of the first undercarriage device ( 101; 201; 301) and the second undercarriage device (101; 201; 301) are different, and / or - the first car body length is different from the second car body length, and / or - the first undercarriage device (101; 201; 301), in particular supports the first car body (102; 202; 302) and / or the second chassis device (101; 201; 301), in particular via at least one chassis unit (103; 113), the second via at least one chassis unit (103; 113) en car body (102; 202; 302) is supported, and / or - the first undercarriage device (301) is designed in the manner of a Jacob bogie (301) and / or the second undercarriage device (301) is designed in the manner of a Jacob bogie (301) and / or - the first undercarriage device (101 ; 201; 301) or the second undercarriage device (101; 201; 301) supports the first car body (102; 202; 302) and the second car body (102; 202; 302). Method for producing a chassis device for supporting a car body of a rail vehicle, in particular a chassis device according to one of the Claims 1 to 7 , wherein the undercarriage device (101; 201; 301) has at least two undercarriage units (103; 113), each undercarriage unit (103; 113) comprises a wheel unit (104) and a subframe (105) and each wheel unit (104) has two wheels (104.1 ), which are spaced apart in a transverse direction of the chassis device (101; 201; 301), in which - the subframe (105) is supported on the wheel unit (104) in a height direction of the chassis device (101; 201; 301), and - the chassis units (103; 113) are connected to one another in a longitudinal direction of the chassis device (101; 201; 301) via a connecting device (110; 210; 310) by the respective subframe (105) via an interface device (107; 207; 307) is detachably connected to the connecting device (110; 210; 310), characterized in that - between the subframes (105) of the chassis units (101; 201; 301) via the connecting device (110; 210; 310 ) an essentially rigid connection is made in an assembled state at least around the vertical direction. Procedure according to Claim 13 , wherein the wheel units (104) of the undercarriage device (101; 201; 301) each define a wheel axis (104.3) and a wheel center distance of the undercarriage device (101; 201; 301) in the longitudinal direction, in which - the wheel center distance is specified - for manufacturing the length of the connecting device (110; 210; 310) of the chassis device (101; 201; 301) with the specified wheel center distance is adapted to the specified wheel axis distance in the longitudinal direction, in particular - the connecting device (110; 210; 310) by at least one spacer is added, which is particularly adjustable in length in the longitudinal direction. Procedure according to Claim 13 or 14 , wherein - the connecting device (110; 210; 310) is selected from a multiplicity of available connecting devices (110; 210; 310), which differ in their length in the longitudinal direction, in order to produce the predetermined wheel center distance.

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