EP4349684A2 - Locomotive frame - Google Patents

Abstract

The present invention relates to a locomotive frame for a rail vehicle, in particular a center cab locomotive, comprising a support structure for superstructures, such as a driver's cab, which is in particular flat and/or planar in at least some sections, and two longitudinal beams extending on an underside of the support structure in the longitudinal direction of the rail vehicle, wherein at least one of the longitudinal beams has a width widening transverse to the longitudinal extension in the course of its longitudinal extension in order to enlarge a receiving space formed between the two longitudinal beams for vehicle components, such as drive and auxiliary units, for example a transformer. (Fig. 1)

Description

The present invention relates to a particularly self-supporting locomotive frame for a rail vehicle, in particular a center cab locomotive.

Background

Basically, the present invention includes vehicle designs with an integral car body, in which the load-bearing function for the superstructures and all vehicle components, such as drive and auxiliary units, is provided by the undercarriage or frame and the usually welded-on side walls, superstructures, head sections and driver's cabs. The present invention relates in particular to so-called self-supporting locomotive frames, to which all components of the rail vehicle can be attached, for example screwed, in a non-load-bearing manner and which essentially completely take over the load-bearing function. Therefore, self-supporting locomotive frames in particular are associated with high demands on stability. However, a further requirement when dimensioning and designing locomotive frames is that they only have a limited installation space available, which on the one hand exists with regard to ground clearance in relation to the rails and on the other hand with regard to vehicle components to be arranged on the underside of the locomotive frame, for example drive and auxiliary units.

From the EP 3 708 453 A1 A subframe is known which is generally intended for vehicles, but can also be used for rail vehicles and has a frame structure which is symmetrical with respect to a central axis, the outer longitudinal members of which have a lattice-like stiffening structure in a central section in the longitudinal direction of the subframe. The stiffening structure is achieved in that the two longitudinal members have a section in their course whose vertical height is significantly increased, at least 3 to 4 times, compared to the adjacent end sections of the longitudinal members. Due to the strong increase in the height of the longitudinal members, the subframe has improved stability, but has to accept significant losses in terms of the available construction and storage space, since the construction space between the two longitudinal members in the area of the stiffening structure actually intended for attaching vehicle components is occupied by further transverse stiffening struts and structures.

Summary

It is an object of the present invention to overcome the disadvantages of the prior art, in particular to provide a self-supporting locomotive frame which is increased in stability, but without compromising the accommodation space for vehicle components.

The problem is solved by the subject matter of the independent claims.

According to this, a locomotive frame is provided for a rail vehicle, in particular a center-cab locomotive. The locomotive frame basically serves to support or attach vehicle components to it, such as the drive and auxiliary units and the superstructures, such as the driver's cab. The locomotive frame according to the invention is in particular a self-supporting frame to which all components of the rail vehicle can be attached, in particular screwed, in a non-load-bearing manner and which essentially completely takes over the load-bearing function and/or has sufficient stability to support all vehicle components to be attached.

The locomotive frame comprises a support structure for superstructures such as a driver's cab, which is in particular flat and/or flat in at least some sections. The support structure can have an upper side facing away from the rails, which is in particular flat and/or flat in at least some sections and serves to accommodate superstructures such as the driver's cab, a braking system and drive means such as a diesel engine. The support structure can extend over essentially the entire longitudinal extent of the locomotive frame and/or is located essentially at the same height level, so that a step-free support surface can be formed for the components to be supported. Furthermore, the support structure can have an underside facing the rails, which can be designed to mount further vehicle components from the underside, such as drive and auxiliary units, for example a transformer, compressed air tank or a fuel tank, and to fasten them to the underside of the support structure, in particular to screw them. Furthermore, the support structure can have a spring support, in particular cross members formed on the underside and extending transversely to the longitudinal direction of the locomotive frame to increase stability and/or at least one linkage tower for coupling the locomotive frame to a chassis.

