EP3221203A1

EP3221203A1 - Chassis frame for a rail vehicle

Info

Publication number: EP3221203A1
Application number: EP16706181.1A
Authority: EP
Inventors: Markus Hubmann; Radovan Seifried
Original assignee: Siemens AG Oesterreich
Current assignee: Siemens Mobility Austria GmbH
Priority date: 2015-03-03
Filing date: 2016-02-24
Publication date: 2017-09-27
Anticipated expiration: 2036-02-24
Also published as: US20180029616A1; US10532752B2; WO2016139098A1; CN107406087A; CN107406087B; AT516924A2; EP3221203B1

Abstract

The invention relates to a chassis frame for a rail vehicle, having – two longitudinal beams (1) in the form of I-beams, wherein the longitudinal beam (1) comprises a longitudinal beam top flange (3), a longitudinal beam bottom flange (4) and a web (5), – a box-shaped transverse beam (2) which connects the two longitudinal beams (1) to one another, wherein the longitudinal beam (1) has a central section (8) in which the longitudinal beam (1) is connected to the transverse beam (2), wherein each longitudinal beam (1) forms at least one wheelset guide bushing (10) for connection to a wheelset guide. To increase the shear stiffness and transverse stiffness of the chassis frame, it is provided according to the invention that, on both sides of the web (5), at least one stiffening rib (11) is arranged in the longitudinal beam (1), which stiffening ribs extend outward from the web (5) in a transverse direction (7) on both sides of the web (5) and are designed such that the force flow from the wheelset guide bushing (10) is conducted into the transverse beam (2).

Description

description

Chassis frame for a rail vehicle Technical area

The invention relates to a chassis frame for a

Rail vehicle with

- two side rails which are parallel to one another

Extend longitudinally and are formed as I-beam, wherein the longitudinal carrier comprises a longitudinal member upper flange, a longitudinal member lower flange and a web,

a box-shaped cross member which extends normal to the longitudinal direction parallel to a transverse direction and connects the two side members together,

wherein the longitudinal member has a central portion in which side member upper flange and side member lower flange are arranged parallel to each other and in which

Side member is connected to the cross member,

wherein each side rail at least one wheel set guide bushing for connection with a wheel set leadership forms.

State of the art

Bogies, also called bogies, rail vehicles usually have two sets of wheels, which are guided on tracks, and are connected to car bodies of the rail vehicle. An integral part of a chassis is a chassis frame to which the wheelsets, for example. Via a Radsatzführung or a primary suspension and the car body eg. Via a secondary suspension and a device for power transmission are connected. The power flows between the individual components run mainly on the chassis frame, which has a longitudinal direction and a transverse direction, wherein the longitudinal direction in

Direction of travel of the rail vehicle points and the

Transverse direction is normal to the longitudinal direction. Taking into account the criteria of lightweight construction, the weight of the chassis frame is reduced further and further. The side members of the chassis frame, which in the

Past formed usually box-shaped, so a top flange, a lower flange and side walls

are increasingly being implemented as an I-beam with an open profile, comprising a side member upper flange, a side member lower flange and a web connecting them. Although the use of I-beams as side members a desired reduction in the Verwinde- rigidity of the chassis frame, ie a reduced

Resistance to twisting around a parallel to

Transverse transverse axis of the cross member, is achieved, there are disadvantages in terms of

Shear stiffness of the chassis frame, so the resistance to deformation by shear forces acting parallel to the longitudinal direction, and the transverse stiffness of the

Chassis frame, so the resistance to deformation by lateral forces which act parallel to the transverse direction.

In particular, when the wheelset is connected via a arranged in the longitudinal member Radsatzführungsbuchse on the side rail and thus high shear forces and shear forces on the

Longitudinal beam, which is loaded in the region of the web, or act the entire chassis frame, according to the prior art, only the oversizing of the side members by high wall thicknesses known, so that the weight savings and the reduction of the torsional stiffness are structurally limited.

OBJECT OF THE INVENTION It is therefore an object of the invention to overcome the disadvantages of the prior art and to propose a chassis frame which reduces weight and reduces the torsional stiffness of the chassis frame allowed and at the same time complies with the design specifications with regard to the shear stiffness and the transverse rigidity.

Presentation of the invention

This task is accomplished by a chassis frame with the

Characteristics of claim 1 solved. advantageous

Embodiments of the invention are in the respective

dependent claims defined.

