EP3221202B1 - Longitudinal support and transverse support for a chassis frame of a rail vehicle - Google Patents

Description

Technical area

The invention relates to a longitudinal member for a chassis frame of a rail vehicle, wherein in a, based on a longitudinal direction of the chassis frame centrally located central portion of the longitudinal member a box-shaped first connection portion is provided,
wherein the first connection portion for this purpose has an opening with a sectionally straight first circumferential edge for connecting a cross member of the chassis frame and wherein the opening opens the first connection portion normal to the longitudinal direction in a transverse direction of the chassis frame, and a
Cross member for a chassis frame of a rail vehicle, comprising a cross member upper flange, a cross member lower flange, and two side walls connecting the cross member upper flange and the cross member lower flange,
wherein the cross member relative to a transverse direction of the chassis frame end seen each having a second box-shaped connection portion, which second connection portion has a partially straight second peripheral edge for connecting a longitudinal member of the chassis frame.
The invention further relates to landing gear frames, which are composed of such longitudinal and transverse beams.

State of the art

Bogies, also called bogies, of rail vehicles usually have two wheelsets, which on rails are guided, and are connected to car bodies of the rail vehicle. An integral part of a chassis is a chassis frame to which the wheelsets, eg. 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.

The chassis frame typically comprises two longitudinal members, which are aligned parallel to a longitudinal direction, which corresponds to the direction of travel of the rail vehicle in the operating state, and one or more cross members, which is aligned parallel to a longitudinal direction perpendicular to the longitudinal direction, wherein the variant with a Cross member is referred to as H-type. The longitudinal members may also be designed as closed by means of headrests frame.

The longitudinal members have a central portion which, viewed in the longitudinal direction, is arranged in the middle of the longitudinal members. In this central portion is a first box-shaped connection portion for connection to the cross member, which has an opening which opening is open in the transverse direction, ie to the cross member. Normally, the longitudinal members are designed cranked, so that an end portion of the longitudinal member is aligned parallel to the central portion, wherein the two portions are connected by a transition portion.

The cross member is formed in the H-shape as a box-shaped profile and includes a cross member upper flange, a cross member lower flange and two side walls, each consisting of individual sheets or plate-shaped metal parts. Seen in a longitudinal direction of the cross member, which corresponds to the transverse direction of the chassis frame, the cross member respectively at the end a second connection portion for connection to one of the longitudinal members.

Most of the cross member is loaded with all main forces, which are passed on the side members in the wheelsets on. The connection of the longitudinal members with the cross member at the connection sections is particularly stressed. In order to meet the functional requirements and to provide the specified operational stability, the compound is usually made solid and thus very stiff. This stiff and massive design of the welds, which are usually used for connection, is achieved by large weld lengths and large weld cross-sections to compensate for the low strength of the welds. Also known is the use of massive bulkhead plates, which are arranged between the cross member and side member and welded to both.

Due to the high rigidity of the connection between the longitudinal member and cross member, however, the Verwinde stiffness of the chassis frame is increased, so an increased resistance to twisting about a transverse axis transverse to the transverse axis of the cross member, resulting in a reduced derailment safety, as the verwindesteife chassis frame, for example, different Heights of the two rails can not compensate. Another disadvantage of the prior art manifests itself in the high manufacturing and material costs, and by the high weight of the compound, due to the above-described embodiment of the welds or attachment of bulkhead plates.

From the prior art, for example, the JP 2011 148400 A in which a chassis frame of a rail vehicle is disclosed. There are longitudinal members and a cross member provided, wherein the side members are connected via a respective connecting portion with the cross member. These connection sections each have an opening, which in sections comprise straight peripheral edges for connecting the cross member to the longitudinal members.

Furthermore, the shows CN 103 085 829 A a chassis frame with side rails and cross members, wherein the cross member having connection portions with sections straight peripheral edges for connection to the side rails.

Object of the invention

It is therefore an object of the invention to overcome the disadvantages of the prior art and to propose a side member and a cross member for a chassis frame, which allow the use of high-quality and thus more reliable welds.

Presentation of the invention

This object is achieved by a side member with the features of claim 1 and a cross member having the features of claim 9. Advantageous embodiments of the invention are defined in the respective dependent claims.

