EP2121408B1 - Châssis de véhicule ferroviaire - Google Patents

Châssis de véhicule ferroviaire Download PDF

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Publication number
EP2121408B1
EP2121408B1 EP08717775A EP08717775A EP2121408B1 EP 2121408 B1 EP2121408 B1 EP 2121408B1 EP 08717775 A EP08717775 A EP 08717775A EP 08717775 A EP08717775 A EP 08717775A EP 2121408 B1 EP2121408 B1 EP 2121408B1
Authority
EP
European Patent Office
Prior art keywords
wheelset
undercarriage
transverse support
cross member
chassis
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP08717775A
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German (de)
English (en)
Other versions
EP2121408A1 (fr
Inventor
Olaf KÖRNER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
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Siemens AG
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Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2121408A1 publication Critical patent/EP2121408A1/fr
Application granted granted Critical
Publication of EP2121408B1 publication Critical patent/EP2121408B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies

Definitions

  • the invention relates to a chassis for a rail vehicle, which has a chassis frame with two longitudinal members, a cross member connected thereto, two wheel sets mounted in wheelset bearings, each with a wheelset and two wheels and two recorded in the chassis frame drives for driving ever a wheelset.
  • the wheelset bearings are connected to the chassis frame. It is ever a bearing block on a top and bottom of the cross member for articulated connection of at least one train / pressure element arranged with a locomotive or car body.
  • the chassis is preferably a bogie, especially a drive bogie.
  • the rail vehicle may be, for example, a locomotive, a suburban train, a subway or a tram.
  • a chassis typically two drives are included, each driving a wheelset.
  • a drive typically has a traction motor and a transmission connected thereto.
  • only a driven wheelset can be added.
  • the wheelsets can be fixed gear sets or loose gear sets.
  • a chassis for a rail vehicle which has a chassis frame with two side rails and an associated cross member.
  • the chassis has two wheel sets mounted in wheelset bearings, each with a wheelset shaft and two wheels.
  • the chassis can be a bogie or a powered bogie.
  • each one bearing block is arranged on an upper and lower side of the cross member for articulated connection of a respective pull / push element with a locomotive or car body.
  • a device for transmitting tensile and braking forces between a chassis and the box of a rail vehicle has at least one articulated to the chassis or the vehicle body, pointing substantially in the vehicle longitudinal direction connecting rod which is coupled to the other vehicle part - vehicle body or chassis - via a movable intermediate member.
  • the intermediate member is pivotally connected to the other vehicle part - vehicle body or chassis - by at least one substantially transverse axis and guided vertically movable with respect to the two vehicle parts.
  • drives in coaxial design are arranged in the region of the cross member.
  • the transmission of tensile and compressive forces to the rail vehicle superstructure via a connected to the drive train / push rod takes the form of a Tiefzuganlenkung.
  • the drive has a non-coaxial design.
  • the drives are connected to each other via rods or rods. In each case two parallel superposed rods connect two drives together.
  • the drives have a coaxial design.
  • the two movably mounted on the cross member drives Tatzlagerantriebe or achsreitende drives, each with a traction motor and a transmission.
  • Tatzlagerantrieben the traction motors are connected to a coaxial with the wheelset rotatably mounted Tatzlagerrohr.
  • the traction motor has a torque arm, by means of which the respective traction motor is pivotally connected to the cross member.
  • dissipative drives the traction motors are mounted together on the cross member.
  • a traction arm is articulated between the lower bracket on the underside of the cross member and the torque arms.
  • the traction arm is advantageously a more direct initiation of the tensile and braking forces on the Tatzlagerantrieb in the cross member possible.
  • the traction arms on a longitudinal axis, which each extend in a longitudinal sectional plane through the center of the chassis.
  • the push / pull rods can be connected to both sides of the locomotive or car body out with this, that is, four pull / push rods are available, which connect the at least one cross member to the locomotive or car body. Alternatively, only two pull / push rods can be present, which connect the at least one cross member with the locomotive or car body.