Furthermore, the locomotive frame according to the invention comprises two longitudinal beams extending on an underside of the support structure in the longitudinal direction of the rail vehicle. The longitudinal beams extend over essentially the entire longitudinal extent of the locomotive frame and are intended in particular to ensure the stability of the locomotive frame and/or to provide connection points for vehicle components to be mounted or fastened. The longitudinal beams can be so-called outer longitudinal beams or so-called inner longitudinal beams. The outer longitudinal beams are characterized in that they are arranged essentially on the edge of the support structure and in particular are flush with it in a width direction oriented transversely to the longitudinal direction. In the case of locomotive frames with a support structure and two outer longitudinal beams, a U-profile essentially results in the sectional view. In contrast, the inner longitudinal beams are offset inwards, i.e. shifted towards each other compared to the outer longitudinal beam arrangement. In this respect, the inner longitudinal members are offset inwards with respect to an outer edge of the support structure pointing in the width direction, so that there is space available between the outer edge and the adjacent inner longitudinal member on the outside of the inner longitudinal member to attach further components. The locomotive frame with support structure and two inner longitudinal members essentially has a double-T profile in cross-section. The inner longitudinal member variant has proven to be particularly advantageous because it ensures better force dissipation from traction and/or impact devices oriented in the longitudinal direction of the vehicle and pointing towards the front towards the environment via the support structure into the inner longitudinal members. The traction and/or impact devices can be arranged on a so-called head piece. Furthermore, the offset of the inner longitudinal members inwards has the advantage of better accessibility for assembly and/or maintenance, since vehicle components that are arranged on the underside of the support structure on the outside of the inner longitudinal member are partially accessible from the outside. In addition, it has been found that the inner longitudinal members are also suitable for converting rail vehicles from pure diesel engine operation to hybrid and/or electric operation. This retrofit option is much more complex to implement with outer longitudinal members.

According to a first aspect of the present invention, at least one of the longitudinal beams has a width widening transverse to the longitudinal extent in the course of its longitudinal extension in order to enlarge a receiving space formed between the two longitudinal beams for vehicle components, such as drive and auxiliary units, for example a transformer, compressed air tank and/or a fuel tank. Starting from the opposite longitudinal ends of the locomotive frame or the two longitudinal beams, the Width expansion can be arranged beyond, in particular between, a connection point for connecting and coupling to a bogie of the rail vehicle. In other words, the distance between the two longitudinal members in the area of the longitudinal ends of the locomotive frame can be smaller than in an intermediate section in the area of the width expansion. The requirements associated with hybrid and/or electrically operated locomotives in particular to accommodate additional components, such as a transformer, require a different amount of space than was the case with purely diesel-powered locomotives. The width expansion makes it possible to reliably accommodate large components, such as the transformer, without having to accept a loss of stability and/or having to relocate other components.

In an exemplary embodiment of the locomotive frame according to the invention, the width widening is at least 5%, in particular at least 7%, 9% or at least 11%, of a distance of the longitudinal members transverse to the longitudinal direction of the rail vehicle in the width direction adjacent to the width widening. In other words, the increase in the width distance between the two longitudinal members is at least 5%, in particular at least 7%, 9% or at least 11%, so that there is a receiving space in the area of the widened longitudinal member sections that is at least 5%, in particular at least 7%, 9% or at least 11% larger than the adjacent longitudinal member sections for receiving vehicle components. If both longitudinal members have a width widening, it is clear that the distance between the two longitudinal members in the area of the width widening is doubled, i.e. at least 10%, in particular at least 14%, 18% or at least 22%. It has been found that when dimensioning and designing the width expansion, a compromise must be found to increase the space between the two longitudinal members without impairing the storage space available on the outside of the longitudinal members, in particular the inner longitudinal members, for additional components, in particular a spring support.