On the one hand, the invention relates to a side member for a chassis frame of a rail vehicle,
wherein a box-shaped first connection section is provided in a central section of the longitudinal member lying centrally relative to a longitudinal direction of the chassis frame,
wherein the first connection portion for this purpose has an opening with a sectionally straight first circumferential edge for connecting a cross member of the chassis frame and wherein the opening opens the first connection portion normal to the longitudinal direction in a transverse direction of the chassis frame.

According to the invention, it is provided that the first peripheral edge is designed as four rectilinear first connecting edges, which connecting edges are separated from each other by first recesses. The peripheral edge is composed in a longitudinal beam according to the invention from those edges which form the outer boundary of the first terminal portion seen in the transverse direction, in other words are those edges which lie in the normal plane to the transverse direction, which normal plane, the maximum extent of the first terminal portion limited in the transverse direction. By subdividing the peripheral edge into four connecting edges, high-quality weld seams can be produced between the longitudinal carrier according to the invention and any desired cross member. The first recesses, which are preferably arranged at the corners of the box-shaped first connection section, prevent the abutting of two first connection edges, since stress peaks would form during welding in this region, ie when two weld seams abut each other. These stress peaks are avoided by the recesses in the corner areas, so that the welds have to be designed for a lower load. As a result, the required sheet thickness of the longitudinal member, which can also be reduced due to the reduced weld cross-sections, also results in the straightening effort, which is also reduced due to the reduced weld lengths and cross-sections, also in view of the weld cross-sections, which can be reduced due to the lower load positive effects, which result in a reduction of the overall weight of the chassis frame and the manufacturing costs.

An embodiment variant of the invention provides that the longitudinal member comprises a longitudinal member upper flange and a longitudinal member lower flange, wherein in the first connection portion two side members connecting the longitudinal member upper flange and the longitudinal member lower flange parallel to the transverse direction are arranged. In any case, since the longitudinal member comprises the longitudinal member upper flange and the longitudinal member lower flange, the first connection portion can be produced easily if it comprises a section of the longitudinal member upper belt and longitudinal beam lower belt and the box shape is formed by two side elements. The side elements may be formed, for example, as bulges of side walls of the longitudinal member, although the side member has a box-shaped profile. It is also conceivable that the opening is arranged directly in a side wall of the longitudinal member and thus the side members are formed directly by the side wall itself.

If an upper first connecting edge is formed on the longitudinal member upper flange, a lower first connecting edge on the longitudinal member lower flange and a lateral first connecting edge on the side elements, then in a further embodiment of the invention, a particularly favorable course of the first connecting edges and thus also of the weld seams achievable when the first recesses are arranged at the imaginary intersections of the first connecting edges.

In order to effectively prevent the mutual heat effect of two weld seams attached to adjacent first connecting edges, the first recesses in a further preferred embodiment of the invention cover between 5% and 30%, preferably between 8% and 25%, in particular between 10% and 20 %, of the circumference of a rectangle formed by the imaginary extensions of the first connecting edges. Because the first connection edges are arranged on a box-shaped first connection section, the first connection edges are arranged on the circumference of a rectangle. This rectangle thus corresponds to that rectangle which is formed by the imaginary extensions of the first connecting edges, in the normal plane to the transverse direction. By covering the rectangle with the first recesses, which overlap is generally evenly distributed to the individual first recesses, a minimum distance between the first connecting edges is ensured. It goes without saying that the first recesses also extend in the transverse direction, wherein the extent of the first recesses in the transverse direction is greater than the covered area of the rectangle. Here, in alternative embodiments of the invention, the first recesses in the region of the first connecting edges, for example by first rod-shaped sections for weld extension, narrowed and open in the transverse direction behind the first connecting edges to a maximum extent normal to the transverse direction.

Fillet welds, ie welds with a triangular cross-section, which are usually attached to a rectangular edge, and are used for example according to the prior art for welding bulkhead plates, hold for the same amount of used welding material less load than, for example butt welds, so welds which connect two blunt ends of sheets and in which the entire, for example. Rectangular cross section, the weld is formed vollquerschnittserfassend. Therefore, it is provided in a preferred embodiment of a longitudinal beam according to the invention that the first connecting edges are formed such that a full cross-section detecting connection with the cross member, preferably by means of a butt weld, can be achieved. Apart from the increased load capacity of a full-cross-sectional connection, such can also be easier nachbearbeiten, so for example Abrade sheet metal to improve the fatigue strength of the welds. Likewise, compounds designed in this way can be tested using all known test methods, for example by means of indentation testing (PT), magnetic particle inspection (MT), ultrasonic testing (UT) or radiographic testing (RT).

