阅读说明：本技术 用于车辆的轮组 (Wheel set for a vehicle ) 是由 C·莫瑟尔 M·里格尔 H·利特尔 G·斯泰恩 于 2020-02-18 设计创作，主要内容包括：本发明涉及一种用于车辆、尤其是用于轨道车辆的轮组,所述轮组具有第一轮(1)、第二轮(2)以及轮组轴(3),其中,所述轮组轴(3)包括至少一个第一轴件(4)、第二轴件(5)和第三轴件(6),所述第一轴件、第二轴件和第三轴件相互连接,其中,在至少所述第一轴件(4)、第二轴件(5)和第三轴件(6)中至少一个轴件被构造为能用流体来填充的空心轴或者具有至少一个能用流体来填充的空腔。为了提供有利的设计条件而建议,至少所述第一轴件(4)与所述第二轴件(5)以能松开的方式连接。由此得到一种能灵活地设计的轮组系统并且能够实现一种构件-完备性监控。(The invention relates to a wheel set for a vehicle, in particular for a rail vehicle, having a first wheel (1), a second wheel (2) and a wheel set shaft (3), wherein the wheel set shaft (3) comprises at least one first shaft part (4), a second shaft part (5) and a third shaft part (6), which are connected to one another, wherein at least one of the first shaft part (4), the second shaft part (5) and the third shaft part (6) is designed as a hollow shaft that can be filled with a fluid or has at least one cavity that can be filled with a fluid. In order to provide advantageous design conditions, it is proposed that at least the first shaft part (4) is connected to the second shaft part (5) in a releasable manner. This results in a flexibly designed wheel set system and enables a component-based integrity monitoring.)

1. Wheel set for a vehicle, in particular for a rail vehicle, having a first wheel, a second wheel and a wheel set shaft, wherein the wheel set shaft comprises at least one first shaft part, a second shaft part and a third shaft part, which are connected to one another, wherein at least one of the first shaft part, the second shaft part and the third shaft part is designed as a fluid-fillable hollow shaft or has at least one cavity which can be filled with a fluid, characterized in that at least the first shaft part (4) is connected to the second shaft part (5) in a releasable manner.

2. Wheel set according to claim 1, characterized in that at least one closable opening and at least one sensor configured as a first pressure sensor (9) are provided.

3. Wheel set according to claim 1 or 2, characterized in that at least one closable opening and at least one sensor configured as a first temperature sensor are provided.

4. Wheel set according to claim 1, characterized in that at least one closable opening and at least one sensor for determining the mass flow or the flow speed are provided.

5. Wheel set according to one of claims 1 to 4, characterized in that at least one sealed first interface seam (11) is configured curved at least between the first axle element (4) and the first wheel (1) or between at least the first axle element (4) and the second axle element (5).

6. Wheel set according to claim 5, characterized in that at least the first axle element (4) and the first wheel (1) have a common tangent plane in the region of at least the first delimiting seam (11), or at least the first axle element (4) and the second axle element (5) have a common tangent plane in the region of at least the first delimiting seam (11).

7. Wheel set according to any of claims 1-6, characterized in that at least one first bore for a first connecting means between at least the first shaft (4) and the second shaft (5) or between at least the first shaft (4) and the first wheel (1) is connected with the inner space (13) of the hollow shaft or with the at least one cavity.

8. Wheel set according to any of claims 1-7, characterized in that the first wheel (1) and the second wheel (2) are coupled with the wheel set shaft (3) by a threaded connection.

9. Wheel set according to claim 7 or 8, characterized in that the first connecting means connects the first wheel (1) with at least the first axle element (4) and the second axle element (5).

10. Wheel set according to claim 9, characterized in that the first connecting means are provided in a first blind bore (27).

11. Wheel set according to any of claims 1-10, characterized in that the first wheel (1) is pushed onto at least the first axle element (4) and is in contact with at least a first flange (33) of the first axle element (4), wherein the second axle element (5) is pushed onto at least the first axle element (4), and the first wheel (1) is sandwiched between the first flange (33) and the second axle element (5).

12. Wheel set according to one of claims 1 to 11, characterized in that at least one axle brake disc (14) is provided on the wheel set shaft (3), wherein the wheel set shaft (3) is configured as a hub of the at least one axle brake disc (14) in the region of the at least one axle brake disc (14).