In a further exemplary embodiment of the locomotive frame according to the invention, the width widening extends over a maximum of 50%, in particular a maximum of 45% or 40%, of a total longitudinal extension of the longitudinal member. For example, the width widening and/or the longitudinal members, in particular the locomotive frame, are essentially symmetrical with respect to a central axis oriented in the longitudinal direction of the vehicle and/or with respect to a central axis oriented transversely to the longitudinal direction in the width direction. The width widening, in particular the widened longitudinal member sections, can thus constitute a central section of the locomotive frame. It has proven advantageous in this respect to Area to arrange larger or heavier components, such as a transformer, the compressed air tank and/or a fuel tank, in order to keep the center of gravity of the locomotive frame as central as possible.

According to a further exemplary embodiment of the present invention, a cross section of the longitudinal member in the region of the width widening is essentially constant. In other words, the change in direction in the course of the longitudinal member along its longitudinal extent can occur without a change in cross section.

In a further exemplary embodiment of the locomotive frame according to the invention, a transition of the width widening is inclined transversely, in particular at an angle of 10° to 45°, to the longitudinal direction. The transition can, for example, be a substantially straight longitudinal beam section that is inclined to the longitudinal direction and runs in the manner of an intermediate slope in order to connect a longitudinal beam section, in particular on the longitudinal edge, to a central longitudinal beam section that is offset from it in the width direction.

According to an exemplary development of the locomotive frame according to the invention, the transition is initiated by a bend or curve in the longitudinal course of the longitudinal member, oriented away from the adjacent longitudinal member, in particular towards an adjacent outer edge of the support structure. The bend can be rounded or formed by a radius transition. In other words, the transition thus has a first bend or curve, in particular close to the longitudinal edge, which initiates the transition. For example, the transition ends at a further bend oriented towards the adjacent longitudinal member, which can in particular be designed as a recess or mirror image of the first bend, or curve in the longitudinal course of the longitudinal member. The longitudinal member sections separated by the transition, in particular a longitudinal member section close to the longitudinal edge and an intermediate, offset and widened middle longitudinal member section, can run parallel to one another. The transition therefore serves to bridge the particularly lateral offset in the width direction in the course of the longitudinal member between a longitudinal member section close to the longitudinal edge in particular and an intermediate middle longitudinal member section.

According to a further aspect of the present invention, which can be combined with the preceding aspects and exemplary embodiments, a locomotive frame for a rail vehicle, in particular for a center cab locomotive, is provided. The locomotive frame basically serves to carry vehicle components or to such as the drive and auxiliary units and the superstructures, such as the driver's cab. The locomotive frame according to the invention is in particular a self-supporting frame to which all components of the rail vehicle can be fastened, in particular screwed, in a non-load-bearing manner and which essentially completely takes over the load-bearing function and/or has sufficient stability to support all vehicle components to be fastened.

The locomotive frame comprises a support structure for superstructures such as a driver's cab, which is in particular flat and/or flat in at least some sections. The support structure can have an upper side facing away from the rails, which is in particular flat and/or flat in at least some sections and serves to accommodate superstructures such as the driver's cab, a braking system and drive means such as a diesel engine. The support structure can extend over essentially the entire longitudinal extent of the locomotive frame and/or is located essentially at the same height level, so that a step-free support surface can be formed for the components to be supported. Furthermore, the support structure can have an underside facing the rails, which can be designed to mount further vehicle components from the underside, such as drive and auxiliary units, for example a transformer, compressed air tank or a fuel tank, and to fasten them to the underside of the support structure, in particular to screw them. Furthermore, the support structure can have a spring support, in particular cross members formed on the underside and extending transversely to the longitudinal direction of the locomotive frame to increase stability and/or at least one linkage tower for coupling the locomotive frame to a chassis.