Since the longitudinal member upper flange and the longitudinal member lower flange are loaded by the forces to be introduced into the longitudinal member higher than the side elements and at the same time the post-processing of the side elements is often easier, provides a further embodiment of the invention that at least 70%, preferably at least 85% , the total area of each of the first recesses lies on one of the side elements. The total area of the first recess refers to that theoretical flat surface, which forms the first recess, which would be seen if the corresponding side member is folded by 90 ° in the plane of the longitudinal member upper belt or the longitudinal member lower chord, so that Form side member and side member upper flange or side member lower flange a common flat surface.

To reduce the torsional stiffness of the longitudinal member and to further reduce the weight is provided in a particularly preferred embodiment of a longitudinal beam according to the invention, that the longitudinal member is formed as I-beam and the side elements inserted into the I-beam, preferably welded, are. The side elements are separately manufactured sheet metal parts, which preferably bridge the entire space of the longitudinal member between the longitudinal member upper flange, side member lower flange and a web. Such trained side elements are preferably connected by means of welds with the elements of the longitudinal member.

A further reduction in weight is achieved in a further embodiment in that the side elements have at least one side opening spaced from the first connection section.

The invention also relates to a cross member for a chassis frame of a rail vehicle, comprising a cross member upper flange, a cross member lower flange, and two cross member upper flange and the cross member lower flange connecting side walls,
wherein the cross member relative to a transverse direction of the chassis frame end seen each having a second box-shaped connection portion, which second connection portion has a partially straight second peripheral edge for connecting a longitudinal member of the chassis frame.

According to the invention, it is provided that the second circumferential edge is designed as four rectilinear second connecting edges, which second connecting edges are separated from each other by second recesses. The peripheral edge is composed in a cross member according to the invention from those edges which form the outer boundary of the second terminal portion seen in the transverse direction, in other words are those edges which lie in the normal plane to the transverse direction, which normal plane, the maximum extent of the second terminal portion limited in the transverse direction. By dividing the peripheral edge into four connecting edges, high-quality weld seams can be produced between the cross member according to the invention and any longitudinal member. The second recesses, which are preferably arranged at the corners of the box-shaped second connection section, prevent abutment of two second connection edges, since stress peaks would form during welding in this region, ie when two weld seams abut each other. This results in a cross member according to the invention the same advantages as previously described for the side member.

An embodiment variant of a cross member according to the invention provides that an upper second connecting edge is formed on the cross member upper flange, a lower second connecting edge on the cross member lower flange and a lateral second connecting edge on the side walls, wherein the second recesses are arranged at the imaginary intersections of the second connecting edges are. This is a special favorable and easy to produce course of the second connecting edges and thus also the welds reachable.

In order to effectively prevent the mutual heat effect of two weld seams attached to adjacent second connecting edges, in a further preferred embodiment of the invention the second cutouts cover between 5% and 30%, preferably between 8% and 25%, in particular between 10% and 20%, the circumference of a rectangle formed by the imaginary extensions of the second connecting edges. Characterized in that the second connection edges are arranged on a box-shaped second connection portion, the second connection edges are arranged on the circumference of a rectangle. This rectangle thus corresponds to that rectangle, which arises through the imaginary extensions of the second connecting edges, in the normal plane to the transverse direction. Due to the overlapping of the rectangle by the second recesses, which overlaps are generally divided equally between the individual second recesses, a minimum distance between the second connecting edges is ensured. It goes without saying that the second recesses also extend in the transverse direction, wherein the extension of the second recesses in the transverse direction is greater than the covered area of the rectangle. Here, in alternative embodiments of the invention, the second recesses in the region of the second connecting edges, for example by second rod-shaped sections for weld extension, narrowed and open in the transverse direction behind the second connecting edges to a maximum extent normal to the transverse direction.

Since fillet welds, ie welds with a triangular cross section, generally have the disadvantages already discussed above, in a preferred embodiment of a cross member according to the invention, it is provided that the second attachment edges are such are formed so that a full cross-section detecting connection with the longitudinal beam, preferably by means of a butt weld, can be achieved. Apart from the increased load capacity of a full-cross-sectional connection, such can also be easier nachbearbeiten, so for example Abrade sheet metal to improve the fatigue strength of the welds. Likewise, compounds designed in this way can be tested with all known test methods.