  • the braking forces can be caused in addition to the drives in addition of a mechanical braking device, such as a disc brake or a magnetic rail brake, or by a non-contact eddy current brake.
  • a mechanical braking device such as a disc brake or a magnetic rail brake, or by a non-contact eddy current brake.
  • the traction arms are arranged parallel to a plane running through the axes of rotation of the wheel set shafts, it is possible to introduce the tensile and braking forces in a plane parallel to the traction / compression elements in the cross member.
  • the traction arms are arranged between the underside of the cross member and the lower tension / compression element.
  • the Radsatzlenker are arranged parallel to the traction arms. Due to the division of forces, the Radsatzlenker can be made softer compared to the solution without Switzerlandlenker with respect to the connection to the cross member. This is cheaper in terms of the arch ride of the landing gear.
  • the pulling / pushing elements each have a first end.
  • a bearing block is arranged at the top and at the bottom of the cross member.
  • the first ends of the pull / push elements form a joint with the bearing block.
  • the bracket may for example be welded, riveted or screwed to the cross member. It can also be an integral part of the crossbeam itself.
  • the joints are arranged in a cross-sectional plane through the center of the chassis.
  • the "cross-sectional plane” runs in particular through the (constructive) vehicle center. At the same time, it is perpendicular to the rail plane, that is to say orthogonal to a plane passing through the axes of rotation of the wheel set axles, when the wheels of the chassis have the same wheel diameter.
  • the cross-sectional plane runs parallel and in the middle of the axes of rotation of the wheelset shafts. In such an arrangement of the aforementioned components, the chassis construction simplifies again.
  • the joints are arranged in a longitudinal sectional plane through the center of the chassis.
  • longitudinal section plane is meant a plane perpendicular to the rail plane. It is therefore at the same time perpendicular to a plane passing through the axes of rotation of the axle when the wheels of the chassis have the same wheel diameter.
  • the straight line of the cross-sectional plane with the longitudinal section plane is at the same time a (constructive) mirror axis of the chassis.
  • the chassis center is typically the mirror axis of the components of the chassis.
  • the joints are spherical bearings or ball bearings.
  • the cross member has a longitudinal axis of symmetry which extends in a cross-sectional plane through the center of the chassis.
  • the cross member is preferably arranged in the (geometric) center of the chassis. It runs perpendicular to the rail plane and at the same time forms the line of intersection of the (constructive) longitudinal section plane with the (constructive) cross-sectional plane of the undercarriage. In such an arrangement of the cross member is also called a center cross member.
  • the at least one cross member on a transverse axis of symmetry, which extends in a longitudinal sectional plane through the center of the chassis. This simplifies the suspension structure again.
  • the longitudinal axis of symmetry and the transverse axis of symmetry of the at least one cross member run in a plane passing through the axes of rotation of the wheelset shafts.
  • the tension / compression elements have a longitudinal axis.
  • the longitudinal axes are parallel to each other. This arrangement allows in addition to the introduction of longitudinal forces advantageous introduction of torques from the drives in the locomotive or car body.
  • the tension / compression elements are arranged in mirror image to a plane passing through the axes of rotation of the axles.
  • the force resultant of two tensile / compressive elements in the initiation of the longitudinal forces in the locomotive or car body runs exactly in this plane and preferably along the line of intersection of the longitudinal section plane and extending through the axes of rotation of the wheelset plane.
  • the wheelset bearings in the chassis frame are each connected by means of a Radsatzlenkers with at least one cross member. This is advantageous in addition to an initiation of the longitudinal forces from the Radaufstandsembl over the wheelset and the Radsatzlenkern in the cross member also an introduction of lateral forces in the cross member possible.
  • the introduced forces are introduced via the tension / compression elements in the locomotive or car body.
  • the at least one cross member is laterally connected to the Radsatzschern.
  • the wheel set links can be locked by means of a comparatively stiff connecting element, such as e.g. a rubber-metal element, be connected to the cross member.