The invention relates to a chassis frame for a

Rail vehicle with

- two side rails which are parallel to one another

Side member is connected to the cross member,

According to the invention, at least one stiffening rib is arranged in the longitudinal member on both sides of the web, which extend on both sides of the web from the web in the transverse direction to the outside and are designed such that the power flow of the

Radsatzführungsbuchse is directed into the cross member.

Thrust forces and transverse forces act on the chassis frame mainly in the area of the wheel set guide bush in which the wheel forces, for example, from the rolling resistance and the transverse forces arising from the wheel-rail contact, are introduced from the wheelset guide into the chassis frame. There the forces essentially over the cross member to the

Car body or the other side member are transmitted, is the area of the longitudinal member between

Radsatzführungsbuchse and cross member is arranged

particularly heavily loaded. The stiffening ribs are now used to guide the power flow of the wheel set guide bushing in the cross member and thus to avoid in particular a high load on the web. To such a line of the

To achieve power flow to extend the ribs of a region of the longitudinal member in which the Radsatzführungsbuchse is arranged in an area, for example. The central portion of the longitudinal member in which the longitudinal beams with the

Cross member is connected. By the stiffening ribs, which protrude at a right angle to both sides of the web of this, so a significant increase in the shear stiffness and transverse stiffness of the chassis frame is achieved because the deformation ability of the side members is limited by the ribs. The ribs themselves are usually designed as sheet metal parts, which do not protrude from the side rail but in the transverse direction at most to the outer edge of the side member upper belt or

Side member lower straps extend.

In a preferred embodiment is here

provided that the cross member is formed as a bent part and at least on the cross member upper flange and the cross member lower flange openings, wherein one of the openings at least 50% of the surface of the cross member upper belt or

Crossbeam Untergurts occupies. Since this construction further reduces the twisting stiffness of the

Chassis allows the rib extends to that part of the cross member (ie either cross member upper flange or cross member lower flange), which has a greater shear stiffness, in other words to that part of the

Cross member, which has the smaller opening.

A further embodiment of a chassis frame according to the invention provides that the web as a plane of symmetry between each two stiffening ribs is used. As a result, a uniform stress distribution is achieved in the longitudinal member and in the ribs themselves, so that the stiffnesses are uniform on both sides of the web.

In order to absorb the forces from the wheelset effectively, is in a further embodiment of the

Invention, a first connection point at which the rib is connected to the Radsatzführungsbuchse, arranged on the cross member facing side of Radsatzführungsbuchse. Since the forces acting on the Radsatzführungsbuchse shear forces and shear forces are to be directed into the cross member, the cross member facing side of Radsatzführungsbuchse is particularly well suited for connection with the ribs. Another reason for the arrangement of the first connection point is that the

Radsatzführungsbuchse has a longitudinal axis which is aligned parallel to the transverse direction and the Radsatzführungsbuchse over the entire width, so the dimension in the transverse direction of the longitudinal member or the

Longitudinal member upper straps or the longitudinal member Unetrgurts extends, forms an area on each side of the web, in which bridge and wheel set guide bushing form a right angle.

Since the main load acts by pushing forces in the area of the wheelset guide bush which is closest to the cross member, according to another preferred embodiment

Embodiment variant of a chassis frame according to the invention provided that the first connection point is arranged in the region of Radsatzführungsbuchse, which in

Seen longitudinally has the smallest distance to the cross member. Considering the projection of the side member in the transverse direction, it is usually the point where the first joint is formed to be that one

Point on the circumference of the Radsatzführungsbuchse, which defines the maximum extent of Radsatzbuchse in the longitudinal direction and thus in a direction normal to the longitudinal direction and Transverse direction is centrally located on the circumference of the wheel set guide bushing.