Due to the easier post-processing of the second connecting portions of the cross member, compared with that of the longitudinal member, an approximately uniform division of the recess on two adjacent elements of the cross member, so for example. Cross member upper flange and side wall, possible. Therefore, in a further preferred embodiment of a cross member according to the invention is provided that between 35% and 60% of the total area of each of the second recesses lies on one of the side walls and the rest of the total area on the respective cross member upper flange or cross member lower flange. The total area of the second recess refers to that plane the second recess forming surface, which would be seen if the corresponding side wall is folded by 90 ° in the plane of the cross member upper belt or the cross member lower chord, so that sidewall and cross member Upper belt or cross member lower belt form a common flat surface.

In order to reduce the torsional stiffness of the cross member and thus the Verwinde rigidity of the entire chassis frame is provided in a particularly preferred embodiment of the invention that the cross member is formed as a bent part, wherein between the side walls and the cross member upper flange and between the side walls and the cross member lower belt each having a bending area is formed. Bending parts are produced in a bending process, also known as bending, by introducing a bending moment into a flat green body, the so-called unwinding or Blechabwicklung, the green body plastically deformed and thus brought into a two- or three-dimensional shape. Suitable manufacturing methods are, for example, the die bending or the swivel bending. Those areas that are plastically deformed are referred to as bending areas and are characterized by a homogeneous and favorable voltage curve.

Trained as a bending member cross member, wherein the bent part may also consist of several bent sections together, therefore, has a particularly favorable voltage curve, since instead of the edge between the cross member upper flange and side wall, which is connected by the prior art by means of weld, the Bending area connects the cross member upper flange and the first side wall. Accordingly, the same applies to the connection of the cross member upper flange and the second side wall, or cross member lower flange and the first and second side wall. The bending regions relate to the respective plastically deformed, preferably curved, regions of the cross member. Due to the favorable voltage curve, on the one hand, the thickness of the sheet, from which the cross member is made, can be reduced and, on the other hand, no fillet welds are required for connection, so that in comparison to the prior art both weight is saved and the twisting stiffness is reduced ,

A further particularly preferred embodiment variant of the invention provides that the cross member has a belt opening at least on the cross member upper flange and on the cross member lower flange, wherein at least one of the belt openings occupies at least 50% of the surface of the cross member upper belt or of the cross member lower belt. Due to the relatively large opening of the belt, the torsional stiffness of the cross member is further reduced in order to achieve a greatly improved derailment safety of the rail vehicle.

The object stated in the introduction is also achieved by a chassis frame for a rail vehicle with two longitudinal members according to the invention and a cross member connecting the two longitudinal members, wherein each of the second connection portions of the cross member is connected to a first connection portion of a longitudinal member. In one embodiment of the chassis frame according to the invention, it is therefore provided that the first connecting edges of the longitudinal members are connected to the respective second connecting edges of the cross member by means of a weld. The design of the connecting edges described in detail above results in a combination of a cross member according to the invention with two longitudinal members according to the invention, a number of advantageous effects:
The rectilinear connecting edges and the recesses arranged between them allow a connection of the first connecting portions to the second connecting portions with welds, which are exclusively rectilinear and do not adversely affect each other by the action of heat.

By forming the welds as full-cross-sectional connections, preferably as butt welds, both weld cross-section and weld length, and the sheet thickness of the cross member and at least the first connection portion of the longitudinal member can be reduced.

If the side members are designed as I-beams and if the cross member is designed as a bent part, the result is a chassis frame with low torsional rigidity and thus high safety against derailment.

If a belt opening is provided in the cross member upper belt or in the cross member lower belt, which occupies at least 50% of the surface of the cross member upper belt or of the cross member lower belt, so this belt opening can be used as an access opening for machining process. Thus, the welds can be counter welded between the connecting edges and aftertreated on both sides, for example, ground. Thus, on the one hand, the problem of corrosion is solved so that the belt openings do not have to be closed. On the other hand, the fatigue strength is greatly increased by the post-treatment and counter welding of the welds. In addition, a repair of the welds on the chassis frame is possible or associated with much less effort than in generic chassis frame.

