EP3411278B1 - Bogie for a rail vehicle - Google Patents

Description

The invention relates to a running gear for a rail vehicle, in particular with wheelsets mounted on the inside, with at least one transmission, at least one drive motor mounted transversely, and with at least one running gear frame, which comprises at least one cross member, at least a first longitudinal member and a second longitudinal member, with at least one first elastic bearing, a second elastic bearing and a third elastic bearing are arranged between the drive motor and the chassis frame.

Undercarriages for rail vehicles must be derailment-proof. Protection against derailment can be achieved by the chassis reacting flexibly to twisting of the track. Resilience in relation to track twisting is usually realized primarily via a corresponding design of a primary suspension. In addition, the property of low torsional rigidity of the chassis frame contributes to flexibility and thus to compensation for twisting of the track.

Protection against derailment on the one hand and requirements from the calculation of restrictions, e.g. according to the leaflet 505-1 of the Union Internationale des chemins de fer (UIC) or the European standard (EN) 15273 on the other hand, often lead to design conflicts that involve a larger proportion of the running gear frame itself to make it desirable to compensate for twisted tracks. This can be realized, for example, by a cross member with low torsional rigidity or by an articulated connection of the cross member to a first longitudinal member and a second longitudinal member of the running gear frame.

A cross member with a low torsional stiffness requires a compliant structure with open profiles. In the case of a conventional suspension of a drive motor on a cross member, for example via brackets, torques introduced into the structure. For this reason, the cross member must be designed to be torsionally rigid and closed profiles are therefore usually used.

According to the state of the art, the Siemens SF7000 running gear is known in this context, for example, in which a drive motor is suspended via brackets on a cross member with closed profiles and therefore high torsional rigidity.

Furthermore, three designs are known that allow a cross member with low torsional rigidity.

That's how it describes U.S. 4,046,080 the principle of the "Wegmann chassis", in which a drive motor is suspended in a thrust center of a cross member. The drive motor is partially supported on a gearbox via a swash plate. A support link is located between the drive motor, the gearbox and the cross member.

Also mentioned is an undercarriage from Construcciones y Auxiliar de Ferrocarriles (CAF), as used in Istanbul Metro vehicles on line M4. Here, a drive motor is suspended on a longitudinal beam. The drive motor is partially supported on a gearbox via a swash plate. The transmission is connected to a cross member via a link.

From the WO 2012/123438 A1 a construction is known in which a drive motor is supported on a first longitudinal member and a second longitudinal member of a chassis and via a swash plate on a gear.

In the known forms, the approaches mentioned have the disadvantage of a common suspension of a drive motor and a transmission on a chassis frame of a chassis.

As a result, part of the weight of the drive motor is transferred to the transmission and consequently the unsprung masses of the chassis are increased.

In addition, due to a swash plate arranged between the drive motor and the transmission, the drive motor and the transmission cannot be dismantled separately for maintenance purposes for the stated approaches.

Furthermore, an exchange of the drive motor for a model of a drive motor that does not have the same interface would require a change in the interfaces between the drive motor and the chassis frame.

In addition, the DE 28 26 155 A1 a chassis for a rail vehicle with a suspension drive, in which a drive motor is connected to a chassis frame via a carrier connected to a cross member. The engine is mounted against a wheelset shaft, which in turn is coupled to the chassis frame via wheelset bearings.

The WO 2014/135416 A1 describes a running gear with internal bearings for a rail vehicle, in which a drive unit is mounted on a first wheel set bearing housing via a first spring device and on a second wheel set bearing housing via a second spring device and is connected to a running gear frame via a bracket and a bearing.

The invention is therefore based on the object of specifying a running gear that is improved over the prior art.

According to the invention, this object is achieved with a chassis of the type mentioned in which one of the elastic bearings is arranged on at least one of the longitudinal members, with at least one first fastening module between the drive motor and the chassis frame, which is connected to the drive motor and is detachably connected to the chassis frame, with all connections between the at least first fastening module, the drive motor and the at least first elastic bearing and the second elastic bearing or the third elastic bearing being non-positive and detachable, or the drive motor is arranged via the first elastic Stock, the second elastic bearing and the third elastic bearing is directly connected to the chassis frame.