13. Wheel set according to claim 12, characterized in that a second bore for a second connecting means between the wheel set shaft (3) and the at least one shaft brake disc (14) is connected with the interior space (13) of the hollow shaft or with the at least one cavity.

14. Wheel set according to any of claims 1-13, characterized in that at least one of the at least first (4), second (5) and third (6) axle elements is made as a thin-walled tube.

15. Wheel set according to any of claims 1-14, characterized in that the inner space (13) of the hollow axle or the at least one cavity is filled with compressed air.

16. Wheel set according to one of the claims 2 to 15, characterized in that at least one sensor is configured as an energy-free sensor.

17. Wheel set according to one of the claims 2 to 16, characterized in that the at least one sensor has means for data transmission.

18. Wheel set according to claim 17, characterized in that the means for data transmission has at least one radio interface (15).

19. Wheel set according to one of claims 1 to 18, characterized in that a pressure measuring device and a pressure supply device can be connected with the interior space (13) of the hollow shaft or with the at least one cavity.

20. Wheel set according to one of claims 1 to 19, characterized in that a fourth shaft (7) is provided, which is inserted into the wheel set shaft (3) by means of at least one material-locking connection.

21. Wheel set according to one of claims 1 to 20, characterized in that the at least one axle element is connected to a wheel set component in a form-fitting, force-fitting or material-fitting manner or is designed as a wheel set component.

22. A chassis having at least one wheel set according to any one of claims 1 to 21.

Technical Field

The invention relates to a wheelset for a vehicle, in particular for a rail vehicle, having a first wheel, a second wheel and a wheelset axle, wherein the wheelset axle comprises at least one first axle part, a second axle part and a third axle part, which are connected to one another, wherein at least one of the first axle part, the second axle part and the third axle part is designed as a hollow shaft which can be filled with a fluid or has at least one cavity which can be filled with a fluid.

Background

The wheel set shaft must transmit forces between the wheels and enable the arrangement of wheel set components, such as drive and brake components, wheel set bearings, etc., on the wheel set. In addition, component safety and operational safety, low mass, long service life, and low cost are design goals. Since the wheel set is a safety-relevant component, a state evaluation is important in order to be able to identify damage and faults (e.g. cracks, missing connecting means) in a timely manner and to be able to carry out corresponding maintenance and repair or repair measures. Effective detection of damage and faults is particularly relevant for the connection points (e.g. connection regions, dividing seams, etc.) as are, for example, the case with multi-component wheel sets.

DE 1605077 Al, for example, is known from the prior art and describes an integrated wheel arranged on a hollow shaft, which is screwed together with the hollow shaft.

Furthermore, DE 102014000641 Al discloses a wheel set axle for a rail vehicle, which axle comprises a plurality of individual parts. Between the individual wheel set axle elements, a wheel and a brake disk are arranged, which are screwed together with the wheel set axle elements adjoining on both sides.

Furthermore, DE 102009033353 Al describes a wheelset for high-speed trains, which has a wheelset axle produced as a hollow shaft, which has support bolts for preventing crack propagation. In order to control the cracking of the axle, the space inside the axle can be filled with compressed air by means of a valve. Cracks can be detected by means of air escape.

The solution mentioned has, in its known form, the following disadvantages, namely: no mechanism for detecting damage or failure during operation is provided in combination with the flexibly exchangeable segments of the multi-component wheel set.

Disclosure of Invention

The object of the invention is to provide a wheel set which is further improved compared to the prior art and which is suitable for a mechanism for continuous integrity monitoring and diagnosis, and which is produced in a modular manner.

According to the invention, this object is achieved with a wheel set of the type mentioned at the outset, wherein at least the first axle element is releasably connected to the second axle element. A modular design of the wheel set shaft and thus flexible and load-appropriate design is thus achieved. For example, the second shaft element can be made of a different material, have a different geometry or be of a different size than the first and third shaft elements. Furthermore, a simplification of maintenance and repair is achieved, since the first and second shaft elements or, if the same respective connecting technology is used, the second and third shaft elements can also be quickly released from or connected to one another (for example in connection with damage detection). Here, a replacement shaft can also be considered. For example, the second shaft member can be replaced with a new second shaft member made of other material.

