DE102011002300A1 - Chassis unit for a rail vehicle - Google Patents

Abstract

The present invention relates to a running gear unit of a rail vehicle with a running gear frame (103.2) and a bearing device (106.3) for a roll support component (106.1) of a roll support device (106), the running gear frame (103.2) defining a longitudinal direction of the running gear, a transverse direction of the running gear and a height of the running gear, and the bearing device (106.3) is connected to the chassis frame (103.2). The bearing device (106.3) forms at least one driving surface (106.9, 106.10) for a magnetic rail braking device (104) for driving the activated magnetic rail braking device (104) in a driving direction.

Description

The present invention relates to a chassis unit of a rail vehicle with a chassis frame and a bearing device for a roll support component of an anti-roll device, the landing gear frame defines a chassis longitudinal direction, a chassis transverse direction and a suspension height direction and the bearing device is connected to the chassis frame. The invention further relates to a vehicle with such a chassis unit ,

In modern rail vehicles is not least due to the ever increasing demands on the ride comfort usually the problem that there are more and more often to arrange active components in the chassis. As a result, less and less space for the individual components is available. This applies in particular to driven undercarriages, in which besides the primary and secondary spring devices, the drive devices and the braking devices acting directly on the wheel units, further components such as active and / or passive devices for running stabilization, anti-roll devices, magnetic rail brakes, etc. are to be arranged.

In particular, the anti-roll devices and their mounting in generic landing gear systems represent a certain problem, since the torsion elements typically used for this generally extend in the vehicle transverse direction through a large part of the vehicle and therefore collide with a plurality of components or limit their installation space.

The present invention is therefore based on the object to provide a suspension unit and a rail vehicle of the type mentioned which or which does not bring the above-mentioned disadvantages or at least to a lesser extent and in particular in a simple way a compact, space saving design allows.

The present invention solves this problem starting from a chassis unit according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.

The present invention is based on the technical teaching that a compact, space-saving design in the area of the chassis is achieved in a simple manner if a component of the bearing of the anti-roll device additionally assumes the function of guiding or entraining an activated magnetic rail brake. This functional integration brings on the one hand a considerable gain in space. On the other hand, unlike conventional designs, in which these functions (ie the bearing of the anti-roll device and the guidance or entrainment of the activated magnetic track brake) are realized by separate components, the anti-roll device and the magnetic rail brake itself approach each other, so that installation space can also be saved can or the design of these suspension components can be optimized.

According to one aspect, the invention therefore relates to a chassis unit of a rail vehicle with a chassis frame and a bearing device for a roll support component of an anti-roll device, wherein the chassis frame defines a chassis longitudinal direction, a chassis transverse direction and a chassis height direction and the bearing device is connected to the chassis frame. The bearing device forms at least one driver surface for a magnetic rail brake device for entrainment of the activated magnetic rail brake device in a driving direction.

The driving direction can basically have any course. However, the driving direction preferably has a directional component in the chassis longitudinal direction and / or the chassis transverse direction, since these are the directions in which the greatest guiding or driving forces occur during operation of the magnetic rail brake device.

The bearing device can in principle store any parts of the anti-roll device. For example, individual links of the anti-roll device can be supported by the bearing device. Especially cheap. Space-saving configurations result when the bearing device comprises a bearing for a torsion bar of the anti-roll device.

The storage device can furthermore basically be designed in any suitable manner. For example, it can be designed in one piece. Preferably, the bearing device is designed in several parts, wherein it has at least a first bearing element and a second bearing element. The first bearing element and the second bearing element are, in particular for mounting the roll support component, releasably connected to each other, wherein the first bearing element is fixed to the chassis frame and the first bearing element which forms at least one driver surface. This can be concentrated in an advantageous manner, for example, the power flow in the support or entrainment of the activated magnetic track brake device substantially to the first bearing element, whereby In particular, the connection between the two bearing elements can be kept free of the resulting loads.

In certain, easy to manufacture variants of the invention, the first bearing element is releasably secured to the chassis frame, wherein over the at least one driver surface with activated magnetic rail brake device, a driving force in the driving direction is exerted on the magnetic rail brake device. In such a constellation then acting in the direction of the driving force positive connection between the first bearing element and the chassis frame is preferably provided to keep the connection between the chassis frame and the first bearing element largely free of the resulting loads.

In other, particularly robust variants of the chassis unit according to the invention, the first bearing element is integrally connected to the chassis frame, for example formed on this. Alternatively, a cohesive connection, for example a welded connection, may be provided between the first bearing element and the chassis frame.