This arrangement of bearing points between the drive motor and the chassis frame results in a reduction in the introduction of torques originating from the drive motor into the chassis frame. Mainly forces are introduced. Torque loads on the chassis frame are reduced. This means that open profiles can be used for cross members. As a result, the torsional rigidity of the chassis frame is reduced and, in addition to primary suspension, the chassis frame itself contributes to compensating for torsion in the track. A weight advantage can also be achieved by using open profiles.

Furthermore, the invention results in an advantageous, separate suspension of the drive motor and a gear. Portions of the weight of the drive motor that are transferred to the gearbox are reduced. This means that unsprung masses of the running gear can be reduced, which has a cost-reducing effect on track maintenance, among other things. In addition, this enables the use of a conventional curved tooth coupling that is inexpensive to purchase and maintain. Furthermore, the curved tooth coupling is compact in its dimensions and therefore allows the overall width of the drive motor to be maximized. In the case of a self-ventilated drive motor, the front of the motor on the gearbox side remains freely accessible for the air flow. In addition, the drive motor and the gearbox can be dismantled separately for maintenance.

Furthermore, a mechanical decoupling between the drive motor and the chassis frame is achieved via at least the first elastic bearing, the second elastic bearing and the third elastic bearing.

The use of at least the first fastening module has the advantage of uniform and cost-effective interfaces on the chassis frame and the drive motor. This means that different drive motors can be used on the chassis frame without changing the interface.

In addition, the use of detachable connections results in the advantage that the drive motor and the at least first fastening module can be assembled and disassembled easily and quickly.

A preferred solution results when the first fastening module is detachably connected to the transmission.

This measure ensures that the first fastening module, in addition to its function of connecting the drive motor to the chassis frame, also acts as a torque support for the transmission and additional components can therefore be dispensed with.

Furthermore, due to the arrangement of the first fastening module, different transmissions can be used on the chassis frame without interface changes.

In addition, the use of detachable connections results in the advantage that the transmission and the fastening module can be assembled and disassembled easily and quickly.

An advantageous embodiment is obtained when the cross member has open profiles.

This results in a low torsional rigidity of the cross member and thus a partial compensation of track twists by the running gear frame itself.

A preferred solution results when bores provided for connecting the drive motor to the chassis frame are arranged in the webs of the open profiles in such a way that vertical forces introduced into the open profiles run close to the thrust centers of the open profiles.

This measure results in simple and inexpensive interfaces for arranging the drive motor on the chassis frame.

Furthermore, the measure achieves a reduction in the torsional loads on the open profiles.

An advantageous embodiment is obtained if a first primary spring cup and a second primary spring cup are provided at each end of the first longitudinal member and the third elastic bearing is arranged between the first primary spring cup and the second primary spring cup.

This measure results in a concentration of the force application in the first longitudinal member and in the second longitudinal member in the area of the first primary spring cup and the second primary spring cup and thus a reduction in the load on the first longitudinal member and the second longitudinal member due to torque.

It is favorable if the first elastic bearing, the second elastic bearing and the third elastic bearing are arranged in such a way that they form corner points of a triangle in a horizontal plane, and
if the drive motor is arranged in such a way that the horizontal center of gravity of the drive motor is within the triangle.

This measure leads to a homogenization of the load on the first elastic bearing, the second elastic bearing and the third elastic bearing.

The invention is explained in more detail below using exemplary embodiments.

Fig. 1:

Eine Draufsicht auf ein Seitenteil eines ersten, beispielhaften Ausführungsbeispiels eines erfindungsgemäßen Fahrwerks mit innengelagerten Radsätzen, einem Antriebsmotor und einem Getriebe, mit einem ersten Primärfedertopf und einem zweiten Primärfedertopf, wobei der Antriebsmotor über ein erstes Befestigungsmodul mit einem Querträger und über ein zweites Befestigungsmodul mit einem ersten Längsträger verbunden ist,

Fig. 2:

Eine Draufsicht auf ein Seitenteil eines zweiten, beispielhaften Ausführungsbeispiels eines erfindungsgemäßen Fahrwerks mit innengelagerten Radsätzen, einem Antriebsmotor und einem Getriebe, mit einem ersten Primärfedertopf und einem zweiten Primärfedertopf, wobei der Antriebsmotor über ein erstes Befestigungsmodul mit einem Querträger und über ein zweites Befestigungsmodul mit einem zweiten Längsträger verbunden ist,

Fig. 3:

Eine Draufsicht auf eine dritte, beispielhafte Ausführungsform eines erfindungsgemäßen Fahrwerks, wobei ein Antriebsmotor mit einem ersten Längsträger und einem zweiten Längsträger sowie mit einem Querträger verbunden ist,