Furthermore, the locomotive frame according to the invention comprises two longitudinal beams arranged transversely to the longitudinal direction of the rail vehicle in the width direction at a distance from one another and extending on an underside of the support structure in the longitudinal direction of the rail vehicle. The longitudinal beams extend over essentially the entire longitudinal extent of the locomotive frame and are intended in particular to establish the stability of the locomotive frame and/or to provide connection points for vehicle components to be mounted or fastened. The longitudinal beams can be so-called outer longitudinal beams or so-called inner longitudinal beams. The outer longitudinal beams are characterized in that they are arranged essentially on the edge of the support structure and in particular are flush with it in a width direction oriented transversely to the longitudinal direction. In the case of locomotive frames with a support structure and two In the sectional view, the outer longitudinal members essentially form a U-profile. In contrast, the inner longitudinal members are offset inwards, i.e. shifted towards one another compared to the outer longitudinal member arrangement. In this respect, the inner longitudinal members are offset inwards in relation to an outer edge of the support structure pointing in the width direction, so that there is space between the outer edge and the adjacent inner longitudinal member on the outside of the inner longitudinal member to attach further components. The locomotive frame with support structure and two inner longitudinal members essentially has a double-T profile in cross-section. The inner longitudinal member variant has proven to be particularly advantageous because it ensures better force dissipation from pulling and/or impact devices oriented in the longitudinal direction of the vehicle and pointing towards the environment at the front via the support structure into the inner longitudinal members. Furthermore, the offset of the inner longitudinal members inwards has the advantage of better accessibility for assembly and/or maintenance, since vehicle components that are arranged on the outside of the inner longitudinal member on the underside of the support structure are partially accessible from the outside. In addition, it has been found that the inner longitudinal members are also suitable for converting rail vehicles from pure diesel engine operation to hybrid and/or electric operation. This retrofit option is much more complex to implement with outer longitudinal members.

According to the further aspect of the present invention, at least one of the longitudinal beams, in particular both longitudinal beams, has a bulge formed transversely to the longitudinal and width direction of at least 25% and at most 150% of a height of the respective longitudinal beam in the course of its longitudinal extent. In other words, the bulge causes an increase in the height of the respective longitudinal beam of 25% or 150% of the height of the longitudinal beam that the longitudinal beam has adjacent to the bulge. When installed in the rail vehicle or in the operating state, the bulge is oriented in the vertical direction, namely in the direction of the rails. For example, the bulge is at least 30% and at most 125%, in particular at least 35% and at most 100%, at least 35% and at most 85%, at least 40% and at most 75% or at least 45% and at most 55%, of a height of the respective longitudinal beam. The bulge basically increases the rigidity of the longitudinal beam, in particular the unit consisting of the longitudinal beam and the supporting structure and thus of the entire locomotive frame. Furthermore, the requirement or challenge in relation to the limited space or installation space available on the underside of the supporting structure facing the rails is taken into account. The bulge provided according to the invention in its specific dimensions represents an optimal compromise between increased stability and Consideration of installation space.

According to an exemplary development of the locomotive frame according to the invention, the bulge extends over a maximum of 50%, in particular a maximum of 45% or 40%, of a total longitudinal extension of the longitudinal member, wherein in particular the longitudinal dimension of the bulge is smaller than the longitudinal dimension of the width widening, or vice versa. When "bulging" or "width widening" is mentioned in this context, this is to be understood as the entire respective longitudinal member section that is widened in relation to the width or bulged in relation to the height of the longitudinal member. For example, it can be provided that the width widening begins before the bulge, viewed along the length of the longitudinal member, so that a certain degree of width widening has already taken place before a bulge in the height direction of the longitudinal member becomes noticeable.