It may in principle be provided that both bearing parts absorb the loads resulting from the driving force when the magnetic track brake device is activated at any desired proportions. Preferably, in the cases in which a driving force in the driving direction is exerted on the magnetic track brake device via the at least one driver surface with activated magnetic track brake device, the second bearing element is arranged and designed such that it is substantially free of loads resulting from the driving force. This is particularly advantageous in the case of a detachable connection to the first bearing element, since this connection then does not have to absorb such loads and accordingly can be designed particularly simply.

The storage device can basically be designed in any suitable manner. Preferably, the first bearing element is formed substantially L-shaped with a first leg and a second leg, wherein the first leg is fixed to the chassis frame and the second leg, in particular on a side facing away from the first leg, which forms at least one cam surface. This achieves a particularly easy to manufacture and robust configuration.

The magnetic rail brake device generally has a stop surface, which is designed to interact with the driver surface for carrying the activated magnetic rail brake device. Preferably, the stop surface and the driver surface are associated with each other in the deactivated state of the magnetic rail brake device forming a gap, so that the magnetic rail brake initially free the rail can be placed and only when the onset of braking force a driving contact arises.

In further advantageous variants of the chassis unit according to the invention, the bearing device is a first bearing device which is arranged on a first longitudinal side of the chassis frame, while a second bearing device for the roll support component is provided on one of the first longitudinal side in the chassis transverse direction opposite second longitudinal side of the chassis frame. The second bearing device is then preferably formed substantially identical to the first bearing device, so that there is a substantially symmetrical design with a favorable force introduction in the chassis frame.

In this case, the first bearing device is preferably assigned a first magnetic rail brake unit of the magnetic rail brake device, and the second bearing device is assigned a second magnetic rail brake unit of the magnetic rail brake device, which are connected to one another via a connecting element in the chassis transverse direction. Preferably, the connecting element is further arranged and designed such that it cooperates with the driver surface for entrainment of the activated magnetic track brake device in a driving direction, whereby a particularly simple and space-saving configuration can be achieved with a favorable force introduction into the magnetic track brake device.

Preferably, it is furthermore provided that the first bearing device and the second bearing device support a first roll support component of the roll support device, in particular a torsion bar, and at least one second roll support component of the roll support device cooperating with the first roll support component, in particular a torsion lever in the chassis transverse direction between the first bearing device and the second storage device is arranged. This results in a particularly compact design of both components.

In principle, a single anti-roll device can be provided per chassis unit, wherein then preferably the bearing device is designed so that it realizes the entrainment of the magnetic track brake device in both directions of travel. Particularly easy is the entrainment of the magnetic rail brake device in both However, realize directions when the anti-roll device is a first anti-roll device, the bearing device is a first bearing means and a second anti-roll device is provided with an associated second bearing means, which is arranged spaced in the chassis longitudinal direction of the first anti-roll device Here then the second bearing means for driving the activated magnetic rail brake device may be formed in one of the driving direction opposite further driving direction.

It is understood that the second bearing device can basically be designed arbitrarily. In particular, it does not necessarily have to realize the entrainment of the activated magnetic rail brake device. Preferably, however, it is designed substantially identical to the first anti-roll device. The same applies preferably to the first and second anti-roll device.

The present invention further relates to a rail vehicle with a chassis unit according to the invention, wherein it is designed in particular for operation at a rated operating speed above 180 km / h, in particular above 200 km / h. This can basically be any vehicle. However, the advantages of the invention are particularly well in double-decker vehicles to bear, as these make special demands on the suspension components because of their high center of gravity and therefore the space available for this purpose in the chassis particularly important.

More preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. Show it:

1 a schematic perspective view of a portion of a preferred embodiment of the rail vehicle according to the invention with a preferred embodiment of the chassis unit according to the invention;

2 a schematic view of the detail II of the chassis unit 1 ,

The following is with reference to the 1 A preferred embodiment of the rail vehicle according to the invention 101 described. In the rail vehicle 101 It is a terminal car of a double-decker multiple unit, which is operated at a rated operating speed above 180 km / h, namely at v _n = 220 km / h.

The vehicle 101 includes one (through the contour 102 indicated) car body, in the region of its two ends in a conventional manner in each case on a preferred embodiment of a chassis unit according to the invention in the form of a bogie 103 is supported. It should be understood, however, that the present invention may be used in conjunction with other configurations in which the body is supported only on a chassis unit.