Brief description of the figures

Fig. 1

eine axonometrische Ansicht eines erfindungsgemäßen Fahrwerksrahmens;

Fig. 2

eine Detailansicht der Verbindung zwischen Längsträger und Querträger;

Fig. 3

eine axonometrische Ansicht eines Querträgers.

To further explain the invention, reference is made in the following part of the description to the figures, from which further advantageous embodiments, details and further developments of the invention can be found. The figures are to be understood as exemplary and are supposed to set out the character of the invention, but in no way restrict it or even render it conclusively. Show it:

Fig. 1

an axonometric view of a chassis frame according to the invention;

Fig. 2

a detailed view of the connection between the longitudinal member and cross member;

Fig. 3

an axonometric view of a cross member.

Embodiment of the invention

FIG. 1 shows a three-dimensional representation of an embodiment of a chassis frame according to the invention for a rail vehicle. This comprises two longitudinal members 1, which are aligned parallel to a longitudinal direction 11, and one the two side members. 1 connecting cross member 18 which is aligned parallel to a normal to the longitudinal direction 11 transverse direction 12. The longitudinal direction 11 corresponds to the direction of travel of the rail vehicle in the operating state.

The longitudinal members 1 are designed as I-beam and thus have a side member upper flange 2, a longitudinal member lower flange 3 and the two symmetrically connecting web 4 (see Fig. 2 ) on. A cranked shape of the longitudinal member 1 is given by having a central portion 7 and, in the longitudinal direction 11 in front and behind the central portion 7, an end portion 9 parallel to the central portion 7, which portions 7, 9 are connected by an inclined transition portion 8 , In the central portion 7 of the longitudinal member 1, the longitudinal member upper flange 2 and the longitudinal member lower flange 3 run parallel to one another. The connection between the cross member 18 and the longitudinal member 1 takes place on the side of the longitudinal member 1 via a arranged in the central portion 7 first box-shaped connection portion 13. The first connection portion 13 is formed by side member upper flange 2, side member lower flange 3, and two side members 5 and opens in the transverse direction 12 to the cross member 18 out.

To connect the chassis frame with a wheelset, each side member 1 has two Radsatzführungsbuchsen 29, which have a circular cross section and are used to receive a bolt of the wheelset. The longitudinal axes of Radsatzführungsbuchsen 29 are aligned parallel to the transverse direction 12.

The cross member 18 is formed in the present embodiment as a one-piece box-shaped bent part, which seen in the transverse direction 12 each end forms a second box-shaped connection portion 24. The second connection portions 24 of the cross member 18 are in each case via welds, in particular butt welds, with the respective first connection portion 13 of a longitudinal member 1 connected.

In FIG. 2 an enlarged detail of the first terminal portion 13 is shown, wherein also a part of the second connection portion 24 of the cross member 18 can be seen. For the sake of clarity, however, only the relevant parts of the first connection section 13 are marked in this figure, for the second connection section 24 be on FIG. 3 directed. It can be clearly seen that the side elements 5 are aligned substantially parallel to the transverse direction 12 and are connected to the side member upper flange 2, side member lower flange 3 and the web 4 by means not shown welds. The side elements 5 have in the region of the web 4 a spaced apart from the web side opening 6, which has the shape of a triangle with rounded edges, wherein the longest edge of the triangle is parallel to the web 4. An opening 10 of the first connection section 13, which is formed by the longitudinal member upper flange 2, the longitudinal member lower flange 3 and the side elements 5, thereby opens the first connection section 13 in the transverse direction 12.

A peripheral edge of the first connecting portion 13, ie that edge which lies in a normal plane of the transverse direction 12 and the cross member 18 contacted, is composed of four first connecting edges 14,15,16: An upper first terminal edge 14, which from the longitudinal member upper flange. 2 is formed, a lower first connecting edge 15, which is formed by the side member lower flange 3, and two lateral first connecting edges 16, which is formed by a respective one of the side members 5. The first connecting edges 14,15,16 are separated from each other by first recesses 17, so that the first connecting edges 14,15,16 are exclusively rectilinear and do not touch each other. Arranged are the first recesses 17 at the imaginary intersections of the extensions of the first connecting edges 14,15,16, ie in In other words, at the corners of an imaginary rectangle, on which the first connecting edges 14,15,16 lie.