An advantageous solution is achieved if at least one sealed first separating gap is formed in a curved manner at least between the first shaft element and the first wheel or at least between the first shaft element and the second shaft element. This measure results in a sealing action which prevents fluid from leaking out of the hollow shaft or from the cavity of the wheel set shaft. Special measures or devices for sealing the hollow shaft or the cavity to the outside can be dispensed with. A particularly strong sealing action is achieved if at least the first shaft element and the first wheel have a common tangent plane in the region of at least the first separating seam, or if at least the first shaft element and the second shaft element have a common tangent plane in the region of at least the first separating seam.

Advantageously, at least one first bore for a first connecting means between at least the first shaft part and the second shaft part or between at least the first shaft part and the first wheel is connected to the interior of the hollow shaft or to at least one cavity. By this measure, it is possible to identify a loosened or missing connecting means (for example a screw) in a timely manner when the interior space or cavity of the hollow shaft is filled with fluid and due to the corresponding sensor device. This results in high operational safety and availability and supports state-oriented maintenance and repair. Such component integrity monitoring and diagnostics are particularly advantageous for safety-critical threaded connections. It is furthermore advantageous if the first wheel and the second wheel are coupled with the wheel set shaft by a threaded connection. In this way, the first and second wheels can be easily released from the wheel set shaft, thereby simplifying the wheel replacement.

It can also be advantageous if the first connecting means connects the first wheel with at least the first shaft element and the second shaft element. By this measure, the number of required connection devices is reduced and a particularly compact arrangement is achieved. In order to achieve a compact arrangement, it is also helpful if the first connecting means are arranged in the first blind bore hole.

A particularly reliable connection of the first wheel to the wheel set shaft is achieved if the first wheel is pushed onto at least the first shaft element and is in contact with the first flange of the at least first shaft element, wherein the second shaft element is pushed onto at least the first shaft element and the first wheel is clamped between the first flange and the second shaft element.

According to the invention, it is also possible to provide at least one axle brake disk on the wheel set shaft, wherein the wheel set shaft is designed as a hub of the at least one axle brake disk in the region of the at least one axle brake disk. By this measure, a press fit between the wheel set shaft and the brake disk can be dispensed with, thereby simplifying the mounting and dismounting process of the shaft brake disk.

An advantageous solution is achieved if the second bore for the second connecting means between the wheel set shaft and at least one shaft brake disk is connected to the interior of the hollow shaft or to at least one cavity. By such measures, the component integrity monitoring and diagnosis can also be carried out as follows: whether the connection means between the axle brake disc and the wheel set axle has been loosened or missing.

An advantageous embodiment is achieved if at least one of the first, second and third shaft elements is formed as a thin-walled tube. This measure increases the torque-proof resistance of the axle of the wheel set against rotation and results in a material saving. With the same material usage, an increase in strength and thus an increase in component safety and a reduction in mass can be achieved for hollow shafts compared to solid shafts.

An advantageous solution is achieved if at least one sensor has means for data transmission. The device for data transmission can have a radio interface, for example. By this measure, a message indicating that the wheel set shaft is damaged or that the connection means is loosened or missing can be quickly transmitted to the maintenance station.

Advantageously, a fourth shaft part is provided, which is inserted into the wheel set shaft by means of at least one material-locking connection. By means of such a measure, a desired length adaptation of the wheel set is achieved. For example, a short wheelset without the fourth shaft can be used in narrow gauge vehicles, and a long wheelset with the fourth shaft can be used in normal gauge vehicles.

An advantageous embodiment is achieved if at least one axle element is connected to the wheel set assembly in a form-fitting, force-fitting or material-fitting manner or is formed as a wheel set assembly. By this measure, for example, wheel set bearings, gears of the transmission, etc. can be connected to the wheel sets, for example by means of a screw connection or a welded connection, etc. By means of the mentioned modular type of construction of the wheelset, the axle element connected to or made as a wheelset assembly can be positioned at will (for example outside the region delimited by the first and second wheels for the chassis with outer support or within this region for the chassis with inner support).