For easier understanding of the following explanations is in the 1 (through the wheelbase of the bogie 103 specified) vehicle or chassis coordinate system x, y, z specified, in which the x-coordinate, the longitudinal direction, the y-coordinate, the transverse direction and the z-coordinate, the height direction of the rail vehicle 101 or the bogie 102 describe.

The bogie 103 has conventionally two wheel units in the form of wheelsets 103.1 on which a bogie frame 103.2 is supported. Each wheelset 103.1 is driven via a (not shown) gear by a (not shown) traction motor and braked inter alia by a (also not shown) braking device with sitting in the wheels or on the wheelset brake discs.

In certain driving situations, the braking effect on the wheelsets 103.1 To support is still a magnetic rail brake device 104 provided between the wheelsets 103.1 is arranged and in a well-known manner in the activated state on the (by the dashed contour 105 indicated) rails is placed.

For this purpose, the magnetic rail brake device comprises 104 on each chassis longitudinal side a magnetic rail brake unit 104.1 in the disabled state of the rail 105 in the chassis height direction (z-direction) is raised and in the activated state down to the rail 105 is put on. The leading and trailing ends of the two magnetic rail brake units 104.1 are each in the chassis transverse direction (y-direction) via a cross strut 1042 interconnected so that a substantially rigid frame is formed, over which the loads when using the magnetic track brake device 104 be directed.

As another suspension component are two anti-roll devices 106 provided in a conventional manner in each case a torsion bar 106.1 comprise, in the manner described in more detail below on the bogie frame 103.2 is supported. On every torsion bar 106.1 sits in each end area (near the magnetic rail brake unit 104.1 ) rotationally fixed in each case one (indicated by the lever axis) torsion 106.2 , Every torsion lever 106.2 is in a well-known manner via a pivotally hinged at its free end (not shown for reasons of clarity) handlebar articulated to the car body 102 connected, so that rolling movements of the car body about the vehicle longitudinal axis (x-axis) by a torsion of the torsion bar 106.1 and the resulting restoring forces is counteracted.

How the particular 2 it can be seen which the detail II of the trailing right bearing device 106.3 out 1 (in a perspective view from below), the storage of the respective torsion bar is carried out 106.1 on the bogie frame over two identical and substantially mirror-symmetrical to the chassis longitudinal center plane (xz-plane) designed storage facilities 106.3 , Each storage facility 106.3 includes a bushing 106.4 (in the form of a steel-rubber laminated bushing), from a first bearing element 106.5 and a second bearing element 106.6 is enclosed.

The first bearing element 106.5 sits detachably on the bogie frame 103.2 while the second bearing element 106.6 detachable on the first bearing element 106.5 sitting. The first bearing element 106.5 is a substantially L-shaped bearing block, whose first leg 106.7 on the bogie frame 103.2 is applied. The connection is in the present example via a screw 107 produced. However, it is understood that in other variants of the invention, any other types of releasable compounds can be used individually or in any combination.

Furthermore, it is understood that in other, particularly robust variants of the invention, the first bearing element may be integrally connected to the chassis frame, for example, it may be formed on this. Alternatively, a cohesive connection, for example a welded connection, may be provided between the first bearing element and the chassis frame. Likewise, in addition or alternatively, a one-piece design of the bearing device may be provided, thus, therefore, the first and second bearing element may be integrally formed with each other.

The second leg 106.8 the first bearing elements 106.5 the trailing storage facilities 106.3 forms on its side facing away from the first leg a first driver surface 106.9 from, in a direction parallel to the chassis longitudinal direction driving direction M1.1 with activated magnetic track brake device 104 with an associated first stop surface 104.3 the magnetic rail brake device 104 cooperates and so a first driving force FM1.1 on the activated magnetic track brake device 104 in this first driving direction M1.1 exercises.

Furthermore, the second leg forms 106.8 of the first bearing element 106.5 the arranged on the right side of the chassis first bearing elements 106.5 on its side facing the outside of the landing gear a second driving surface 106.10 from, in a parallel to the chassis transverse direction second driving direction M2.1 with activated magnetic track brake device 104 with an associated second stop surface 104.4 the magnetic rail brake device 104 cooperates and so a second driving force FM2.1 on the activated magnetic track brake device 104 in this second driving direction M2.1 exercises.