According to a further exemplary development of the locomotive frame according to the invention, a transition is initiated by a curvature oriented away from the locomotive frame, in particular away from the supporting structure, which can be designed continuously, abruptly or the like, in the longitudinal course of the longitudinal member. For example, the curvature is concavely shaped. According to a further exemplary development, the transition ends at a further curvature oriented towards the locomotive frame, in particular towards the supporting structure, which can be designed abruptly, continuously or the like, in the longitudinal course of the longitudinal member. For example, the further curvature is convexly shaped. It can also be provided that the longitudinal member sections separated by the transition, i.e. a longitudinal member section close to the longitudinal edge in particular and a middle, bulged longitudinal member section, run parallel to one another. The transition with the curvatures can therefore serve in the manner of an intermediate slope to bridge the height offset between the bulged longitudinal member section and the low, longitudinal member section close to the longitudinal edge, or to connect these two sections to one another.

According to a further exemplary embodiment of the locomotive frame according to the invention, a transition of the width widening, which is formed in particular by a bend or rounding in the longitudinal direction of the longitudinal member, and a transition of the bulge, which is formed in particular by a curvature in the longitudinal direction of the longitudinal member, are offset in the longitudinal direction. In other words, the width widening and the height bulge do not occur simultaneously, but offset, in particular with a certain longitudinal offset in the longitudinal direction of the locomotive frame. It was found that a simultaneous A change in direction would mean that the resulting angle of the change in direction in space would be particularly large, which could result in a notch effect that would lead to unnecessarily high local stresses on the structure, in particular the undercarriage. In this respect, it is advantageous if the changes in direction in the height direction and in the width direction occur with a certain longitudinal offset from one another, while at the same time the continuous change in the profile course and/or cross-section takes place partially overlapping, since the change in the profile course and/or cross-section is tied to a specific route. In an exemplary development of the present invention, the width widening begins starting from the adjacent width edge of the support structure before the height bulge. In a further exemplary embodiment of the locomotive frame according to the invention, the continuous change in the profile course of the longitudinal member in the transition of the width widening and in the transition of the bulge takes place in sections overlapping. As already mentioned, the change in the profile course and/or cross-section in both the width widening and the bulging is tied to a certain distance, which can overlap at least in sections. For example, the distance assigned to the width widening completely covers the distance assigned to the bulging.

In a further exemplary embodiment of the present invention, a locomotive frame is provided which has a total length of at least 15,000 mm, in particular of at least 15,500 mm, 16,000 mm or at least 16,500 mm. The locomotive frame structure according to the invention with the increased stability as a result of the design and dimensioning of the longitudinal members makes it possible to provide a particularly long locomotive frame. This has proven to be advantageous in particular for the use of hybrid-powered and/or electrically powered locomotives in order to integrate or accommodate the additionally required components.

According to an exemplary development of the locomotive frame according to the invention, at least one longitudinal member, in particular both longitudinal members, is designed as an inner longitudinal member and is offset inwards in relation to an adjacent outer edge, in particular a longitudinal edge, of the support structure. In other words, there is a distance between an outer surface of the longitudinal edge facing outwards in the width direction and the adjacent outer edge of the support structure. In this area, for example, further components can be accommodated or used to support components or to implement a spring support.

According to a further aspect of the present invention, which can be combined with the preceding aspects and exemplary embodiments, a locomotive, in particular a central driver's cab locomotive, is provided for a rail vehicle, which comprises at least one locomotive frame designed according to one of the preceding claims. For example, a driver's cab, in particular a central driver's cab, is arranged, in particular fastened, on an upper side of the support structure facing away from the longitudinal beams.

Preferred embodiments are specified in the subclaims.

In the following, further properties, features and advantages of the invention will become clear by describing preferred embodiments of the invention with reference to the accompanying exemplary drawings, in which:

Description of implementation examples

Fig.1

a plan view of an underside facing the rails of an exemplary embodiment of a locomotive frame according to the invention;

Fig.2

a perspective view of a portion of the locomotive frame from Figure 1 ; and

Fig.3

a detailed view of area III in Figure 1 .

In the following description of exemplary embodiments, a locomotive frame according to the invention for a rail vehicle is generally designated by the reference number 1.