An advantageous design of the longitudinal member for

Three-dimensional deflection of the forces as a cranked longitudinal member provides that the longitudinal member has at least one adjoining the central portion transition section in which longitudinal member upper flange and Längsträger- lower flange include an acute angle with each other, and that the Radsatzführungsbuchse in the transition section, in the region of the side member Untergurts, is arranged. The transition between the central portion of the longitudinal member and a parallel to this end portion for receiving a primary suspension of the rail vehicle takes place via the transition section, which by the course of

Side member upper flange and side member lower flange is determined. However, since the side member upper flange and the side rail lower flange are not parallel to each other in the transition portion, the transition portion of the side rail lower belt starts at a point other than that of the side rail upper belt when viewed in the longitudinal direction. In order to effectively initiate the thrust forces in the chassis frame, the Radsatzführungsbuchse is close to the side member lower flange in the transition portion of the longitudinal member arranged so that a simple connection of Radsatzführung on the Radsatzführungsbuchse or a Radsatzlagers on the primary suspension on the longitudinal member, for example, arranged at one end portion

Spring pot is possible. According to a further preferred embodiment of the

The invention provides that a second connection point, at which the rib is connected to the longitudinal member and via which the power flow is conducted into the cross member, is arranged on the longitudinal member upper flange. The connection with the longitudinal member upper flange via the second connection point represents a structurally simple connection of the rib to the longitudinal member. In particular, when the cross member upper flange has a greater shear stiffness than the Crossbeam bottom flange, so can the forces on the

The longitudinal member upper flange can be introduced directly into the cross member upper flange, so that the power flow is as short as possible and the higher loadable cross member upper flange absorbs a large part of the forces directly.

The design of the first and second connection point can be either as a non-positive connection,

For example, about screws or rivets, be formed, but preferably the connection point as

positive connection, in particular as a weld, formed between the rib and the respective connecting element forming element. This limit the

Junctions usually the rib and are formed on sides of the rib of end edges of the rib.

In a further preferred embodiment of a chassis frame according to the invention it is provided that the second connection point is arranged in the central portion of the longitudinal member upper belt. Since the central section of the

Sidebar Obergurts is connected to the cross member upper belt is, by such an arrangement of the second

Junction the power transmission between rib and cross member particularly easy to handle, since the

Force flow of the rib over the central portion of the

Side member upper straps are introduced directly into the cross member upper flange.

However, since the central portion of the longitudinal member upper belt is usually completely formed for connecting the longitudinal member to the cross member and thus no space is available, at which the rib directly into the central portion

could lead to a particularly preferred

Embodiment variant of the invention that the second

Junction at the transition between the central portion and transition portion of the longitudinal member upper belt, preferably within a transition radius, is arranged. This transition is still very close to the cross member, so the Length of the power flow compared to a previously described arrangement of the second connection point is only slightly increased, however, the corresponding space for connecting the rib with the side member upper flange is present. It is particularly advantageous if the second connection point within a transition radius between the central portion and the transition portion of the side member Obergurts

is arranged, since the rib thus additionally supports this highly loaded transitional section, take place at the three-dimensional force deflections. It goes without saying that the second connection point also in the adjoining the transition radius region of

Transition portion of the longitudinal member upper belt can be arranged.

If the power flow is to extend mainly over the cross member lower flange, for example because it has a greater shear stiffness, such as through a smaller opening, than the cross member upper flange, so sees an alternative

Embodiment variant of the invention that the second

Joint on the side member lower flange in

Central portion of the side member lower belt is arranged.

Since the longitudinal beam lower belt usually has a larger dimension in the longitudinal direction than the longitudinal member upper flange, and thus only a part of the side member lower belt is connected to the cross member lower flange, provides a preferred variant of the alternative embodiment, that the second connection point in Area of the cross member at the

Side member lower flange is arranged. This ensures again that the power flow is directed as directly as possible from the rib into the cross member. In further

In alternative embodiments, the rib has a fork and is connected both to the longitudinal member upper flange and to the longitudinal member lower flange.

A further embodiment of a chassis frame according to the invention provides that the projection of the rib in Transverse direction is a straight line. Under projection is in the

Further, as widely known, understood the two-dimensional line or figure, which is reflected by the observation of the rib in a predetermined direction. In other words, the projection of the rib in the transverse direction corresponds to the line representing the course of the rib in a side elevation. Thus, the rib forms a continuous

Surface and manufacturing technology is particularly inexpensive to produce.

Because the stiffening ribs in the area of the first

Junction the lowest possible angle, between 1 ° and 30 °, preferably between 5 ° and 25 °, with the

Longitudinal include and at the same time the angle at the second joint between rib and

Longitudinal member upper flange or side member lower flange may not be too pointed in order to absorb and transmit the shear forces well, a straight projection is partially structurally unreachable. Therefore, a further alternative embodiment of a chassis frame according to the invention provides that the projection of the rib in

Transverse direction has a kink, which divides the rib into a first rib portion and a second rib portion. So can the first and the second

Junction are adapted to the respectively necessary angle ranges, as required by the kink

constructive freedom is created. The kink can also be a rounded transition without a sharp edge.