Fig. 4:

Eine Draufsicht auf eine vierte, beispielhafte Ausführungsform eines erfindungsgemäßen Fahrwerks, wobei ein Antriebsmotor mit einem ersten Längsträger und einem zweiten Längsträger sowie mit einem Querträger verbunden ist und zwischen dem Antriebsmotor und dem ersten Längsträger sowie dem zweiten Längsträger ein Befestigungsmodul angeordnet ist,

Fig. 5:

Eine Detaildarstellung eines Schnitts durch einen ersten Längsträger, wobei rechts unten ein in einem Steg des ersten Längsträgers angeordnetes, drittes elastisches Lager dargestellt ist und links oben ein in einem Querträger angeordnetes, erstes elastisches Lager gezeigt wird,

Fig. 6:

Eine Detaildarstellung eines Schnitts durch einen Querträger, wobei in einem Steg eines offenen Profils des Querträgers ein erstes elastisches Lager angeordnet ist,

Fig. 7:

Eine Detaildarstellung einer Draufsicht auf ein Seitenteil eines fünften, beispielhaften Ausführungsbeispiels eines erfindungsgemäßen Fahrwerks mit innengelagerten Radsätzen, einem Antriebsmotor und einem Getriebe, mit einem ersten Primärfedertopf, wobei der Antriebsmotor über ein erstes Befestigungsmodul mit einem Querträger und über ein zweites Befestigungsmodul mit einem ersten Längsträger verbunden ist, und

Fig. 8:

Eine Draufsicht auf ein Seitenteil eines sechsten, beispielhaften Ausführungsbeispiels eines erfindungsgemäßen Fahrwerks mit innengelagerten Radsätzen, einem Antriebsmotor und einem Getriebe, mit einem ersten Primärfedertopf und einem zweiten Primärfedertopf, wobei ein erstes Befestigungsmodul den Antriebsmotor mit einem Querträger und dem Getriebe sowie ein zweites Befestigungsmodul den Antriebsmotor mit einem ersten Längsträger verbindet.

Examples show:

Figure 1:

A top view of a side part of a first exemplary embodiment of a chassis according to the invention with internally mounted wheel sets, a drive motor and a gearbox, with a first primary spring pot and a second primary spring pot, the drive motor having a first fastening module with a cross member and a second fastening module with a first longitudinal member is connected,

Figure 2:

A top view of a side part of a second exemplary embodiment of a chassis according to the invention with internally mounted wheel sets, a drive motor and a gearbox, with a first primary spring pot and a second primary spring pot, the drive motor having a first fastening module with a cross member and a second fastening module with a second longitudinal member is connected,

Figure 3:

A top view of a third exemplary embodiment of a chassis according to the invention, in which a drive motor is connected to a first longitudinal member and a second longitudinal member and to a cross member,

Figure 4:

A plan view of a fourth exemplary embodiment of a chassis according to the invention, wherein a drive motor is connected to a first longitudinal member and a second longitudinal member and to a cross member and between the drive motor and the first longitudinal member and the a fastening module is arranged on the second longitudinal member,

Figure 5:

A detailed view of a section through a first longitudinal member, with a third elastic bearing arranged in a web of the first longitudinal member being shown at the bottom right and a first elastic bearing arranged in a cross member being shown at the top left,

Figure 6:

A detailed view of a section through a cross member, with a first elastic bearing being arranged in a web of an open profile of the cross member,

Figure 7:

A detailed representation of a plan view of a side part of a fifth exemplary embodiment of a chassis according to the invention with internally mounted wheel sets, a drive motor and a gearbox, with a first primary spring pot, the drive motor being connected to a cross member via a first fastening module and to a first longitudinal member via a second fastening module is and

Figure 8:

A top view of a side part of a sixth exemplary embodiment of a chassis according to the invention with internally mounted wheel sets, a drive motor and a gearbox, with a first primary spring pot and a second primary spring pot, with a first fastening module holding the drive motor with a cross member and the gearbox and a second fastening module holding the drive motor connected to a first longitudinal member.

a in 1 A section of a first, exemplary variant of a chassis according to the invention shown in a top view comprises a chassis frame 1, a transverse drive motor 2, a transmission 3, a cross member 4, a first longitudinal member 5, a second longitudinal member 6, and a first primary spring pot 7, a second primary spring pot 8, a third primary spring pot 9 and a fourth primary spring pot 10. In an advantageous embodiment, the cross member 4 is made of open profiles. The first side member 5 and the second side member 6 are welded to the cross member 4, for example.

