Chassis frame for a rail vehicle

Abstract

A chassis frame for a rail vehicle includes a plurality of longitudinal beams formed as I-beams, wherein each longitudinal beam includes a longitudinal beam top flange, a longitudinal beam bottom flange and a web, a box-shaped transverse beam interconnecting the plurality of longitudinal beams, each longitudinal beam having a central section in which the longitudinal beam is connected to the transverse beam, where each longitudinal beam forms at least one wheelset guide bushing for connection to a wheelset guide, where a stiffening rib is arranged in each longitudinal beam on both sides of the web, and where the stiffening rib extends outward from the web in a transverse direction on both sides of the web and is configured such that the force flow from the wheelset guide bushing is conducted into the transverse beam such that the shear stiffness and transverse stiffness of the chassis frame is increased.

Claims

1. A chassis frame for a rail vehicle, comprising: a plurality of longitudinal supports which extend parallel to a longitudinal direction and are configured as I-beams, each of the plurality of longitudinal supports comprising a longitudinal support top flange, a longitudinal support bottom flange and a web; and a box-shaped transverse support which extends normal to the longitudinal direction and parallel to a transverse direction and interconnects the plurality of longitudinal supports; wherein each of the plurality of longitudinal supports have a central portion in which the longitudinal support top flange and the longitudinal support bottom flange are arranged parallel to one another and in which each of the plurality of longitudinal supports is connected to the transverse support; wherein each of the plurality of longitudinal supports forms at least one wheelset guide bushing for connecting to a wheelset guide; wherein at least one stiffening rib is arranged in each of the plurality of longitudinal supports on both sides of the web and extends on both sides of the web outwardly from the web in the transverse direction and is configured such that a force flow from the at least one wheelset guide bushing is conducted into the transverse support; and wherein a first connection site connects the rib to the at least one wheelset guide bushing and a second connection site connects the rib to the longitudinal support top flange or to the longitudinal support bottom flange.

2. The chassis frame as claimed in claim 1, wherein the web serves as a symmetry plane between two stiffening ribs, respectively.

3. The chassis frame as claimed in claim 2, wherein a first connection site at which a stiffening rib is connected to the wheelset guide bushing is arranged on a side of the wheelset guide bushing facing toward the transverse support.

4. The chassis frame as claimed in claim 1, wherein a first connection site at which a stiffening rib is connected to the wheelset guide bushing is arranged on a side of the wheelset guide bushing facing toward the transverse support.

5. The chassis frame as claimed in claim 4, wherein the first connection site is arranged in a region of the wheelset guide bushing having a least spacing, seen in the longitudinal direction, from the transverse support.

6. The chassis frame as claimed in claim 1, wherein each of the plurality of longitudinal supports includes at least one transition portion adjoining the central portion, in which the longitudinal support top flange and the longitudinal support bottom flange, enclose an acute angle with one another; and wherein the wheelset guide bushing is arranged in the at least one transition portion in a region of the longitudinal support bottom flange.

7. The chassis frame as claimed in claim 6, wherein the second connection site is arranged at a transition between the central portion and a transition portion of the longitudinal support top flange.

8. The chassis frame as claimed in claim 7, wherein the second connection site is arranged within a transition radius.

9. The chassis frame as claimed in claim 1, wherein a second connection site at which the rib is connected to the longitudinal support and by which the force flow is conducted into the transverse support is arranged on the longitudinal support top flange.

10. The chassis frame as claimed in claim 9, wherein the second connection site is arranged in a central portion of the longitudinal support top flange.

11. The chassis frame as claimed in claim 9, wherein the second connection site is arranged at a transition between the central portion and a transition portion of the longitudinal support top flange.

12. The chassis frame as claimed in claim 1, wherein a projection of the at least one stiffening rib in the transverse direction is a straight line.

13. The chassis frame as claimed in claim 1, wherein a projection of the least one stiffening rib in the transverse direction has a kink which subdivides the rib into a first rib portion and a second rib portion.