  • the recorded in the chassis frame two drives Tatzlagerantriebe with a traction motor and a transmission.
  • the traction motors are connected to a coaxial with the wheelset rotatably mounted Tatzlagerrohr.
  • the traction motor has a torque arm, by means of which the respective traction motor is pivotally connected to the cross member.
  • the Tatzlagerantrieben recorded in the chassis frame drives can be achsreitende drives, each with a traction motor and a transmission.
  • only one Tatzlagerantrieb be included in the chassis.
  • three or more Tatzlagerantriebe be added.
  • the traction motor sits, as it were, on the wheelset or on the wheelset shaft. Between the wheelset shaft and the Tatzlagerrohr Tatzlager are arranged, which to some extent, an axial relative movement of Tatzlagerrohr allow to the wheelset shaft. With “axial" directions are designated parallel to the axis of rotation of the axle.
  • the gearbox has intermeshing gears.
  • the transmission has a large gear and a small wheel, which is driven by the traction motor. The large wheel is rotatably connected to the wheelset.
  • the torque arms can be hinged to the underside of the cross member.
  • they can be hinged to the crossbeam via one pendulum each.
  • the latter embodiment allows a more elastic connection of the drives to the cross member.
  • only parts of the drive masses are primarily suspended in the vertical direction on the cross member. They therefore do not belong to the unsprung part of the wheelset masses.
  • the cross member has two side areas, which each face a traction motor.
  • a console is arranged in the side region of the cross member.
  • the upper end of the pendulum is articulated in the console.
  • the lower end of the pendulum is hinged to the torque arm of the respective drive motor.
  • a bearing block or bracket for articulated connection of the tension / compression elements on der.Ober- and underside of the cross member is arranged.
  • a traction arm is articulated between the lower bracket and the torque arms.
  • each two Tatzlager between the wheelset and the Tatzlagerrohr are arranged.
  • the Tatzlager form with the wheelset bearings each an integrated unit. This reduces the component costs for such a chassis.
  • two drives may be achsreitende drives, each with a traction motor and a transmission. It can be present in the chassis alternatively one, three or more achsreitende drives.
  • the traction motor is connected in particular transversely elastic with the cross member.
  • the traction motors can be attached, for example by means of a rubber element on the cross member. Due to the connection to the cross member of the traction motor is one of the so-called sprung masses.
  • the gearbox has intermeshing gears.
  • the transmission has a large wheel and a small wheel or alternatively a large wheel, an intermediate and a small wheel on.
  • the large wheel is rotatably connected to the wheelset.
  • the small wheel and a motor shaft of the drive motor can be connected via a toothed coupling.
  • the toothed coupling allows both axial and radial relative movements of the motor shaft to a transmission input shaft of the small wheel. By “radial" directions are referred to the axis of rotation of the motor shaft and away from it.
  • the toothed coupling decouples the sprung mass of the traction motor from the unsprung mass of the trailing gear.
  • one transmission has an even gear stage number and the other transmission has an odd gear stage number with a same gear ratio.
  • the first transmission is a single-stage transmission and the second transmission is a two-stage transmission.
  • the first transmission in two stages and the second transmission can be carried out in three stages.
  • the gearboxes of the axle-riding drives are connected to a bearing tube rotatably mounted coaxially with the wheelset shaft.
  • a bearing tube rotatably mounted coaxially with the wheelset shaft.
  • the tension / compression elements and / or the traction arms are rigid pull / push rods. You can have at the respective end of a hinge or ball joint. You can also have eyelets, which correspond with each corresponding bearing pin.
  • the two side members of the chassis frame are movably connected to the at least one cross member, e.g. over cylindrical springs or rubber elements. This increases the running comfort of the chassis.
  • FIG. 1 shows by way of example a chassis 1 with two drives 9 according to the prior art.
  • the chassis 1 shown comprises a chassis frame 2, consisting of two longitudinal members 3 and a cross member connected thereto 4.
  • the chassis 1 has two sets of wheels 7, each with a wheel set shaft 8 and two wheels 5.