In a preferred variant of the further alternative embodiment, it is provided that the kink divides the rib in a ratio of between 1: 1 and 1: 2. The kink is in any case in the middle third of the rib, in order to achieve a good voltage curve. It is also conceivable to provide more than one kink. It is also advantageous if the rib sections an obtuse angle, preferably between 175 ° and 120 °, preferred between 175 ° and 150 °. Due to the blunt transition between the two rib sections, a gentle deflection of the power flow is achieved

Voltage peaks in kink largely avoided.

To connect the rib to the web, preferably to weld, provides a particularly preferred

Variant variant of a chassis frame according to the invention in that the rib has a web facing the first longitudinal edge and a side facing away from the web second longitudinal edge, wherein the rib on the first longitudinal edge at least

partially connected to the bridge. The outline of the rib is thus by the two longitudinal edges in

Limited transverse direction, normal to the transverse direction of the outline of the rib is limited by the first and second connection point, which are formed as end edges of the rib. The first longitudinal edge can be either continuously or only partially connected to the web, wherein the

Connection preferably via one weld at the top and bottom of the rib takes place.

According to a further preferred embodiment variant of the invention, the projection of the second longitudinal edge in a direction normal to a plane spanned by the longitudinal direction and the transverse direction is a straight line. In this case, the projection corresponds to the imaginary illustration of the outline of the rib in a plan view, ie seen from above or from below. As a result, the shear stiffness and the transverse stiffness of the longitudinal member and thus the corresponding stiffness of the

Chassis frame greatly increased, since the thus shaped rib strong the deformation capacity of the longitudinal member

limits. The projection of the first longitudinal edge is not necessarily parallel to the projection of the second

Longitudinal edge. The first connection point is preferably shorter in the transverse direction than the second one

Junction, which is why the extensions of the

Projections of the longitudinal edges at an acute angle

lock in . Since the longitudinal member itself may be subjected to distortion about its longitudinal axis by a torsional moment or by a force forming a torsional moment, a rectilinear second longitudinal edge results in a torsion moment

Joint weld between the first longitudinal edge and web in the middle third of the rib is particularly heavily loaded, since the I-profile of the longitudinal member is particularly strong twisted in this area. In order to relieve the weld seam, a further alternative embodiment variant of the invention provides that the projection of the second longitudinal edge in a direction normal to a plane spanned by the longitudinal direction and transverse direction is curved at least in sections and preferably forms the shape of an ellipse. The curvature sets a favorable stress profile in the rib, wherein the curvature is preferably formed at least in the middle third of the rib.

A further particularly preferred embodiment of the invention provides that the rib has a constriction in the region of the second longitudinal edge. Due to the constriction or even waisting of the rib in the transverse direction,

For example, by a partial curvature of the second longitudinal edge, is also the reduction of

Loading of the connecting weld achieved. It is advantageous if the constriction is formed such that the width of the rib in the transverse direction in the region of the maximum of the constriction between 15% and 50%, preferably between 20% and 35%, the maximum width of the rib in the transverse direction.

Brief description of the figures

To further explain the invention, reference is made in the following part of the description to the figures, from the further advantageous embodiments, details and

Developments of the invention can be seen. The figures are to be understood as exemplary and should the

Outline invention character, but do not constrict it or even conclude. Show it:

Fig. 1 is an axonometric view of a device according to the invention

Chassis frame;

Fig. Figure 2 is a side view of the chassis frame;

Fig. 3 is a partial view of a supervision of a

Chassis frame with transparent side rail upper flange;

Fig. 4 is a detail of a rib in FIG

Chassis frame;

Fig. 5 is an axonometric view of the rib.

Embodiment of the invention

FIG. 1 shows a three-dimensional representation of a

Embodiment of a chassis frame according to the invention for a rail vehicle. This includes two

Side members 1, which are aligned parallel to a longitudinal direction 6, and a cross member 2 connecting the two side members 1, which is aligned parallel to a perpendicular to the longitudinal direction 6 transverse direction 7. The longitudinal direction 6 corresponds to the direction of travel of the rail vehicle in the operating state.