Drawings

The invention is explained in detail below with the aid of examples. The drawings are exemplarily shown as follows:

fig. 1 shows a side view of an exemplary first embodiment of a wheel set according to the invention, having a wheel set axle, a monitoring and diagnostic mechanism and axle elements which are connected to one another and to the wheel in a releasable manner,

FIG. 2 shows a side view of an exemplary second embodiment of a wheelset according to the invention with a wheelset axle, a monitoring and diagnostic mechanism and axle elements which are releasably connected to one another and which has a wheelset axle

Fig. 3 shows a side view of an exemplary third embodiment variant of the wheel set according to the invention with a wheel set shaft, a monitoring and diagnostic device, a shaft part which is connected to one another in a releasable manner, and a shaft brake disk.

Detailed Description

Fig. 1 shows a sectional view and a broken-out illustration of a side view of an exemplary first embodiment variant of a wheelset according to the invention for a not shown, externally mounted chassis of a rail vehicle, comprising a first wheel 1 and a second wheel 2, which are coupled to one another by a wheelset axle 3 produced as a hollow shaft and are connected to the wheelset axle 3 by a screw connection. The wheel set has a wheel set longitudinal axis 16. The wheel set shaft 3 comprises a first shaft part 4, a second shaft part 5 and a third shaft part 6 and has an interior space 13 filled with a fluid or compressed air, which is monitored by means of a diagnostic and monitoring mechanism.

The first shaft element 4 and the third shaft element 6 are designed as forged end pieces of the wheel set shaft 3. The first shaft element 4 is closed by means of a first cover 17 and is sealed by means of a first sealing ring, not shown, arranged between the first cover 17 and the first shaft element 4. The first cover 17 is screwed to the first shaft element 4 by means of a first locking screw 19 and further locking screws arranged parallel to the wheel set longitudinal axis 16. In the first cover 17, a first valve 21 is provided as a closable opening of the wheel set shaft 3, to which a pressure measuring device (for example a pressure gauge) and a pressure supply device (for example a compressor or a pump) can be connected by means of standardized adapters. By means of the pressure measuring device, the air pressure in the stationary state of the rail vehicle (for example during a maintenance procedure) can be measured and compared with a pressure limit value. If the measured air pressure is less than the pressure limit value, this indicates a damage to the wheel set axle 3. The wheelset shaft is then repaired or replaced.

By means of the pressure supply device, the air pressure of the interior space 13 is increased or adjusted to a target compressed air level. Furthermore, it is possible to vent the wheel set shaft 3 via the first valve 21 or to enclose compressed air in the wheel set shaft 3 in the closed state of the first valve 21 without losses.

A first pressure sensor 9, the measuring probe of which projects into the interior 13 of the wheel set shaft 3 and has means for data transmission with a radio interface 15, which is embodied as an antenna, on the outside of the first shaft 4, is connected to the first shaft 4. The first pressure sensor 9 is designed as an air pressure sensor known from the prior art with a piezoresistor and is supplied with current by means of a lithium battery. The air pressure present in the interior space 13 is measured by means of a measuring probe. The corresponding measurement signals are encoded in the processing unit of the first pressure sensor 9 and transmitted as pressure measurement result data by means of the antenna to a first receiver, which is arranged, for example, in a maintenance desk or in a line or control center. In the maintenance station or line or control center etc., a warning event can be triggered on the basis of the transmitted pressure measurement data. If, for example, a predefined pressure limit value is undershot, this indicates a leak or damage (e.g., a penetration crack) of the wheel set shaft 3 and a necessary maintenance procedure (e.g., a replacement of the wheel set shaft 3) is to be planned.

Furthermore, the first pressure sensor 9 is connected to the driver's cab of the rail vehicle by means of the radio interface 15 and a second receiver in the passenger compartment of the rail vehicle, so that on the basis of the pressure measurement data transmitted into the driver's cab, a warning event can also be triggered in the driver's cab, i.e. a corresponding warning message is shown on the display when damage to the wheel set shaft 3 is detected.

The first shaft element 4 is made as a base of a wheelset assembly with a first bearing seat 23 for a not shown first wheelset bearing of the chassis.

The third shaft element 6 is made structurally and functionally identical to the first shaft element 4. The third shaft part has a second valve 22 in a second cover 18, which is connected to the third shaft part 6 by a second locking screw 20 and further locking screws and is sealed by means of a second sealing ring, not shown. Furthermore, a second pressure sensor 10 is arranged on the third shaft element 6, which is identical to the first pressure sensor 9 and is provided as a redundancy with respect to the first pressure sensor. The third shaft element 6, which is also made as a base for the wheel set assembly, has a second bearing seat 24 for a second wheel set bearing, not shown, of the chassis.