The leading storage facilities 106.3 practice another first driving force FM1.2 on the activated magnetic track brake device 104 from acting in the opposite direction M1.2 to the first driving direction M1.1. In addition, practice the storage facilities 106.3 on the opposite left side of the chassis another first driving force FM1.2 on the activated magnetic track brake device 104 which acts in the opposite direction M2.2 to the second driving direction M2.1.

The first driving surface 106.9 and the second driving surface 106.10 are in the present example of a substantially L-shaped, replaceable mounted driving element 106.11 of the first bearing element 106.5 educated. As a result, the wear surfaces subjected to wear 106.9 and 106.10 simply be exchanged.

Accordingly, the activated magnetic rail brake device 104 through the four first bearing elements 106.5 in the chassis longitudinal direction and the chassis transverse direction taken or guided, since these are the directions in which the largest guiding or driving forces FMj.i (i, j = 1, 2) in the operation of the magnetic rail brake device 104 occur.

The first driving surface 106.9 and the first stop surface 104.3 form as well as the second driving surface 106.10 and the second stop surface 104.4 in the deactivated state of the magnetic rail brake device 104 a gap, so that the magnetic rail brake device initially free on the rail 105 can be placed and only when the onset of braking force a driving contact arises.

The first bearing element 106.5 has in the present example a bogie frame 103.2 facing projection 106.12 on, in a corresponding recess in the bogie frame 103.2 engages and so in the respective driving direction M1.i or M2.i (i = 1, 2) a positive connection between the first bearing element 106.5 and the bogie frame 103.2 makes the screw connection between the bogie frame 103.2 and the first bearing element 106.5 to keep largely free of the loads resulting from the driving forces FMj.i (i, j = 1, 2).

The second bearing element 106.6 in the present example is arranged and designed such that it is substantially free of loads resulting from the respective driving force FMj.i (i, j = 1, 2). This is especially true in the case of the releasable connection to the first bearing element realized in the present example 106.5 advantageous since this connection then does not have to absorb such loads and thus can be designed particularly simple.

This can advantageously the power flow in the support or entrainment of the activated magnetic track brake device 104 essentially on the first bearing element 106.5 be concentrated, which in particular the connection between the two bearing elements 106.5 . 106.6 can be kept free of the resulting loads.

The design described above with the integration of the function of supporting or entrainment of the activated magnetic track brake device 104 in the storage facilities 106.3 for the torsion bar 106.1 not only has the advantage that fewer components are needed to realize both functions, so that already hereby less space is needed. Rather, it is hereby possible in a simple manner to achieve a particularly compact design.

So it is possible on the one hand, the torsion 106.2 near the associated magnetic rail brake unit 104.1 to arrange. In addition, advantageously, the middle part 104.5 the cross struts 104.2 in the chassis transverse direction already immediately after the torsion levers arranged far outside 106.2 (By the bend shown or the like) to the torsion bar 106.1 be brought up to a small distance, so that in this respect an extremely space-saving design arises.

The present invention has been described above solely with reference to a double-deck trainset. However, it is understood that the invention can also be used in connection with any other rail vehicles, in particular in high-speed traffic.

Claims (15)