The Figures 1 to 3 show an exemplary embodiment of a locomotive frame 1 according to the invention for a rail vehicle. The locomotive frame 1 according to the invention comprises the following main components: a support structure 3 for superstructures of the rail vehicle, such as a driver's cab, and two longitudinal beams 5, 7 extending in a longitudinal direction L of the rail vehicle.

The superstructures, such as the driver's cab, are attached, for example screwed, to an upper side 11 of the support structure 3 facing away from the rails, and the longitudinal beams 5, 7 are attached, for example screwed, to an underside 9 of the support structure 3 facing the rails and facing the rails. In the embodiment in Figures 1 to 3, the upper side 11 and the underside 9 of the support structure are flat and level.

In the locomotive frame 1 in Figure 1 is a locomotive frame for a center driver's cab locomotive. A center driver's cab locomotive means that the driver's cab for the locomotive driver (not shown) is arranged centrally in a longitudinal direction L of the locomotive frame 1. Between the driver's cab and a first end 13 of the locomotive frame 1 and between the driver's cab and the second end 15 of the locomotive frame 1 there is a distance of at least 1 m or more, the total length of the locomotive frame 1 in the longitudinal direction L being at least 15 m.

The locomotive frame 1 in the version in the Figures 1 to 3 is largely symmetrical in the longitudinal direction L with respect to a central axis M. In the width direction B, the locomotive frame 1 in this embodiment is also largely symmetrical. The locomotive frame 1 has fastenings 17 for pulling and/or buffing devices at the front end 13 and at the rear end 15. At both ends, installation spaces 19 are also provided for a bogie each, which require freedom of movement under the locomotive frame 1 so that the center cab locomotive can be driven in both directions. Cross members 21 and spring supports 23 are also provided on both sides. A transformer 25, a fuel tank 27 and at least one compressed air tank 29 can also be fastened to the underside 9 of the support structure 3 at the positions indicated by the respective reference numerals. Furthermore, a linkage tower 30 for coupling the locomotive frame 1 to a chassis is formed at both ends on the underside 9.

In Figure 1 It can be seen that both longitudinal beams 5, 7 are designed as so-called inner longitudinal beams and are arranged at a distance in the width direction B from the outer edges 31, 33 of the support structure 3. The design as inner longitudinal beams offers the advantage that forces transmitted by the pulling and/or impact devices can be better dissipated. Between the longitudinal beams 5, 7, several cross beams 35, 37, 39 extending in the width direction B are formed, which connect the two longitudinal beams 5, 7 to one another and increase the stability and strength of the locomotive frame 1.

According to the invention, both longitudinal beams 5, 7 each have a width widening 41 in the width direction B transverse to the longitudinal direction L along their course in the longitudinal direction L. In the area of the width widenings 41, the longitudinal beams 5, 7 are shaped such that they have a smaller distance in the width direction B transverse to the longitudinal direction L to the outer edges 31, 33 or that a distance 43 between the two longitudinal beams 5, 7 in the area of the width widening 41 is greater than a distance 45 between the longitudinal beams 5, 7 adjacent to the width widening 41. This allows a receiving space 47 for vehicle components formed between the longitudinal members 5, 7 to be enlarged, in which in the embodiment in the Figures 1 to 3 the transformer and the compressed air tank are accommodated.

The width widening 41 in the width direction B is preferably at least 5% of the distance 45 between the longitudinal beams 5, 7 adjacent to the width widening 41 and in the longitudinal direction L at most 50% of the total longitudinal extent of the respective longitudinal beam 5, 7. The width widenings 41 are in the embodiment in Figure 1 in the longitudinal direction L centrally between the first end 13 and the second end 15 of the support structure 3 and are located between the installation spaces 19 between the two ends.

Figure 3 shows area III from Figure 1 in a detailed view, so that a transition of the width widening 41, which is marked with the reference number 49, can be seen in detail.