The drive motor 2 is connected to the cross member 4 via a first fastening module 11 on which a first elastic bearing 13 and a second elastic bearing 14 are arranged.

The drive motor 2 is connected to the first longitudinal beam 5 via a second fastening module 12 and a third elastic bearing 15 arranged thereon.

This results in a particularly advantageous three-point suspension and there is no introduction of torques originating from the drive motor 2 into the chassis frame 1. Consequently, open profiles can be used for the cross member 4. This reduces the torsional rigidity of the running gear frame 1 and, in addition to the primary suspension, the running gear frame 1 itself contributes to compensating for twisting of the track. By using open profiles, a weight advantage can also be achieved compared to closed profiles.

Furthermore, the three-point linkage leads to separate mounting of the drive motor 2 and the transmission 3 in the chassis, which reduces a proportion of the weight of the drive motor 2 introduced into the transmission 3 and thus reduces the unsprung masses of the chassis.

The advantageous use of the first attachment module 11 and the second attachment module 12 results in that under use uniform interfaces on the chassis frame 1 different drive motors 2, in Figure 1, Figure 2 , Figure 3, Figure 4 , 7 and 8 exemplary variants are shown, can be used.

The first elastic bearing 13 and the second elastic bearing 14 are arranged at the ends of the first fastening module 11 . The drive motor 2 is connected to the first fastening module 11 in the area between the first elastic bearing 13 and the second elastic bearing 14 .

The longitudinal axes of the first elastic bearing 13 and the second elastic bearing 14 run horizontally and in the longitudinal direction of the chassis.

The first elastic bearing 13 and the second elastic bearing 14 are inserted into bores arranged on the cross member 4 . An exemplary embodiment variant of a first bore 16 is shown in 6 shown.

The first elastic bearing 13 and the second elastic bearing 14 are connected to the first fastening module 11 and the cross member via a first screw connection 18 and a second screw connection 19, the longitudinal axes of which run coaxially with the longitudinal axes of the first elastic bearing 13 and the second elastic bearing 14 4 tense. They are designed, for example, as rubber-metal elements of a known design and enable a relative movement between the first fastening module 11 and the cross member 4 in the horizontal and vertical directions.

In an advantageous embodiment, all connections between the first fastening module 11, the drive motor 2 and the first elastic bearing 13 and the second elastic bearing 14 are non-positive and detachable, which means that the drive motor 2 and the first fastening module 11 can be assembled and disassembled quickly.

The second fastening module 12 is arranged between the drive motor 2 and the first longitudinal member 5 , one end of the second fastening module 12 being connected to the first longitudinal member 5 and another end of the second fastening module 12 being connected to the drive motor 2 .

The third elastic bearing 15 is designed, for example, as an elastic bush of known design, is arranged between the second fastening module 12 and the first longitudinal member 5 and enables relative movement between the second fastening module 12 and the first longitudinal member 5 in the horizontal and vertical directions.

The longitudinal axis of the third elastic bearing 15 runs horizontally and in the transverse direction of the chassis.

The third elastic bearing 15 is inserted into a second bore 17 arranged on the first longitudinal member 5 and clamped to the first longitudinal member 5 via a first mandrel 20 . The longitudinal axis of the first mandrel 20 runs coaxially to the longitudinal axis of the third elastic bearing 15. An exemplary embodiment variant of the second bore 17 is shown in FIG figure 5 shown.

The second bore 17 for receiving the third elastic bearing 15 is arranged between the first primary spring cup 7 and the second primary spring cup 8 . This property reduces the torque load on the first side member 5.

In an advantageous embodiment, all connections between the second fastening module 12, the drive motor 2 and the third elastic bearing 15 are non-positive and detachable, which means that the drive motor 2 and the second fastening module 12 can be assembled and disassembled quickly.

In contrast to 1 shows 2 a second exemplary embodiment variant, in which a second fastening module 12 is connected to a drive motor 2 and via a third elastic bearing 15 to a second longitudinal beam 6 . Otherwise this corresponds to in 2 shown principle of that embodiment variant in 1 is shown.