  • the wheelsets 7 are mounted in wheelset bearings 6, which in the example of FIG. 2 are connected to the cross member 4.
  • two non-coaxial drives 9 are added.
  • the axis of rotation of the drive motor 10 is outside the axis of rotation of the axle 8.
  • Coaxial drives 9 are direct drives, for example.
  • the drive 9 located further in the image plane is connected via a pull / push rod 15 to a locomotive or vehicle body (not further shown).
  • the two drives 9 can each other via a in the FIG. 1 invisible rod to be hinged.
  • the two wheelsets 7 each have a braking device 12.
  • primary springs are designated. They are arranged between the chassis frame 2 and the wheelset bearings 6 for damping.
  • the longitudinal members 3 may be hinged to the cross member 4.
  • the Chassis 1 can be connected by means of large, designed as air springs secondary springs 14 to a bottom plate of the overlying and not shown rail vehicle.
  • FIG. 2 shows by way of example a wheelset 7 with a Tatzlagerantrieb 9 in a plan view of the prior art.
  • the traction motor 10 sits quasi on the wheelset 8. Between the traction motor 10 and the wheelset 8 is a coaxial to the wheelset 8 Tatzlagerrohr 20 can be seen.
  • the reference numeral 21 denotes two associated Tatzlager.
  • the drive motor 10 drives via a small wheel 23 a fixedly connected to the wheelset 8 large gear 24 at.
  • the traction motor 10 further has a traction motor suspension 22, via which the traction motor 10 can be hinged to a cross member 4.
  • FIG. 3 shows by way of example a wheel set 7 with an axle riding drive 9 in a plan view according to the prior art.
  • the traction motor 10 is attached via traction motor suspensions 29 to a cross member 4, not shown.
  • the traction motor 10 drives via a motor shaft 25 and via a subsequent toothed coupling 26 connected to the small gear 23 transmission input shaft 27 at.
  • the small wheel 23 drives a fixedly connected to the wheelset shaft 8 rotatably connected to large wheel 24.
  • Housing of the drive 11 is with a compared to the Tatzlagerrohr 20 in FIG. 2 example shorter bearing tube 20 connected.
  • FIG. 4 shows an example of a longitudinal section through a chassis 1 with two pendulum connected to a cross member 4 Tatzlagerantrieben 9 in a schematic representation of the prior art.
  • the two drive motors 10 are connected to a coaxial with the respective wheelset shaft 8 rotatably mounted Tatzlagerrohr 20.
  • chassis 1 alternatively, only one driven wheel set 7 can be accommodated. It can too several driven wheelsets 7 may be included, such as three or four.
  • the wheelsets 7 may be fixed gear sets or Losrad accounts.
  • the longitudinal section runs through the geometric center of the chassis 1.
  • the longitudinal section plane LSE is perpendicular to a rail plane SE.
  • a vertical axis passing through this center is at the same time the mirror axis of the chassis 1.
  • "perpendicular” denotes a parallel direction to the surface normal of the rail plane SE, on which the chassis 1 shown is.
  • FIG. 5 shows an example of a longitudinal section through a chassis 1 with a centrally arranged in the chassis frame 2 and two pull / pressure elements 41, 42 connected to a locomotive or car body 16 cross member 4 in a schematic representation.
  • cross member 4 each with at least one on an upper side OS and on an underside US of the cross member 4 articulated pull / push element 41, 42 pivotally connected to the locomotive or car body 16.
  • the illustrated tension / compression elements 41, 42 are preferably rigid pull / push rods.
  • the reference symbol LA denotes a longitudinal axis of symmetry LA and QA denotes a transverse axis of symmetry of the cross member 4.
  • the longitudinal axis of symmetry LA extends through the center of the chassis 1 in a cross-sectional plane QSE.
  • the crossbeam 4 is arranged in the chassis 1 such that the transverse symmetry axis QA runs through the middle of the chassis 1 in a longitudinal sectional plane LSE.