14. The chassis frame as claimed in claim 13, wherein the kink divides the rib in a ratio of between 1:1 and 1:2.

15. The chassis frame as claimed in claim 14, wherein the first and second rib portions enclose an obtuse angle.

16. The chassis frame as claimed in claim 15, wherein the obtuse angle is between 175 and 150.

17. The chassis frame as claimed in claim 13, wherein the first and second rib portions enclose an obtuse angle.

18. The chassis frame as claimed in claim 17, wherein the obtuse angle is between 175 and 120.

19. The chassis frame as claimed in claim 1, wherein the at least one stiffening rib has a first longitudinal edge facing toward the web and a second longitudinal edge facing away from the web; and wherein the at least one stiffening rib is connected at the first longitudinal edge at least partially to the web.

20. The chassis frame as claimed in claim 19, wherein a projection of the second longitudinal edge in a direction normal to a plane spanned by the longitudinal direction is a straight line.

21. The chassis frame as claimed in claim 19, wherein a projection of the second longitudinal edge in a direction normal to a plane spanned by the longitudinal direction is at least partially curved and has the form of an ellipse.

22. The chassis frame as claimed in claim 21, wherein the at least one stiffening rib includes a constriction in a region of the second longitudinal edge.

23. The chassis frame as claimed in claim 19, wherein the projection of the second longitudinal edge in a direction normal to a plane spanned by the longitudinal direction is forms an ellipse.

24. The chassis frame as claimed in claim 19, wherein the at least one stiffening rib includes a constriction in a region of the second longitudinal edge.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) For further explanation of the invention, reference will be made in the following section of the description to the drawings which illustrate further advantageous embodiments, details and developments of the invention. The figures are to be regarded as exemplary and are intended to illustrate the character of the invention, but do not in any way restrict it or represent it exclusively, in which:

(2) FIG. 1 shows an axonometric view of a chassis frame in accordance with the invention;

(3) FIG. 2 shows a side view of the chassis frame of FIG. 1;

(4) FIG. 3 shows a partial representation of a plan view of a chassis frame with a transparently represented longitudinal support top flange in accordance with the invention;

(5) FIG. 4 shows a detail view of a rib in the chassis frame in accordance with the invention;

(6) FIG. 5 shows an axonometric view of the rib of FIG. 4.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

(7) FIG. 1 shows a three-dimensional representation of an embodiment of an inventive chassis frame for a rail vehicle. This comprises herein two longitudinal supports 1 that are oriented parallel to a longitudinal direction 6, and a transverse support 2 connecting the two longitudinal supports 1, which is oriented parallel to a transverse direction 7 arranged normal to the longitudinal direction 6. The longitudinal direction 6 herein corresponds to the direction of travel of the rail vehicle in the operating state.

(8) The longitudinal supports 1 are herein configured as I-beams and thus have a longitudinal support top flange 3, a longitudinal support bottom flange 4 and a web 5 connecting both symmetrically. A cranked form of the longitudinal support 1 is provided in that it has a central portion 8 and, in the longitudinal direction 6, respectively in front of and behind the central portion 8, an end portion 23 parallel to the central portion 8, where the portions 8, 23 are connected by a transition portion 9 extending obliquely. In the central portion 8 of the longitudinal support 1, the longitudinal support top flange 3 and the longitudinal support bottom flange 4 herein extend parallel to one another. The connection to the transverse support 2 also occurs in the central portion 8. For the connection of the chassis frame to a wheelset guide, each longitudinal support 1 has two wheelset guide bushings 10 that have a circular cross-section and serve to receive a pin of the wheelset guide. The longitudinal axes of the wheelset guide bushings 10 are herein oriented parallel to the transverse direction 7.