Relative to the circumference of the imaginary rectangle, the first recesses 17 cover about 17.5% of the circumference. The first recesses 17 also extend in the transverse direction 12, in which case a substantially U-shaped form results in the side elements 5, which constitutes about 80% of the total area of the first recess 17. In the area of the first connecting edges 14,15,16, the recess 17 is narrowed, since the side elements 5 for extending the first lateral connection edge 16 or the weld attached thereto, first rod-shaped portions 30, which in the direction of the longitudinal member upper belt 2 and of the longitudinal beam lower belt 3 or parallel to a height direction, normal to the longitudinal direction 11 and transverse direction 12, are aligned. Seen in the transverse direction 12 behind the first rod-shaped sections 30, the first recess 17 is increased in the height direction, so that the first rod-shaped sections 30 are formed by an undercut of the first lateral connecting edge 16. Analogously, it is of course also conceivable that the upper first terminal edge 14 or the lower first terminal edge 15 also form a further first rod-shaped section for extending the welds, which are aligned parallel to the longitudinal direction 11.

FIG. 3 shows a cross member 18 with box-shaped profile, wherein the cross section is normal to the transverse direction 12. The cross member comprises a cross member upper flange 19, which faces a car body of a rail vehicle in the installed state, a cross member lower flange 20, which faces the rails in the installed state, and two side walls 21, which form the left and right side of the cross member. Seen in the transverse direction 12, the cross member 18 at each end, ie at the front and rear ends, a second connection portion 24. These second connection sections 24 serve to connect the Cross member 18 to one longitudinal beam 1. This is the second connection portions 24 in the present example to the open ends of the box-shaped cross member 18th

In order to achieve a favorable voltage curve in the cross member, the cross member 18 is formed as a bent part, in the present case as a one-piece bent part. By a corresponding manufacturing method, for example, folding, swivel bending or swaging, the box-shaped profile of the cross member 18 is made from a flat development by locally deformed locally by means of an induced bending moment, the settlement, so that forms a three-dimensional shape of the essentially two-dimensional development. The following positive effect results from such a production method: Since the bent part is a single part, which forms both the cross member upper flange 19, the cross member lower flange 20 and the side walls 21, only a single connecting weld seam is needed to achieve this Box profile manufacture. In this case, this connection weld seam is preferably arranged outside the bending regions 22, for example it runs parallel to the transverse direction 12 in the middle of the transverse support lower belt 20.

The exact structure will now be explained in more detail using the example of the cross member upper belt 19: At the transition between the cross member upper flange 19 and the right side wall 21, a bending region 22 forms in that region which has been plastically deformed during the production process. The bending region 22 represents a curved region, which in the present example is designed as a transition radius with a bending radius. In this case, the bending radius is a circle radius, wherein in alternative embodiments, curves with different curvature, such as ellipses, are conceivable. Similarly, also between the cross member upper flange 19th and the left side wall 21, a bending portion 22 is formed. Completely analogously, bending regions 22 in the same shape are also formed at the transition between side walls 21 and the cross member lower flange 20, so that the cross section of the cross member has the shape of a rectangle with rounded corners normal to the transverse direction 12.

A peripheral edge of the second connecting portion 24, ie that edge which lies in a normal plane of the transverse direction 12 and contacts the longitudinal member 1, is composed of four second connecting edges 25, 26, 27: an upper second connecting edge 25, which extends from the cross member upper flange 19 is formed, a lower second connecting edge 26 which is formed by the cross member lower flange 20, and two lateral second connecting edges 27, which is formed by a respective one of the side walls 21. The second connecting edges 25,26,27 are separated from each other by second recesses 28, so that the second connecting edges 25,26,27, as well as the first connecting edges 14,15,16, run exclusively straight and do not touch each other. Arranged are the second recesses 28 at the imaginary intersections of the extensions of the second connecting edges 25,26,27, in other words at the corners of an imaginary rectangle on which the second connecting edges 25,26,27 lie.