3 shows the plan view of a third exemplary embodiment of a chassis according to the invention a chassis frame 1, in which a first elastic bearing 13 is arranged between a drive motor 2 and a cross member 4, a second elastic bearing 14 is arranged between the drive motor 2 and a first longitudinal member 5, and a third elastic bearing 15 is arranged between the drive motor 2 and a second longitudinal member 6 are. The longitudinal axis of the first elastic bearing 13 runs horizontally and in the longitudinal direction of the chassis. The longitudinal axes of the second elastic bearing 14 and the third elastic bearing 15 run horizontally and in the transverse direction of the chassis.

The first elastic bearing 13 is designed, for example, as a rubber-metal element and braced with the cross member 4 via a first screw connection 18 .

The second elastic bearing 14 and the third elastic bearing 15 are designed, for example, as elastic bushings.

The second elastic bearing 14 is connected between a first primary spring cup 7 and a second primary spring cup 8 to the first longitudinal member 5 via a first mandrel 20 . The third elastic bearing 15 is arranged between a third primary spring cup 9 and a fourth primary spring cup 10 via a second mandrel 21 on the second longitudinal member 6 .

On a first attachment module 11 and a second attachment module 12, as in 1 and 2 shown, is omitted in this embodiment. The drive motor 2 is directly connected to the chassis frame 1 via the first elastic bearing 13 , the second elastic bearing 14 and the third elastic bearing 15 .

Otherwise this corresponds to in 3 Principle shown those variants that are in 1 and 2 are shown.

4 shows the plan view of a fourth exemplary embodiment of a chassis according to the invention with a chassis frame 1, in which between a drive motor 2 and a cross member 4 a first elastic bearing 13, a second elastic bearing 14 is arranged between the drive motor 2 and a first longitudinal member 5 and a third elastic bearing 15 is arranged between the drive motor 2 and a second longitudinal member 6 .

In contrast to the in 3 A second fastening module 12 is provided between the drive motor 2 and the second elastic bearing 14 and the third elastic bearing 15 . The second elastic bearing 14 and the third elastic bearing 15 are arranged at the ends of the second fastening module 12 . The drive motor 2 is connected to the second fastening module 12 between the second elastic bearing 14 and the third elastic bearing 15 .

Otherwise this corresponds to in 4 Principle shown those variants that are in Figure 1, Figure 2 and 3 are shown.

figure 5 shows a detailed view of a section through a first longitudinal member 5. A part of a cross member 4 is also shown.

A third elastic bearing 15 with a first mandrel 20 is inserted into a second bore 17 arranged in a web of the first longitudinal member 5 .

The cross member 4 has a first bore 16 in which a first elastic bearing 13 with a first screw connection 18 is arranged.

6 shows a detailed view of a section through a cross member 4.

A part of a first side member 5 is also shown.

A first elastic bearing 13 with a first screw connection 18 is arranged in a first bore 16 in a web of an open profile of the cross member 4 .

7 shows a detailed view of a plan view of a fifth exemplary embodiment of a chassis according to the invention. A drive motor 2 is connected via a second fastening module 12 and a third elastic bearing 15 to a first longitudinal member 5 which has a first primary spring cup 7 at its end. The third elastic bearing 15 is arranged approximately adjacent to the first primary spring cup 7 . A reduction in the torque load on the first side member 5 is thereby achieved.

Except for the design of the primary suspension, the in 7 shown principle of that embodiment variant in 1 is shown.

In contrast to 1 shows 8 a sixth exemplary embodiment variant of a chassis according to the invention, in which a first fastening module 11 also has a connection to a transmission 3 in addition to a connection to a drive motor 2 .

This results in the advantage that the first fastening module 11, in addition to its function of connecting the drive motor 2 to a chassis frame 1, also acts as a torque support for the transmission 3 and additional components can therefore be dispensed with.

Otherwise this corresponds to in 8 shown principle of that embodiment variant in 1 is shown.