(9) In the present exemplary embodiment, the transverse support 2 is configured as a single-piece box-shaped bent part which, on the transverse support bottom flange 22, has two first edges welded to one another and, on the transverse support top flange 21 as well as on the transverse support bottom flange 22 and the side walls, has an aperture 24 (in the figure, for the sake of clarity, only one aperture 24 is shown), in order to lessen the torsional stiffness of the chassis frame.

(10) With the wheelset guide bushings 10, shear forces and transverse forces are conducted into the chassis frame, in order to achieve a pre-determined shearing rigidity or transverse rigidity of the chassis frame, for each wheelset guide bushing 10. Consequently, two stiffening ribs 11 are arranged in the longitudinal support 1 or are connected to the longitudinal support 1, where the ribs 11 extend outwardly on both sides of the web 5 symmetrically to the web 5, i.e., in the transverse direction 7 away from the web 5. Overall, therefore, four ribs 11 are provided on each longitudinal support 1 and in the whole chassis frame, eight ribs 11.

(11) FIG. 2 shows a side view of the chassis frame in which essentially the longitudinal support 1 is to be seen. Here, it is readily visible that the central portion 8 of the longitudinal support 1 has approximately the shape of a parallelogram, because the central portion 8a of the longitudinal support top flange 3 is shorter than the central portion 8b of the longitudinal support bottom flange 4. For this reason, the transition portion 9a of the longitudinal support top flange 3 is longer than the transition portion 9b of the longitudinal support bottom flange 4. In the region of the transition portion 9, the longitudinal support top flange 3 and the longitudinal support bottom flange 4 do not extend parallel to one another, but enclose an acute angle to one another. The wheelset guide bushing 10 is herein arranged in the transition portion 9, more precisely, in the transition portion 9b of the longitudinal support bottom flange 4, and adjoins the longitudinal support bottom flange 4.

(12) A first connection site 12 that connects the rib 11 to the wheelset guide bushing 10 is herein arranged at the point of the wheelset guide bushing 10 that is closest to the transverse support 2. In other words, the first connection site 12 is therefore arranged, in a height direction that is defined by the normal vector of the longitudinal direction 6 and the transverse direction 7, centrally at the periphery of the wheelset guide bushing 10, because this has the greatest extent in the center in the longitudinal direction 6 and is thus closest to the transverse support 2. The first connection site 12 can also begin at another point of the wheelset guide bushing 10, although what is important herein above all is that the first connection site 12 is arranged on the side of the wheelset guide bushing 10 facing toward the transverse support 2, in order to be able to absorb the shear forces.

(13) A second connection site 13 that connects the rib 11 to the longitudinal support top flange 3 is arranged on the longitudinal support top flange 3 in the region of the transition between the central portion 8a and the transition portion 9a of the longitudinal support top flange 3. In this transition, the longitudinal support top flange 3 forms a transition radius 14, where the second connection site 13 connects the transition radius 14 from below to the rib 11.

(14) However, it is equally conceivable that the second connection site is arranged in the central portion 8a of the longitudinal support top flange 3 or in the transition portion 9a of the longitudinal support top flange 3.

(15) With the ribs 11, therefore, the force flow is conducted from the wheelset guide bushing 10 to the transverse support 2, more precisely, to the transverse support top flange 21. Due to the fact that the aperture 24 on the transverse support top flange 21 is smaller than that on the transverse support bottom flange 22 and the transverse support top flange 21 therefore has a greater shearing rigidity than the transverse support bottom flange 22, the second connection site 13 is arranged on the longitudinal support top flange 3 or the rib 11 is connected at the second connection site 13 to the longitudinal support top flange 3. In the event that the transverse support bottom flange 22 and the transverse support top flange 21 have the same shearing rigidity or that the shearing rigidity of the transverse support bottom flange 22 is greater, in alternative embodiments (not shown), the second connection site 13 is arranged in the central portion 8b of the longitudinal support bottom flange 4, preferably in the region of the connection to the transverse support 2.