In the area of the transition 49, the longitudinal member 5 has an intermediate section 51 which, in this embodiment, is inclined at an angle 53 to the longitudinal direction L. The angle 53 is preferably in the range between 10° and 45°. Viewed in the longitudinal direction L, the transition 49 is initiated by a kink 55 in the longitudinal course of the longitudinal member 5, which is oriented away from the adjacent longitudinal member 7. On the side of the intermediate section 51 facing away from the kink 55, the transition 49 ends at a further kink 57, which is oriented towards the adjacent longitudinal member 7. The sections separated by the transition 49, namely a section 59 close to the longitudinal edge and a central section 61, run parallel to one another.

According to the invention, the longitudinal members 5, 7 also have a bulge 63 in the height direction H in the course of their longitudinal extension, which extends transversely to the longitudinal direction L and the width direction B (in Figure 2 The bulges 63 have a height of at least 25% and at most 150% of a height of the respective longitudinal beam 5, 7 in the vertical direction. In the longitudinal direction L, the bulge 63 extends over a maximum of 50% of the total longitudinal extent of the respective longitudinal beam 5, 7. In the embodiment in the Figures 1 to 3 the bulge 63, like the width widening 41, is formed centrally in the longitudinal direction L on the respective longitudinal member 5, 7.

A transition of the bulge 63, which is marked with the reference numeral 65, is in the longitudinal direction L by a curvature 67 in the longitudinal course, which is oriented away from the locomotive frame 1 or the support structure 3. At the end of the bulge 63 opposite the curvature 67, the transition 65 ends with a further curvature 69, which is oriented towards the locomotive frame 1 or the support structure 3. The longitudinal beam sections 59, 61 separated by the transition 65 run parallel to one another. The cross section of the longitudinal beams 5, 7 remains essentially constant both in the course of the transition 49 and in the course of the transition 65.

In the execution in the Figures 1 to 3 a longitudinal dimension of the bulge 63 is smaller than a longitudinal dimension of the width widening 41. Viewed from the end 13 or the end 15 of the locomotive frame 1, the width widening 41 begins first in the longitudinal direction L, then the bulge 63 begins, and at the opposite end of the middle section 61 the bulge 63 ends first and then the width widening 41 ends. Accordingly, the curvature 67 of the bulge 63 and the kink 55 of the width widening 41 as well as the curvature 69 and the kink 57 are offset from one another in the longitudinal direction L. However, in sections the transition 49 of the width widening 41 and the transition 65 of the bulge 63 overlap in an overlap area 71.

The features disclosed in the above description, the figures and the claims can be important both individually and in any combination for the realization of the invention in the various embodiments.

List of reference symbols

1

Locomotive frame

3

Supporting structure

5, 7

Longitudinal beam

9

bottom

11

Top

13

first end

15

second end

17

Fastening

19

Tree room

21

Cross member

23

Spring support

25

transformer

27

Fuel tank

29

Compressed air tank

30

Steering tower

31.33

Outer edge

35, 37, 39

Cross member

41

Width expansion

43, 45

Width spacing

47

Recording room

49

crossing

51

Intermediate section

53

angle

55, 57

kink

59

section near the longitudinal edge

61

Middle section

63

Bulging

65

crossing

67.69

curvature

71

Overlap area

L

Longitudinal direction

B

Width direction

H

Altitude direction

Claims (14)