The second shaft part 5 is made as a thin-walled tube which is produced by means of an extrusion method known from the prior art and is arranged in the region between the first shaft part 4 and the third shaft part 6. The first shaft element 4 is screwed together with the second shaft element 5 and with the first wheel 1 by means of a first connecting means embodied as a first hexagonal screw 25, which is arranged in a first bore or a first blind bore 27 and has a first screw longitudinal axis 29, which is oriented parallel to the wheel set longitudinal axis 16. A first washer 31 is provided between the first bolt head of the first hexagon bolt 25 and the first shaft member 4. The first blind bore hole 27 is guided through the first flange 33 of the first shaft element 4, the first wheel 1 and into the second shaft element 5. The second shaft part 5 is produced in the region of the first blind hole 27 in a thickened and reinforced manner. In addition to the first hexagon bolts 25 and the first blind bores 27, further hexagon bolts and further blind bores are provided between the first shaft element 4, the first wheel 1 and the second shaft element 5, which are arranged along the circumference of the end face of the first flange 33 and are oriented parallel to the wheel set longitudinal axis 16. The first wheel 1 is pushed onto the first shaft element 4 by means of a transition fit and is in contact with the first flange 33. The second shaft part 5 is likewise pushed onto the first shaft part 4 by means of a transition fit, so that the first wheel 1 is clamped between the first flange 33 and a thickened or reinforced region of the second shaft part 5. In the region between the first wheel 1 and the first shaft element 4, a sealed first separating gap 11 is formed, which runs in a curved manner due to a first flange 33. The first shaft element 4 and the first wheel 1 have a common plane of tangency in the region of the first dividing slit 11, and the first shaft element 4 and the second shaft element 5 have a common plane of tangency in the region of the first dividing slit 11.

The second wheel 2 is produced in the same way as the first wheel 1 with regard to its connection technology. The third shaft element 6 is screwed together with the second shaft element 5 and with the second wheel 2 by means of a second hexagonal screw 26, which is arranged in a second blind bore 28 and has a second screw longitudinal axis 30, which is oriented parallel to the wheel set longitudinal axis 16. A second washer 32 is provided between the second bolt head of the second hexagon bolt 26 and the third shaft member 6. The second blind bore hole 28 is guided through the second flange 34 of the third shaft element 6, the second wheel 2 and into the second shaft element 5. The second shaft part 5 is produced in the region of the second blind hole 28 in a thickened and reinforced manner, but without a flange. In addition to the second hexagon bolts 26 and the second blind bores 28, further hexagon bolts and further blind bores are provided between the third shaft element 6, the second wheel 2 and the second shaft element 5, which are arranged along the circumference of the end face of the second flange 34 and are oriented parallel to the wheel set longitudinal axis 16. The second wheel 2 is pushed onto the third shaft part 6 by means of a transition fit and is in contact with the second flange 34. The second shaft part 5 is also pushed onto the third shaft part 6 by means of a transition fit, so that the second wheel 2 is clamped between the second flange 34 and a thickened or reinforced, but flange-free region of the second shaft part 5.

A first connecting bore 35 is provided between the first blind bore 27 and the interior 13 of the first wheel set shaft 3, which is oriented orthogonally to the first bolt longitudinal axis 29 or orthogonally to the wheel set longitudinal axis 16. Through this first connecting bore 35, the first blind bore 27 is filled with a fluid or compressed air. The first washer 31 and the first shaft element 4, the second shaft element 5 and the first wheel 1 are produced in the region of the first parting line 11 and in the region of the sealed second parting line 12 between the second shaft element 5 and the first wheel 1 in such a way in terms of material and surface quality that no compressed air can escape through the first blind hole bore 27 when the first hexagon bolt 25 is tightened. Thus, the inner space 13 is sealed. However, if the first hexagon bolts 25 are loosened and a gap or gaps are formed (for example in the region of the first separating gap 11 between the first wheel 1 and the first shaft element 4 and in the region of the second separating gap 12 between the first wheel 1 and the second shaft element 5 or between the first washer 31 and the first flange 33), the compressed air escapes and the reduced air pressure in the interior 13 is measured by means of the first pressure sensor 9. The corresponding pressure measurement data are transmitted via the radio interface 15 of the first pressure sensor 9 to the driver's cab and the service desk of the rail vehicle and evaluated there in a computing unit.