  • FD also extend the longitudinal axis of symmetry LA and the transverse symmetry axis QA of the cross member 4 in a plane passing through the axes of rotation RA of Radsatzwellen 8 level.
  • Vertical cuts through the cross member 4 along the longitudinal axis of symmetry LA and the transverse symmetry axis QA have at least predominantly a rectangular cross section.
  • pulling / pushing elements 41, 42 each have a first end 41a, 42a.
  • Second ends 41b, 42b each form a hinge 47, 48 with a locomotive or trolley-box-side bearing (not further shown).
  • one bearing bracket or one bracket 43, 44 is arranged on the upper side OS and on the lower side US of the cross-member 4. wherein the first ends 41a, 42a of the tension / compression elements 41, 42 with the respective bearing block 43, 44 each form a joint 45, 46.
  • the joints 45 to 48 described above are preferably spherical bearings or ball joints.
  • the joints 45, 46 are arranged through the middle of the chassis 1 both in a cross-sectional plane QSE and in a longitudinal section plane LSE.
  • the articulated pull / pressure elements 41, 42 extend parallel to one another and also in mirror image to the plane passing through the axes of rotation RA of the wheel set shafts 8.
  • each traction motor 10 has to initiate the torque originating from it or from the drive 9 to a torque arm 51, which is pivotally connected to the cross member 4.
  • torque arm 51 By way of the torque arm 51, it is also possible to introduce braking torques into the cross member 4 which originate, for example, from a mechanical braking device arranged in the wheel set 7.
  • the shown torque arms 51 are pivotally connected to the underside US of the cross member 4.
  • each with a traction motor 10 and a gear 11 may be added, the traction motors 10 are then connected in particular transversely elastic with the cross member 4.
  • the one transmission has an even number of transmission stages, in particular two stages, and the other transmission has an odd number of transmission stages, in particular one-stage, with the same transmission ratio.
  • the engine torques originating from the two traction motors 10 mounted on the cross member 4 largely compensate each other.
  • a torque arm is attached to each axle-riding gear 11, which in turn is pivotally connected to the cross member 4.
  • FIG. 6 shows an example of a chassis 1 in a constructive representation and in a plan view.
  • the center cross member 4 shown has a longitudinal and transverse axis of symmetry LA, QA, which are arranged in the cross-sectional plane QSE and in the longitudinal sectional plane LSE through the (geometric) center of the chassis 1.
  • the cross member 4 is movably connected via two guide elements 60 with two longitudinal members 3 of the chassis frame 2.
  • secondary springs 14 are arranged on the upper side OS of the cross member 4 . These serve for suspension of the "overlying" locomotive or car body 16, not shown.
  • the tension / compression elements 41, 42 are formed as pull / push rods.
  • two Tatzlagerantriebe 9 are each received with a traction motor 20 and a gear 11.
  • the traction motors 10 are on the one hand firmly connected to a Tatzlagerrohr 20, wherein the Tatzlagerrohr 20 is carried out coaxially mounted to the axle 8.
  • two Tatzlager 21 are each arranged, which each form an integral unit with the Radsatzlagern 6.
  • the two traction motors 10 are connected via a respective torque arm 51 for initiating the traction motor or drive-side torques articulated to the side region of the cross member 4.
  • the torque arms 51 are also connected via a respective pendulum 55 hinged to the cross member 4, which, however, are not visible in the present illustration.
  • the torque arms 51 are in the following FIG. 7 and FIG. 8 shown in detail. Furthermore, the wheelsets 7 are connected via wheelset link 49 to the cross member 4.
  • the wheelset bearings 6 can, as in FIG. 6 shown, be attenuated by way of example as a cylinder springs primary springs 13 relative to the respective Radsatzlenker 49.
  • the cross member 4 has a maximum width QB.
  • the cross member 4 is in the longitudinal extent LR of the chassis 1 seen between the wheelsets 7.
  • the ratio of the distance AB to the maximum width QB of the cross member 4 is less than 1/2.