Locomotive frame (1) for a rail vehicle, in particular a center cab locomotive, comprising - a supporting structure (3) which is in particular at least partially flat and/or planar for superstructures, such as a driver’s cab, and - two longitudinal beams (5, 7) extending on an underside (9) of the support structure (3) in the longitudinal direction (L) of the rail vehicle, - wherein at least one of the longitudinal members (5, 7) has a width widening (41) transverse to the longitudinal extent in the course of its longitudinal extent in order to enlarge a receiving space formed between the two longitudinal members (5, 7) for vehicle components, such as drive and auxiliary units, for example a transformer. Locomotive frame (1) according to claim 1, wherein the width widening (41) is at least 5%, in particular at least 7%, 9% or at least 11%, of a distance of the longitudinal members (5, 7) transversely to the longitudinal direction (L) of the rail vehicle in the width direction (B) adjacent to the width widening (41). Locomotive frame (1) according to one of the preceding claims, wherein the width widening (41) extends over at most 50%, in particular at most 45% or 40%, of a total longitudinal extension of the longitudinal member (5, 7). Locomotive frame (1) according to one of the preceding claims, wherein a cross-section of the longitudinal member (5, 7) in the region of the width widening (41) is substantially constant. Locomotive frame (1) according to one of the preceding claims, wherein a transition (49) of the width widening (41) is inclined transversely, in particular at an angle in the range of 10° to 45°, to the longitudinal direction (L). Locomotive frame (1) according to claim 4 or 5, wherein the transition (49) is initiated by a bend (55) or curve in the longitudinal course of the longitudinal member (5, 7) oriented away from the adjacent longitudinal member (5, 7), wherein in particular the transition (49) ends at a further bend (57) or curve in the longitudinal course of the longitudinal member (5, 7) oriented towards the adjacent longitudinal member (5, 7), wherein in particular the longitudinal member sections separated by the transition run parallel to one another. Locomotive frame (1), in particular according to one of the preceding claims, for a rail vehicle, in particular a center cab locomotive, comprising - a supporting structure, in particular at least partially flat and/or planar, for superstructures such as a driver’s cab, and - two longitudinal beams (5, 7) arranged transversely to the longitudinal direction (L) of the rail vehicle in the width direction (B) at a distance from one another and extending in the longitudinal direction (L) on an underside of the support structure (3), wherein at least one of the longitudinal members (5, 7) has, in the course of its longitudinal extension, a bulge formed transversely to the longitudinal and width direction (L, B) of at least 25% and at most 150% of a height of the respective longitudinal member (5, 7). Locomotive frame (1) according to claim 7, wherein the bulge extends over at most 50%, in particular at most 45% or 40%, of a total longitudinal extent of the longitudinal member (5, 7), wherein in particular the longitudinal dimension of the bulge is smaller than the longitudinal dimension of the width widening (41). Locomotive frame (1) according to claim 7 or 8, wherein a transition (65) is initiated by a curvature (67) oriented away from the locomotive frame in the longitudinal course of the longitudinal member (5, 7), wherein the transition (65) ends at a further curvature (69) oriented towards the locomotive frame in the longitudinal course of the longitudinal member (5, 7), wherein in particular the longitudinal member sections separated by the transition run parallel to one another. Locomotive frame (1) according to one of claims 7 to 9, wherein a transition (49) of the width widening (41), formed in particular by a kink or a rounding in the longitudinal course of the longitudinal member, and a transition (65) of the bulge, formed in particular by a curvature in the longitudinal course of the longitudinal member, are offset in the longitudinal direction (L). Locomotive frame (1) according to claim 10, wherein the particularly continuous change in the profile course of the longitudinal member (5, 7) in the transition (49) of the width widening (41) and in the transition (65) of the bulge takes place in a section-by-section overlapping manner. Locomotive frame (1) according to one of the preceding claims, which has a total length of at least 15,000 mm, in particular of at least 15,500 mm, 16,000 mm or at least 16,500 mm. Locomotive frame (1) according to one of the preceding claims, wherein at least one longitudinal member (5, 7) is designed as an inner longitudinal member and is offset inwardly with respect to an adjacent outer edge (31, 33) of the support structure (3). Locomotive, in particular a center-cab locomotive, comprising at least one locomotive frame (1) designed according to one of the preceding claims, in particular according to one of claims 1 to 7 and one of claims 8 to 13.

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