The transmission to the maintenance station is performed by a Radio Frequency Identification (RFID) reading device. The first pressure sensor 9 or its radio interface 15 functions as an RFID transponder. The radio interface 15 is energized by bringing the activated RFID reading device into proximity with it and data transmission takes place from the radio interface 15 to the RFID reading device and from the RFID reading device connected to the computing unit by means of a cable to the computing unit. According to the invention, it is also possible to design the first pressure sensor 9 without a lithium battery, i.e. as an energy-free sensor. In this case, the first pressure sensor 9 and its radio interface 15 are supplied with energy by means of the RFID reader, i.e. in addition to the data transmission to the RFID reader, a pressure measurement is only carried out by the first pressure sensor 9 when the first pressure sensor 9 is activated by the RFID reader, the radio interface 15 of the first pressure sensor 9 again acting as an RFID transponder.

As described above, a corresponding warning event is triggered below a predefined pressure limit value, as a result of which the towing vehicle driver or maintenance personnel are made aware of the released or releasing connection means between the wheelset axle 3 and the first wheel 1. The first pressure sensor 9 and the first blind hole bore 27 filled with compressed air thus function as a diagnostic and monitoring mechanism or as a mechanism for component-integrity monitoring and diagnosis with respect to the connecting means, that is to say the main first hexagon socket screw 25.

The first pressure sensor 9 is connected to a first temperature sensor, not visible in fig. 1, to form a first sensor unit, and the second pressure sensor 10 is connected to a second temperature sensor, also not visible in fig. 1, to form a second sensor unit. The temperature of the fluid in the interior 13 is measured by means of the first and second temperature sensors and, as pressure measurement data, is transmitted to the driver's cab and the service desk of the rail vehicle for evaluation in the computing unit. Structural damage (e.g., cracks) or loss of the connection means of the wheel set is detected based on a change in temperature of the fluid. According to the invention, it is also conceivable to provide special sensors for detecting the flow speed and the mass flow of the fluid, such as, for example, thermal anemometers, and thereby to detect damage to the wheel set or loss of the connection means.

Between the second blind hole 28 and the inner space 13, a second connecting hole 36 is provided, and between the further blind holes in the first wheel 1 and in the second wheel 2 and the inner space 13, further connecting holes are provided. Thus, the second hex bolts 26 and other hex bolts between the wheelset shaft 3 and the first wheel 1 or the second wheel 2 are also detected by the diagnostic and monitoring mechanism described above. According to the invention, it is also conceivable for the means for transmitting data from the first pressure sensor 9 and the second pressure sensor 10 to have a cable connection or socket, so that in the stationary state of the rail vehicle a cable or data plug can be connected in order to read out the pressure measurement data and evaluate it at a computing station.

It is also possible for the first pressure sensor 9 and the second pressure sensor 10 to have a memory module. Pressure measurement data can thereby be stored and fed to the evaluation of the time delay. In this respect, it is conceivable for the first pressure sensor 9 to have a computing unit in which the pressure measurement data can be processed or preprocessed.

Furthermore, according to the invention, it is conceivable that the chassis is designed as an internally supported chassis and that the second shaft part 5 has a reinforced or reinforced region in which a wheel set bearing is arranged on the wheel set shaft 3.

It is also conceivable that the wheel set shaft 3 is not designed as a hollow shaft, but rather has a cavity which can be filled with a fluid and which is connected to the first blind hole bore 27 and to further blind hole bores by the first connecting bore 35 and further connecting bores for monitoring the first hexagon bolt 25 and further hexagon bolts by means of the above-described diagnostic and monitoring mechanism.