The longitudinal members 1 are formed as I-beam and thus have a longitudinal member upper flange 3, a longitudinal beam lower flange 4 and the two symmetrically connecting web 5 on. A cranked shape of the longitudinal member 1 is given by the fact that this is a central portion 8 and, respectively in the longitudinal direction 6 before and behind the

Central portion 8, a central portion 8 parallel to the end portion 23, which portions 8,9 are connected by an inclined transition portion 9. In the central portion 8 of the longitudinal member 1, the longitudinal member upper flange 3 and the longitudinal member lower flange 4 extend parallel to each other. The connection to the cross member 2 also takes place in the central section 8. To connect the chassis frame with a wheel set, each has

Side member 1 two Radsatzführungsbuchsen 10, which have a circular cross-section and serve to receive a bolt of the wheelset. The longitudinal axes of Radsatzführungsbuchsen 10 are parallel to

Transverse 7 aligned. The cross member 2 is formed in the present embodiment as a one-piece box-shaped bent part, which on the cross member lower flange 22 two together

having welded first edges and the cross member upper flange 21, and on the cross member lower flange 22 and

Side walls an opening 24 (in the figure is the

For the sake of clarity only one opening 24 is marked)

to reduce the Verwinde stiffness of the chassis frame. Because of the Radsatzführungsbuchsen 10 thrust and

Transverse forces are introduced into the chassis frame, are to achieve a predetermined shear stiffness or

Transverse rigidity of the chassis frame per two stiffening ribs 11 per Radsatzführungsbuchse 10 disposed in the side member 1 and connected to the side member 1, which

Ribs 11 on both sides of the web 5 symmetrically to the web 5 to the outside, ie in the transverse direction 7 away from the web 5, extend. Overall, four ribs 11 and in the entire chassis frame eight ribs 11 are thus provided on each side rail 1.

FIG. 2 shows a side view of the chassis frame, in which essentially the longitudinal member 1 can be seen. It is easy to see that the

Central portion 8 of the longitudinal member 1 approximately has the shape of a parallelogram, since the central portion 8a of the longitudinal member upper belt 3 is shorter than that

Central section 8b of the longitudinal member lower belt 4. That is The transition section 9a of the longitudinal member upper belt 3 longer than the transition portion 9b of the longitudinal leg lower belt 4. In the region of the transition section 9 Längsträger- upper flange 3 and side member lower flange 4 are not parallel to each other, but close an acute angle

one another. The wheel set guide bushing 10 is in the transition section 9, more precisely in the transition section 9b of the side member lower belt 4, arranged and connects to the side member lower flange 4 at.

A first connection point 12, which connects the rib 11 with the Radsatzführungsbuchse 10, is arranged at that point of the Radsatzführungsbuchse 10, which is the cross member 2 closest. In other words, the first one

Junction 12 so in a height direction, which is defined by the normal vector of the longitudinal direction 6 and transverse direction 7, arranged centrally on the circumference of Radsatzführungsbuchse 10, since this has the largest extension in the longitudinal direction 6 in the middle and so is the cross member 2 closest. The first connection point 12 can also start at another point of the wheelset guide bushing 10,

It is essential, however, above all, that the first

Junction 12 is disposed on the cross member 2 side facing the Radsatzführungsbuchse 10 to accommodate the thrust forces can.

A second connection point 13, which connects the rib 11 with the longitudinal member upper flange 3, is on the longitudinal member upper flange 3 in the region of the transition between the

Central portion 8a and the transition portion 9a of the

Side member upper straps 3 are arranged. In this transition, the longitudinal member upper flange 3 forms a transition radius 14, wherein the second connection point 13 connects the transition radius 14 from below with the rib 11.

However, it is just as conceivable that the second

Joint in the central portion 8a of the longitudinal beam Obergurts 3 or in the transition section 9a of the longitudinal member upper belt 3 is arranged.

By the ribs 11 is thus the power flow of the

Radsatzführungsbuchse 10 toward the cross member 2, more precisely, the cross member upper belt 21, passed. Due to the fact that the opening 24 on the cross member upper flange 21 is smaller than that on the cross member lower flange 22 and the cross member upper flange 21 therefore has a higher shear stiffness than the cross member lower flange 22, the second

Junction 13 is arranged on the longitudinal member upper flange 3 or the rib 11 is connected at the second connection point 13 with the longitudinal member upper flange 3. In case that

Cross member lower flange 22 and cross member upper flange 21 have the same shear stiffness or that the shear stiffness of the cross member lower flange 22 is greater, is provided in alternative embodiments, not shown, that the second connection point 13 in the central portion 8b of

Side member lower flange 4, preferably in the region of

Connection is arranged with the cross member 2.