Relative to the circumference of the imaginary rectangle, the second recesses 28 cover about 17.5% of the circumference. The second recesses 28 also extend in the transverse direction 12, starting from the second connecting edges 25,26,27 in the direction of the center of the cross member 18. Considering now a theoretical state in which cross member upper flange 19 and the side walls 21 form a flat surface , So that theoretical state in which the side walls 21 are folded in the direction of the cross member upper belt 19 by 90 °, the upper second connecting edge 25 and the lateral second connecting edges 27 along a to the transverse direction 12th aligned parallel width direction. In this theoretical state, the second recesses 28 form a semicircular shape, which extends in the width direction at least over the bending region 22. The second recesses 28 are approximately equally divided on cross member upper flange 19 and cross member lower flange 20 and the respective side wall 21. Since the second recesses 28 are narrowed in the region of the second connecting edges 25, 26, 27, second rod-shaped sections 31 are thus formed, which serve as an extension of the second connecting edges 25, 26, 27 or the weld seams attached thereto. The second rod-shaped sections 31 form an inner edge of the semicircular region of the second recesses 28. Of course, the same applies to a second theoretical state in which the side walls 21 are folded in the other direction and form a common flat surface with the cross member lower flange 20.

Looking now at the first and second recesses 17,28 again FIG. 2 , it is clear that the first and second recesses 17,28 form a common recess, the edges of which merge into one another, with the first and second rod-shaped sections 30, 31 projecting into the common recess.

In FIG. 3 it can also be seen that the cross member upper flange 19 has a belt opening 23 which has a substantially rectangular shape, wherein curves and constrictions are provided in the mold. The belt opening 23 is aligned symmetrically with respect to the cross member upper flange 19 both in the longitudinal direction 11 and in the transverse direction 12 and occupies about 30% of the surface of the cross member upper belt 19. Also, the cross member lower flange 20 has a belt opening 23 which is aligned both in the longitudinal direction 11 and in the transverse direction 12 symmetrically to the cross member lower flange 20. However, this belt opening 23 is elliptical and takes about 75% the surface of the cross member lower belt 20, so that the cross member lower flange 20 has a lower shear stiffness and torsional rigidity than the cross member upper flange 19. On the side walls 21, four further belt openings 32 are also arranged in each case.

In particular, the belt opening 23 of the cross member lower belt 20 serves as an access opening for processing, as through this the welds, which connect the first connecting edges 14,15,16 and the second connecting edges 25,26,27, preferably by means of full-cross-cutting butt welds, both sides counter-welded and reworked accordingly, abraded about on both sides of the weld blecheben, can be.

LIST OF REFERENCE NUMBERS

1

longitudinal beams

2

Longitudinal support top flange

3

Longitudinal support lower flange

4

web

5

page elements

6

side opening

7

Central section

8th

Transition section

9

end

10

opening

11

longitudinal direction

12

transversely

13

first connection section

14

upper first connecting edge

15

lower first connecting edge

16

lateral first connecting edge

17

first recess

18

crossbeam

19

Cross member upper flange

20

Cross member lower flange

21

Side wall

22

bending area

23

belt opening

24

second connection section

25

upper second connecting edge

26

lower second connecting edge

27

lateral second connecting edge

28

second recess

29

Radsatzführungsbuchse

30

first rod-shaped sections

31

second rod-shaped sections

32

further belt opening

Claims (18)