Fig. 2 shows a cut-out of a second exemplary embodiment of a wheelset according to the invention for a chassis, not shown, of a rail vehicle in a side view. The wheel set comprises a wheel set shaft 3 as well as a first wheel 1 and a second wheel, not shown. The wheel set shaft 3 has a first shaft element 4, a second shaft element 5, a third shaft element, not shown, and a fourth shaft element 7, which are arranged coaxially with respect to a wheel set longitudinal axis 16. The first shaft element 4 and the third shaft element are made as forged end parts of the wheel set shaft 3. In contrast to the exemplary first embodiment shown in fig. 1, the first wheel 1 is press-fitted onto the second shaft element 5 and the second wheel is press-fitted onto the fourth shaft element 7. The second shaft element 5 is produced in the region of the first wheel 1 in a thickened or reinforced manner, and the fourth shaft element 7 is produced in the region of the second wheel in a thickened or reinforced manner.

The wheel set shaft 3 is made as a hollow shaft or forms a hollow space or a pressure-tight interior 13. The first shaft element 4 is closed by means of a first cover 17, which is connected to the first shaft element 4 by means of a first locking bolt 19 and further locking bolts. In the first cover 17, a first valve 21 is arranged, by means of which the interior 13 can be filled with a fluid (for example with compressed air) and emptied (for example vented). A first pressure sensor 9, which measures the pressure in the inner space 13 of the wheel set shaft 3, is connected to the first shaft element 4. The first pressure sensor 9 is structurally and functionally made as described in connection with fig. 1. The first shaft element 4 is screwed to the second shaft element 5 by means of a first hexagon bolt 25 in a first blind hole bore 27 and further hexagon bolts in further blind holes bores. The first hexagon screw 25 and the further hexagon screws are guided in the first flange 33 of the first shaft element 4 and in the reinforced region of the second shaft element 5. A sealed first parting line 11, which is bent by a first flange 33, is arranged between the first shaft element 4 and the second shaft element 5. The first shaft element 4 and the second shaft element 5 have a common tangent plane in the region of the first dividing slit 11. Between the first blind hole bore 27 and the further blind hole bore on the one hand and the first blind hole bore 27 and the interior 13 on the other hand, a first connecting bore 35 and a further connecting bore are provided, as a result of which a released or releasing connecting means can be detected by means of the first pressure sensor 9 as a function of a pressure loss (for example, as a result of the first dividing slit 11 being broken). The connection means, i.e. the first hexagon bolt 25 and the further hexagon bolts, are therefore detected by the diagnosis and monitoring mechanism also described in connection with fig. 1.

The second shaft part 5 is friction welded, i.e. connected in a material-locking and sealing manner, to the fourth shaft part 7. The corresponding friction welding process is performed as a friction stir welding process known from the prior art. However, according to the invention, it is also possible to connect the second shaft part 5 to the fourth shaft part 7 by means of a flash butt welding method known from the prior art. Burrs generated at the weld due to the flash butt welding process are removed by means of a grinding process. The fourth shaft element 7 and the third shaft element are screwed together in the same way in terms of construction as the first shaft element 4 and the second shaft element 5.

Fig. 3 shows a cut-out of an exemplary third embodiment variant of the wheelset according to the invention of a chassis, not shown, of a rail vehicle as a side view. The wheel set comprises a wheel set shaft 3, a first wheel 1 and a second wheel, not shown. The wheel set shaft 3 is made as a hollow shaft that can be sealed in a pressure-tight manner and has a first shaft part 4, a second shaft part 5, a third shaft part, not shown, a fourth shaft part 7 and a fifth shaft part 8. The first shaft element 4 and the third shaft element are structurally and functionally made as described in connection with fig. 1. Furthermore, the connection of the first and second shaft elements 4, 5 to one another and to the first wheel 1 is configured identically as in the first embodiment variant shown in fig. 1. Correspondingly, a first connecting element in the form of a first hexagonal screw 25 is arranged in the first bore or blind hole 27, and further connecting elements or hexagonal screws are arranged in further bores or blind holes. Therefore, the same reference numerals as those of a part in fig. 1 are used in fig. 3. Furthermore, the connection of the third and fifth shaft elements 8 to one another and to the second wheel is configured in the same way as the second shaft element 5 of fig. 1 and the third shaft element 6 of fig. 1 and the connection of the second wheel 2 of fig. 1 shown in fig. 1.

In contrast to fig. 1, the wheel set shaft 3 of fig. 3 has a fourth shaft element 7 and a fifth shaft element 8. The fourth shaft element 7 is connected to the second shaft element 5 and the fifth shaft element 8 in a material-locking manner by means of a friction stir welding process known from the prior art.