Chassis unit of a rail vehicle with - a chassis frame ( 103.2 ) and - a storage facility ( 106.3 ) for a roll support component ( 106.1 ) an anti-roll device ( 106 ), wherein - the chassis frame ( 103.2 ) defines a chassis longitudinal direction, a chassis transverse direction and a chassis height direction, and - the bearing device ( 106.3 ) with the chassis frame ( 103.2 ), characterized in that - the storage device ( 106.3 ) at least one driver surface ( 106.9 . 106.10 ) for a magnetic rail brake device ( 104 ) for carrying the activated magnetic track brake device ( 104 ) is formed in a driving direction. Chassis unit according to claim 1, characterized in that the driving direction has a direction component in the chassis longitudinal direction and / or the chassis transverse direction. Suspension unit according to claim 1 or 2, characterized in that the bearing device ( 106.3 ) a bearing for a torsion bar ( 106.1 ) of the anti-roll device ( 106 ) Suspension unit according to one of claims 1 to 3, characterized in that - the bearing device ( 106.3 ) at least one first bearing element ( 106.5 ) and a second bearing element ( 106.6 ), wherein - the first bearing element ( 106.5 ) and the second bearing element ( 106.6 ), in particular for mounting the roll support component ( 106.1 ), are releasably connected to each other, - the first bearing element ( 106.5 ) on the chassis frame ( 103.2 ) and - the first bearing element ( 106.5 ) the at least one driver surface ( 106.9 . 106.10 ) trains. Chassis unit according to claim 4, characterized in that - via the at least one driver surface ( 106.9 . 106.10 ) with activated magnetic track brake device ( 104 ) a driving force in the driving direction on the magnetic rail brake device ( 104 ) and - the first bearing element ( 106.5 ) detachable on the chassis frame ( 103.2 ), wherein - acting in the direction of the driving force positive connection between the first bearing element ( 106.5 ) and the chassis frame ( 103.2 ) is provided. Chassis unit according to claim 4, characterized in that the first bearing element ( 106.5 ) in one piece or by a material connection with the chassis frame ( 103.2 ) connected is. Chassis unit according to one of claims 4 to 6, characterized in that - over the at least one driver surface ( 106.9 . 106.10 ) with activated magnetic track brake device ( 104 ) a driving force in the driving direction on the magnetic rail brake device ( 104 ) and - the second bearing element ( 106.6 ) is arranged and formed so that it is substantially free of loads resulting from the driving force. Suspension unit according to one of claims 3 to 7, characterized in that - the first bearing element ( 106.5 ) substantially L-shaped with a first leg ( 106.7 ) and a second leg ( 106.8 ), wherein - the first leg ( 106.7 ) on the chassis frame ( 103.2 ) and - the second leg ( 106.8 ), in particular on a first leg ( 106.7 ) facing away from the at least one driver surface ( 106.9 . 106.10 ) trains. Chassis unit according to one of claims 1 to 8, characterized in that - the magnetic rail brake device ( 104 ) has a stop surface which is adapted to the driver surface ( 106.9 . 106.10 ) for carrying the activated magnetic track brake device ( 104 ), wherein - the stop surface and the driving surface ( 106.9 . 106.10 ) in particular each other in the deactivated state of the magnetic track brake device ( 104 ) are assigned to form a gap. Chassis unit according to one of claims 1 to 9, characterized in that - the bearing device ( 106.3 ) a first storage facility ( 106.3 ) is on a first longitudinal side of the chassis frame ( 103.2 ) is arranged, and - on one of the first longitudinal side in the chassis transverse direction opposite second longitudinal side of the chassis frame ( 103.2 ) a second storage facility ( 106.3 ) for the roll support component ( 106.1 ), wherein - the second bearing device ( 106.3 ), in particular substantially identical to the first storage device ( 106.3 ) is trained. Suspension unit according to claim 10, characterized in that - the first bearing device ( 106.3 ) a first magnetic track brake unit ( 104.1 ) of the magnetic track brake device ( 104 ) and - the second storage facility ( 106.3 ) a second magnetic rail brake unit ( 104.1 ) of the magnetic track brake device ( 104 ), wherein - the first magnetic rail brake unit ( 104.1 ) and the second magnetic track brake unit ( 104.1 ) via a connecting element ( 104.2 ) are interconnected in the chassis transverse direction, wherein - the connecting element ( 104.2 ) is arranged and configured in particular such that it engages with the driver surface ( 106.9 . 106.10 ) for carrying the activated magnetic track brake device ( 104 ) cooperates in a driving direction. Suspension unit according to claim 10 or 11, characterized in that - the first bearing device ( 106.3 ) and the second storage facility ( 106.3 ) a first roll support component ( 106.1 ) of the anti-roll device ( 106 ), in particular a torsion bar ( 106.1 ), and - at least one with the first roll support component ( 106.1 ) cooperating second roll support component ( 106.2 ) of the anti-roll device ( 106 ), in particular a torsion lever ( 106.2 ), in the chassis transverse direction between the first bearing device ( 106.3 ) and the second storage facility ( 106.3 ) is arranged Chassis unit according to one of claims 1 to 12, characterized in that - the anti-roll device ( 106 ) a first anti-roll device ( 106 ), the storage facility ( 106.3 ) a first storage facility ( 106.3 ) and - a second anti-roll device ( 106 ) with an associated second storage device ( 106.3 ) is provided, which in the chassis longitudinal direction of the first anti-roll device ( 106 ) is arranged at a distance, wherein - the second bearing device ( 106.3 ) in particular for entrainment of the activated magnetic track brake device ( 104 ) is formed in one of the driving direction opposite werteren entrainment direction. Rail vehicle with a chassis unit according to one of claims 1 to 13, wherein it is designed in particular for operation at a rated operating speed above 180 km / h, in particular above 200 km / h Rail vehicle according to claim 14, characterized in that it is designed as a double-decker vehicle.

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