1. Longitudinal support (1) for a chassis frame of a rail vehicle,
   wherein in a central portion (7) of the longitudinal support (1) located centrally in relation to a longitudinal direction (11) of the chassis frame, a box-shaped first connecting portion (13) is provided,
   wherein, for this purpose, the first connecting portion (13) has an aperture (10) with a partially straight first peripheral edge for the connection of a transverse support (18) of the chassis frame and
   wherein the aperture (10) opens the first connecting portion (13) normal to the longitudinal direction (11) in a transverse direction (12) of the chassis frame,
   characterised in that
   the first peripheral edge is configured as four first connecting edges (14, 15, 16) extending straight, said connecting edges (14, 15, 16) being separated from one another by first recesses (17).
2. Longitudinal support (1) according to claim 1,
   characterised in that the longitudinal support (1) comprises a longitudinal support top flange (2) and a longitudinal support bottom flange (3), wherein in the first connecting portion (13), two side elements (5) connecting the longitudinal support top flange (2) and the longitudinal support bottom flange (3) are arranged parallel to the transverse direction (12).
3. Longitudinal support (1) according to claim 2,
   characterised in that on the longitudinal support top flange (2), an upper first connecting edge (14) and on the longitudinal support bottom flange (3) a lower first connecting edge (15) and on each of the side elements (5), a lateral first connecting edge (13) is formed, wherein the first recesses (17) are arranged at the imaginary intersection points of the first connecting edges (14, 15, 16) .
4. Longitudinal support (1) according to one of claims 1 to 3,
   characterised in that the first recesses (17) overlap between 5% and 30%, preferably between 8% and 25%, in particular between 10% and 20% of the periphery of a rectangle formed by the imaginary extensions of the first connecting edges (14, 15, 16).
5. Longitudinal support (1) according to one of claims 1 to 4,
   characterised in that the first connecting edges (14, 15, 16) are configured such that a connection to the transverse support covering the whole cross-section can preferably be achieved by means of a butt weld.
6. Longitudinal support (1) according to one of claims 2 to 5,
   characterised in that at least 70%, preferably at least 85% of the overall area of each of the first recesses (17) lies on one of the side elements (5).
7. Longitudinal support (1) according to one of claims 2 to 6,
   characterised in that the longitudinal support (1) is configured as an I-beam and the side elements (5) are inserted into the I-beam, preferably welded in.
8. Longitudinal support (1) according to claim 7,
   characterised in that the side elements (5) have at least one side aperture (6) spaced from the first connecting portion (13).
9. Transverse support (18) for a chassis frame of a rail vehicle, comprising a transverse support top flange (19), a transverse support bottom flange (20) and two side walls (21) connecting the transverse support top flange (19) and the transverse support bottom flange (20), wherein the transverse support (18) has, relative to a transverse direction (12) of the chassis frame, seen from the end side, in each case a second box-shaped connecting portion (24), said second connecting portion (24) having a partially straight second peripheral edge for the connection of a longitudinal support (1) of the chassis frame,
   characterised in that
   the second peripheral edge is configured as four second connecting edges (25, 26, 27) extending straight, said second connecting edges (25, 26, 27) being separated from one another by second recesses (28).
10. Transverse support (18) according to claim 9, characterised in that on the transverse support top flange (19), an upper second connecting edge (25) and on the transverse support bottom flange (20) a lower second connecting edge (26) and on each of the side walls (21), a lateral second connecting edge (27) is formed, wherein the second recesses (28) are arranged at the imaginary intersection points of the second connecting edges (25, 26, 27).
11. Transverse support (18) according to claim 9 or 10,
    characterised in that the second recesses (28) overlap between 5% and 30%, preferably between 8% and 25%, in particular between 10% and 20% of the periphery of a rectangle formed by the imaginary extensions of the second connecting edges (25, 26, 27).
12. Transverse support (18) according to claim 11,
    characterised in that the second connecting edges (25, 26, 27) are configured such that a connection to the longitudinal support (1) covering the whole cross-section can preferably be achieved by means of a butt weld.
13. Transverse support (18) according to one of claims 9 to 12,
    characterised in that between 35% and 60% of the overall area of each of the second recesses (28) lies on one of the side walls (21) and the remainder of the overall area on the respective transverse support top flange (19) or the transverse support bottom flange (20).
14. Transverse support (18) according to one of claims 9 to 13,
    characterised in that the transverse support (18) is configured as a bent part wherein between the side walls (21) and the transverse support top flange (19) and between the side walls (21) and the transverse support bottom flange (20), a bend region (22) is formed in each case.
15. Transverse support (18) according to one of claims 9 to 14,
    characterised in that the transverse support (18) has a flange aperture (23) at least at the transverse support top flange (19) and at the transverse support bottom flange (20), wherein at least one of the flange apertures (23) occupies at least 50% of the area of the transverse support top flange (19) or the transverse support bottom flange (20) .
16. Chassis frame for a rail vehicle with two longitudinal supports (1) according to one of claims 1 to 8 and a transverse support (8) connecting the two longitudinal supports (1) according to one of claims 9 to 15, wherein each of the two connecting portions (24) of the transverse support (18) is connected to a first connecting portion (13) of a longitudinal support (1).
17. Chassis frame according to claim 16, characterised in that the first connecting edges (14, 15, 16) of the longitudinal supports (1) are connected to the respective second connecting edges (25, 26, 27) of the transverse support (18) by means of a weld seam.
18. Chassis frame according to claim 17, characterised in that the weld seams are implemented as a connection covering the whole cross-section, preferably as butt welds.

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