On the fourth shaft element 7, a shaft brake disk 14 is arranged, which is made as an internally ventilated brake disk with cooling channels.

The fourth shaft element 7 is designed as a hub of the shaft brake disk 14 and is therefore produced in a reinforced manner in the region of the shaft brake disk 14, i.e. has a larger outer diameter in this region than outside this region. The fourth shaft element 7 thus acts as a base for the wheel set assembly of the chassis. The shaft brake disk 14 is screwed to the fourth shaft element 7 by means of a first nut 39 by means of a second connecting means or a first through bolt 37 in a second bore or a first through hole 38 and by means of a further through bolt in a further through hole by means of a further nut arranged parallel to the wheel set longitudinal axis 16. The first through-opening 38 and the further through-openings are arranged parallel to the wheel set longitudinal axis 16 and are guided through the fourth shaft element 7 and the shaft brake disk 14.

The wheel set shaft 3 has a diagnostic and monitoring mechanism which is also described in connection with fig. 1 and 2. The inner space 13 of the wheel set shaft 3 is filled with compressed air, and the corresponding air pressure is measured by means of a first pressure sensor 9, which is made structurally and functionally identical to the pressure sensor, which is also shown in fig. 1. The pressure measurement data are transmitted via the radio interface 15 of the first pressure sensor 9 to a not shown driver's cab of the rail vehicle and to a likewise not shown maintenance station. A pressure drop in the interior 13 is indicative of a damage (e.g. a through crack) of the wheel set shaft 3 or a loose or positive connection between the individual shaft parts or between a shaft part and a wheel.

The first through-hole 38 is supplied with compressed air via a first hub borehole 40 between the first through-hole 38 and the inner space 13 of the wheel set shaft 3. In the tightened state of the first through bolt 37, the area between the first through hole 38, the fourth shaft element 7, and the shaft brake disk 14 is sealed. Furthermore, the first through-hole 38 is sealed by a bolt head of the first through-bolt 37. If the first through-bolt 37 is loosened, a gap is formed between the fourth shaft element 7 and the shaft brake disk 14 and/or between the fourth shaft element 7 and the bolt head of the first through-bolt 37, as a result of which compressed air can escape from the interior 13 to the outside. The correspondingly reduced air pressure is measured by the first pressure sensor 9 and subsequently evaluated (for example by means of a computing unit in the driver's cab of the rail vehicle). If the defined pressure limit value is undershot, a warning event is generated. For example, a warning display in the driver's cab is activated and/or a positive braking of the rail vehicle is triggered. The further through-hole is connected to the inner space 13 of the wheel set shaft 3 by means of a further hub bore hole, so that the further through-bolt or its fastening state is also detected by the diagnostic and monitoring device.

It is naturally also conceivable according to the invention to provide more than one axle element with brake discs or to insert more than one axle element connected to brake discs into the wheel set shaft 3.

Furthermore, it is also conceivable for one or more of the axle elements to be connected to a wheel set component other than a brake disk or to be produced as a further wheel set component or as a plurality of further wheel set components. It is possible, for example, for a gear wheel to be welded into the wheel set shaft 3 or into the shaft part.

In addition, it is conceivable for the shaft brake disk 14 to be connected to the fourth shaft element 7, for example, by a material bond.

List of reference numerals:

1 first wheel

2 second wheel

3 wheel set shaft

4 first shaft member

5 second shaft member

6 third shaft

7 fourth shaft member

8 fifth shaft element

9 first pressure sensor

10 second pressure sensor

11 first dividing slit

12 second dividing slit

13 inner space

14-shaft brake disc

15 radio interface

Longitudinal axis of 16 wheel sets

17 first cover

18 second cover

19 first locking bolt

20 second locking bolt

21 first valve

22 second valve

23 first bearing seat

24 second bearing seat

25 first hexagon bolt

26 second hexagon bolt

27 first blind hole drilling

28 second Blind hole drilling

29 longitudinal axis of first bolt

30 second bolt longitudinal axis

31 first gasket

32 second gasket

33 first flange

34 second flange

35 first connecting bore

36 second connecting bore

37 first through bolt

38 first through hole

39 first nut

40 first hub bore.