(16) Shown in FIG. 3 is a plan view of the chassis frame, where the longitudinal support top flange 3 is rendered transparent for simpler representation of the ribs 11. Here, in particular, the symmetrical orientation of the ribs 11 to the web 5 is readily apparent. Furthermore, it is made clear that the first and second connection sites 12, 13 are formed by end edges of the ribs 11, where, when seen in the transverse direction 7, the second connection sites 13 extend further outwardly than the first connection sites 12. Between the connection sites 12, 13, herein the ribs 11 have a constriction 20. In order to connect the ribs 11 at the connection sites 12, 13 to the longitudinal supports 1, weld seams are provided.

(17) FIG. 4 shows a rib 11 in detail, where it is particularly apparent that the rib 11 has a kink 15. This side view, which corresponds to a view in the transverse direction 7, therefore shows a projection of the rib 11 in which the kink 15 is clearly evident. The kink 15 herein divides the rib 11 into a first rib portion 16 and a second rib portion 17, where the rib portions 16, 17 or their projections in the transverse direction 7 enclose an angle of approximately 170 with one another. The angle that the first rib portion 16 encloses with the longitudinal direction 6 is approximately 20, whereas the acute angle between the second rib portion 17 and the transition portion 9a of the longitudinal support top flange 3 is approximately 60. The kink 15 herein divides the rib 11 in the middle third of the rib 11, in the present case into approximately equal-sized parts, and is provided with a rounding to achieve a more favorable stress flow. Alternatively, in further alternative embodiments, the projection of the rib 11 in the transverse direction 7 is a straight line to further simplify the production and mounting of the rib 11.

(18) In FIG. 5, a three-dimensional representation of a rib 11 is shown without a chassis frame. Here, it is particularly clearly apparent that the outline of the rib 11 is formed, firstly, in the longitudinal direction 6 by the end edges forming the connection sites 12, 13 and, secondly, in the transverse direction 7 by a first longitudinal edge 18 which, in the installed state, lies on the web 5 and, on the side opposite to the first longitudinal edge 18, by a second longitudinal edge 19. The first longitudinal edge 18 is composed of two straight portions in the region of the two rib portions 16, 17 and a curved portion in the region of the kink 15, where the first longitudinal edge 18 is oriented, in a projection in the height direction, parallel to the longitudinal direction 6 and thus lies along the entire first longitudinal edge 18 against the web 5. Here, the rib 11 is connected to the web 5 via two connecting weld seams along the entire length of the first longitudinal edge 18, which connecting weld seams extend on the upper and lower side of the rib 11.

(19) The second longitudinal edge is composed in this exemplary embodiment of two straight portions in the region of the connection sites 12, 13 and a curved, elliptical-shaped portion that forms the constriction 20. Here, The constriction 20 is configured so that the minimum of the width of the rib 11 in the width direction 7 lies in the region of the kink 15 and the constriction occupies approximately 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 is self-evident that this design of the rib would also be recognizable in a plan view of the rib 11, in other words if the outline of the rib 11 in the height direction were to be projected onto an area spanned by the longitudinal direction 6 and the transverse direction 7. In a further alternative embodiment, it is also conceivable that the second longitudinal edge 19 is configured, in a plan view, as a straight line.

(20) Thus, while there have been shown, described and pointed out fundamental novel features of the invention as applied to a preferred embodiment thereof, it will be understood that various omissions and substitutions and changes in the form and details of the devices illustrated, and in their operation, may be made by those skilled in the art without departing from the spirit of the invention. For example, it is expressly intended that all combinations of those elements and/or method steps which perform substantially the same function in substantially the same way to achieve the same results are within the scope of the invention. Moreover, it should be recognized that structures and/or elements shown and/or described in connection with any disclosed form or embodiment of the invention may be incorporated in any other disclosed or described or suggested form or embodiment as a general matter of design choice. It is the intention, therefore, to be limited only as indicated by the scope of the claims appended hereto.