  • the ratio has a value in a range of 1/4 to 1/3, so that an almost torque-free Introduction of the drive motor or drive-side torques in the cross member 4 can be done.
  • FIG. 7 shows a sectional view through the chassis 1 according to FIG. 6 along the in FIG. 6 Registered section line VII-VII.
  • Reference numeral FZ denotes a tensile force acting on the wheelset shaft 8, which is caused by the drives 9.
  • the reference symbol FD designates a pressure force acting on the wheelset shaft 8, which acts in the opposite direction to the tensile force FZ.
  • the reference numeral DM designates the drive torque acting on the respective wheelset shaft 8.
  • the tensile and compressive force FZ, FD are depending on the direction of travel of the chassis in particular driving forces or braking forces of the drives 9.
  • the torque DM and the longitudinal forces FZ, FD on the two pull / push rods 41, 42 are at least almost completely introduced into the locomotive or car body 16.
  • FIG. 8 shows a sectional view through the cross member 4 along in FIG. 6 Registered section line VIII-VIII in an enlarged view.
  • each one bracket 56 is arranged in the side region of the cross member 4.
  • the upper end of the pendulum 55 is pivotally received in the bracket 56, while the lower end of the pendulum 55 is pivotally connected to the torque arm 51 of the respective driving motor 10.
  • the oscillating connection allows a certain degree of dynamic compensation of lateral movements of the drive motor 10.
  • only parts of the drive masses in the vertical direction on the cross member 4 are primarily suspended. They therefore do not belong to the unsprung part of the wheelset masses.
  • the wheelset link 49 may be connected by means of a comparatively stiff connecting element, such as a rubber-metal element, with the cross member 4.
  • FIG. 9 shows a sectional view through the cross member 4 of a chassis according to the invention in an enlarged view.
  • FIG. 9 shows, is ever a bearing block 43, 44 arranged for articulated connection of the tension / compression elements 41, 42 on the upper and lower side OS, US of the cross member 4. It is also between the lower bracket 44 and the torque arms 51 each a traction arm 57 articulated.
  • the traction arms 57 have a longitudinal axis, which each extend in a longitudinal sectional plane through the center of the chassis 1. They are furthermore arranged parallel to a plane running through the axes of rotation of the wheel set shafts and between the underside US of the cross member 4 and the lower pull / push element 42 or the lower pull / push rod 42.
  • the traction arms 57 result in comparatively low bending moments due to the tensile and braking forces around the vertical axis of the cross member 4 in comparison to the introduction of these forces on the Radsatzscher 49th
  • the joints 58, 59 may be, for example, a spherical bearing, a ball bearing or a rubber-metal element.
  • the Radsatzscher 49 are arranged parallel to the Switzerlandkraftlenkern 57. Due to the division of forces, the wheelset link 49 can be made softer compared to the solution without traction link 57 with respect to the connection to the cross member. This is technically more favorable in terms of the bow travel of the chassis 1.