FIG. 3 shows a top view of the chassis frame, wherein the side member upper flange 3 is shown to be transparent in order to simplify the representation of the ribs 11. Here is

In particular, the symmetrical orientation of the ribs 11 to the web 5 to recognize well. Furthermore, it is clear that the first and second connection points 12, 13 are formed by end edges of the ribs 11, wherein the second ones are formed by end edges of the ribs 11

Connecting points 13 seen in the transverse direction 7 extend further outward than the first connection points 12. Between the connection points 12,13, the ribs 11 thereby have a constriction 20. In order to connect the ribs 11 at the connection points 12,13 with the longitudinal member 1, welds are provided.

FIG. 4 shows a rib 11 in detail, wherein it can be seen in particular that the rib 11 has a kink 15.

This side view, which is a view in the transverse direction 7 corresponds, therefore, shows a projection of the rib 11, in which the kink 15 is clearly visible. The kink 15 divides the rib 11 into a first rib portion 16 and a second rib portion 17, wherein the

Rib sections 16,17 and their projections in

Transverse direction 7 enclose an angle of about 170 ° with each other. The angle, which includes the first rib portion 16 with the longitudinal direction 6, is about 20 °, whereas the acute angle between the second

Rib portion 17 and the transition portion 9 a of

Side member upper belt 3 is about 60 °. The kink 15 divides the rib 11 while in the middle third of the rib 11, in the present case to approximately equal parts and is provided with a rounding to a cheaper

To reach the voltage curve. Alternatively it can be provided in further alternative embodiments that the projection of the rib 11 in the transverse direction 7 is a straight line to the manufacture and assembly of the rib 11 further

simplify.

FIG. 5 shows a three-dimensional representation of a

Rib 11 shown without chassis frame. It can be seen particularly clearly that the outline of the rib 11 on the one hand in the longitudinal direction 6 by the connecting points 12,13 forming end edges and on the other hand in the transverse direction 7 by a first longitudinal edge 18 which rests in the installed state on the web 5, and on the first Longitudinal edge 18 opposite side is formed by a second longitudinal edge 19. The first longitudinal edge 18 is made up of two straight sections in the region of the two

Rib portions 16,17 and a curved portion in the region of the bend 15 together, wherein the first longitudinal edge 18 in a projection in the height direction parallel to

Longitudinal direction 6 is aligned and thus rests along the entire first longitudinal edge 18 on the web 5. The rib 11 is connected to the web 5 via two connecting welds along the entire length of the first longitudinal edge 18th connected, which connecting welds on the top or bottom of the rib 11 extend.

The second longitudinal edge sits in this

Embodiment of two straight sections in the region of the connection points 12,13 and a curved,

elliptical portion forming the constriction 20, together. The constriction 20 is designed so that the minimum of the width of the rib 11 in

Width direction 7 is in the region of the bend 15 and the

Constriction occupies about 45% of the theoretical area of the rib 11 between the first longitudinal edge 18 and the straight portions of the second longitudinal edge 19. It goes without saying that this design of the rib also in one

Supervision of the rib 11 would be recognizable, so with others

Words when the contour of the rib 11 in the height direction would be projected onto a plane spanned by the longitudinal direction 6 and transverse direction 7 surface. In a further alternative embodiment, it is also conceivable that the second longitudinal edge 19 is formed in a plan as a straight line.

List of reference numbers:

1 longitudinal member

2 cross beams

3 side member upper flange

4 side member lower flange

5 footbridge

6 longitudinal direction

7 transverse direction

8 central section

8a central portion of the longitudinal member upper belt 3rd

8b central portion of the longitudinal member lower belt 4

9 transition section

9 a transition section of the longitudinal member upper belt 3

9b transition section of the side member lower belt 4

10 wheel set guide bush

11 rib

12 first connection point

13 second connection point

14 Transition radius

15 kink

16 first rib section

17 second rib section

18 first longitudinal edge

19 second longitudinal edge

20 constriction

21 cross member upper flange

22 crossbar lower chord

23 end section

24 opening

Claims

claims

Chassis frame for a rail vehicle with

- Two longitudinal beams (1) which extend parallel to a longitudinal direction (6) and are formed as I-beam, wherein the longitudinal beam (1) a longitudinal beam upper flange (3), a longitudinal beam lower flange (4) and a web (5 ),