List of designations

1

chassis frame

2

drive motor

3

transmission

4

cross member

5

First longitudinal member

6

Second stringer

7

First primary spring pot

8th

Second primary spring pot

9

Third primary spring pot

10

Fourth primary spring pot

11

First attachment module

12

Second attachment module

13

First elastic bearing

14

Second elastic bearing

15

Third elastic bearing

16

First drilling

17

Second hole

18

First screw connection

19

Second screw connection

20

First thorn

21

second thorn

Claims (14)

1. Chassis for a rail vehicle, in particular with inboard wheel sets, with at least one transmission, at least one transversely mounted drive motor, and with at least one chassis frame, which comprises at least one crossmember, at least one first longitudinal carrier and a second longitudinal carrier, wherein at least one first elastic bearing (13), a second elastic bearing (14) and a third elastic bearing (15) are arranged between the drive motor (2) and the chassis frame (1), characterised in that one of the elastic bearings (13, 14, 15) is in each case arranged on at least one of the longitudinal carriers (5, 6), wherein at least one first attachment module (11), which is connected in a releasable manner to the drive motor (2) and the chassis frame (1), is arranged between the drive motor (2) and the chassis frame (1), wherein all connections between the at least first attachment module (11), the drive motor (2) and the at least first elastic bearing (13) and the second elastic bearing (14) or the third elastic bearing (15) are force-fitted and releasable, or the drive motor (2) is connected directly to the chassis frame (1) via the first elastic bearing (13), the second elastic bearing (14) and the third elastic bearing (15) .
2. Chassis according to claim 1, characterised in that the first elastic bearing (13) and the second elastic bearing (14) are arranged between the drive motor (2) and the crossmember (4) and the third elastic bearing (15) is arranged between the drive motor (2) and the first longitudinal carrier (5).
3. Chassis according to claim 1, characterised in that the first elastic bearing (13) and the second elastic bearing (14) are arranged between the drive motor (2) and the crossmember (4) and the third elastic bearing (15) is arranged between the drive motor (2) and the second longitudinal carrier (6).
4. Chassis according to claim 1, characterised in that the first elastic bearing (13) is arranged between the drive motor (2) and the crossmember (4), the second elastic bearing (14) is arranged between the drive motor (2) and the first longitudinal carrier (5) and the third elastic bearing (15) is arranged between the drive motor (2) and the second longitudinal carrier (6).
5. Chassis according to claim 1, characterised in that the first attachment module (11) is connected to the transmission (3) in a releasable manner.
6. Chassis according to one of claims 1, 2, 3 or 4, characterised in that the crossmember (4) has open profiles.
7. Chassis according to claim 6, characterised in that drilled holes provided in the beams of the open profiles for the connection of the drive motor (2) to the chassis frame (1) are arranged in such a way that vertical forces introduced into the open profiles run close to the shear centres of the open profiles.
8. Chassis according to claim 1 or 2, characterised in that at each end of the first longitudinal carrier (5) a first primary spring cup (7) and a second primary spring cup (8) are provided and the third elastic bearing (15) is arranged between the first primary spring cup (7) and the second primary spring cup (8).
9. Chassis according to claim 1 or 3, characterised in that at each end of the second longitudinal carrier (6) a third primary spring cup (9) and a fourth primary spring cup (10) are provided and the third elastic bearing (15) is arranged between the third primary spring cup (9) and the fourth primary spring cup (10).
10. Chassis according to claim 1 or 4, characterised in that provided at each end of the first longitudinal carrier (5) are a first primary spring cup (7) and a second primary spring cup (8) and at each end of the second longitudinal carrier (6) are a third primary spring cup (9) and a fourth primary spring cup (10) and the second elastic bearing (14) is arranged between the first primary spring cup (7) and the second primary spring cup (8), and the third elastic bearing (15) is arranged between the third primary spring cup (9) and the fourth primary spring cup (10).
11. Chassis according to claim 1 or 2, characterised in that a first primary spring cup (7) is provided at each end of the first longitudinal carrier (5) and the third elastic bearing (15) is arranged approximately adjacent to the first primary spring cup (7).
12. Chassis according to claim 1 or 3, characterised in that a third primary spring cup (9) is provided at each end of the second longitudinal carrier (6) and the third elastic bearing (15) is arranged approximately adjacent to the third primary spring cup (9).
13. Chassis according to claim 1 or 4, characterised in that provided at each end of the first longitudinal carrier (5) is a first primary spring cup (7) and at each end of the second longitudinal carrier (6) is a third primary spring cup (9), and the second elastic bearing (14) is arranged approximately adjacent to the first primary spring cup (7) and the third elastic bearing (15) is arranged approximately adjacent to the third primary spring cup (9).
14. Chassis according to claim 1, characterised in that the first elastic bearing (13), the second elastic bearing (14) and the third elastic bearing (15) are arranged in such a way that they form corner points of a triangle in a horizontal plane, and
    that the drive motor (2) is arranged in such a way that the horizontal centre of gravity of the drive motor (2) is located within the triangle.

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