- A box-shaped cross member (2) which extends normal to the longitudinal direction (6) parallel to a transverse direction (7) and the two side members (1) interconnects,

wherein the longitudinal member (1) has a central portion (8) in which side member upper flange (3) and

Side member lower flange (4) are arranged parallel to each other and in which the longitudinal carrier (1) with the

Cross member (2) is connected,

wherein each longitudinal member (1) at least one

Wheel set guide bush (10) for connection to a wheel set guide,

characterized in that

on both sides of the web (5) at least one

stiffening rib (11) in the side rail (1) is arranged which extends on both sides of the web (5) from the web (5) in the transverse direction (7) to the outside and such is designed that the power flow of the

Radsatzführungsbuchse (10) in the cross member (2) is passed.

2. chassis frame according to claim 1, characterized in that the web (5) serves as a plane of symmetry between each two stiffening ribs (11).

3. chassis frame according to claim 1 or 2, characterized

in that a first connection point (12), on which the rib (11) is connected to the wheel set guide bushing (10), on which the cross member (2) side facing the Radsatzführungsbuchse (10) is arranged.

4. chassis frame according to one of claims 1 to 3, characterized in that the first connection point (12) in the region of Radsatzführungsbuchse (10) is arranged, which in the longitudinal direction (6) seen the smallest

Distance from the cross member (2).

5. chassis frame according to one of claims 1 to 4, characterized in that the longitudinal carrier (1) at least one of the central portion (8) adjoining

Transition portion (9), in which longitudinal beam upper belt (3) and longitudinal beam lower flange (4) form an acute angle with each other, and that the

Wheel set guide bush (10) in the transition section (9), in the region of the longitudinal member lower belt (4) is arranged.

6. chassis frame according to one of claims 1 to 5, characterized in that a second connection point (13) on which the rib (11) with the longitudinal carrier (1)

connected and over which the power flow in the

Cross member (2) is passed, is arranged on the longitudinal member upper flange (3).

7. chassis frame according to claim 6, characterized in that the second connection point (13) in

Central portion (8a) of the side member upper belt (3) is arranged.

8. chassis frame according to claim 5 and 6, characterized

characterized in that the second connection point (13) at the transition between the central portion (8a) and

Transition section (9a) of the longitudinal member upper belt (3), preferably within a transition radius (14),

is arranged.

9. chassis frame according to one of claims 1 to 5, characterized in that the second connection point (13) on the longitudinal beam lower belt (4) in the central portion (8b) of the longitudinal member lower belt (4) is arranged.

10. chassis frame according to claim 9, characterized in that the second connection point (13) in the region of the cross member (2) on the side member lower flange (4) is arranged.

11. chassis frame according to one of claims 1 to 10, characterized in that the projection of the rib (11) in the transverse direction (7) is a straight line.

12. Landing gear frame according to one of claims 1 to 10,

characterized in that the projection of the rib (11) in the transverse direction (7) has a kink (15) which divides the rib (11) into a first rib portion (16) and a second rib portion (17).

13. chassis frame according to claim 12, characterized

characterized in that the kink (15) divides the rib (11) in a ratio of between 1: 1 and 1: 2.

14. chassis frame according to claim 12 or 13, characterized

in that the rib sections (16, 17) enclose an obtuse angle, preferably between 175 ° and 120 °, preferably between 175 ° and 150 °.

15. Chassis frame according to one of claims 1 to 14,

characterized in that the rib (11) has a the web (5) facing the first longitudinal edge (18) and a remote from the web (5) second longitudinal edge (19), wherein the rib (11) at the first longitudinal edge (18) at least partially connected to the web (5).

16. landing gear frame according to claim 15, characterized

characterized in that the projection of the second Longitudinal edge (19) in a direction normal to a plane defined by the longitudinal direction (6) and transverse direction (7) plane is a straight line.

17. Chassis frame according to claim 15, characterized

characterized in that the projection of the second

Longitudinal edge (19) in a direction normal to a plane defined by the longitudinal direction (6) and transverse direction (7) plane is at least partially curved and preferably forms the shape of an ellipse.

18. chassis frame according to claim 15 or 17, characterized

characterized in that the rib (11) in the region of the second longitudinal edge (19) has a constriction (20).