Claims (12)

  1. Châssis de véhicule ferroviaire, dans lequel le châssis a un cadre ( 2 ) ayant deux longerons ( 3 ) et une traverse ( 4 ) qui y est assemblée, deux essieux ( 7 ) montés dans des paliers ( 6 ) d'essieu ayant respectivement un arbre ( 8 ) d'essieu et deux roues ( 5 ), ainsi que deux entraînements ( 9 ) reçus dans le cadre ( 2 ) de châssis pour entraîner respectivement un arbre ( 8 ) d'essieu, les paliers ( 6 ) d'essieu étant assemblés au cadre ( 2 ) du châssis et dans lequel un palier support ( 43, 44 ) est disposé sur un côté supérieur et un côté inférieur ( OS, US ) de la traverse ( 4 ) pour l'articulation d'au moins un élément ( 41, 42 ) de traction/compression à une caisse ( 16 ) de locomotive ou de voiture,
    caractérisé,
    - en ce que les deux entraînements ( 9 ) suspendus de manière mobile à la traverse ( 4 ) sont des entraînements suspendus par le nez ou des entraînements chevauchant l'axe, ayant respectivement un moteur ( 10 ) de traction et un engrenage ( 11 ),
    - en ce que dans le cas d'entraînements ( 9 ) suspendus par le nez, les moteurs ( 10 ) de traction sont assemblés à un tube ( 20 ) de palier, de suspension par le nez, monté tournant coaxialement à l'arbre ( 8 ) de l'essieu et en ce que le moteur ( 10 ) de traction a un support ( 51 ) de couple de rotation, à l'aide duquel le moteur ( 10 ) de traction respectif est articulé à la traverse ( 4 ) ou
    - en ce que, dans le cas d'entraînement ( 9 ) chevauchant l'axe, les moteurs ( 10 ) de traction sont mis conjointement sur la traverse ( 4 ) et en ce que, sur chaque engrenage ( 11 ) chevauchant l'axe, est mis un support ( 51 ) de couple de rotation, qui est articulé de son côté à la traverse ( 4 ), et
    - en ce que, entre le palier support ( 44 ) inférieur sur la face ( US ) inférieure de la traverse ( 4 ) et les supports ( 51 ) de couple de rotation, est articulée respectivement une bielle ( 57 ) de force de traction.
  2. Châssis suivant la revendication 1, caractérisé en ce que les supports ( 51 ) de couple de rotation sont articulés à la face ( US ) inférieure de la traverse ( 4 ).
  3. Châssis suivant la revendication 1, caractérisé en ce que les supports ( 51 ) de couple de rotation sont articulés à la traverse ( 4 ) par respectivement un levier ( 55 ) oscillant.
  4. Châssis suivant l'une des revendications précédentes, caractérisé en ce que la traverse ( 4 ) a deux parois latérales qui sont opposées respectivement à un moteur ( 10 ) de traction de l'entraînement ( 9 ) suspendu par le nez, en ce que respectivement une console ( 56 ) est disposée dans la partie latérale de la traverse ( 4 ), en ce que l'extrémité supérieure du levier ( 55 ) oscillant est reçu en articulation dans la console ( 56 ) et en ce que l'extrémité inférieure du levier ( 55 ) oscillant est articulée au support ( 51 ) de couple de rotation du moteur ( 10 ) de traction respectif de l'entraînement ( 9 ) suspendu par le nez.
  5. Châssis suivant la revendication 4, caractérisé en ce que les bielles ( 57 ) de force de traction ont un axe longitudinal qui s'étend respectivement dans un plan ( LSE ) de coupe longitudinal passant par le milieu du châssis ( 1 ).
  6. Châssis suivant la revendication 4 ou 5, caractérisé en ce que les bielles ( 57 ) de force de traction sont disposées parallèlement à un plan passant par les axes ( RA ) de rotation des arbres ( 8 ) d'essieu.
  7. Châssis suivant l'une des revendications 4 à 6, caractérisé en ce que respectivement deux paliers ( 21 ) suspendus par le nez sont disposés entre l'arbre ( 8 ) d'essieu et le tube ( 20 ) de palier suspendu par le nez et en ce que les paliers ( 21 ) suspendus par le nez forment avec les paliers ( 6 ) d'essieu respectivement une unité de construction intégré.
  8. Châssis suivant l'une des revendications 1 à 3, caractérisé en ce que l'un des engrenages ( 11 ) de l'entraînement ( 9 ) chevauchant l'axe a un nombre d'étages d'entraînement pair et en ce que l'autre engrenage ( 11 ) de l'entraînement ( 9 ) chevauchant l'axe a un nombre d'étages d'engrenage impair en ayant le même rapport de démultiplication.
  9. Châssis suivant la revendication 8, caractérisé en ce que les engrenages ( 11 ) sont reliés à un tube ( 20 ) de palier monté tournant coaxialement à l'arbre ( 8 ) d'essieu.
  10. Châssis suivant l'une des revendications précédentes, caractérisé en ce que les biellettes ( 57 ) de force de traction et les éléments ( 41, 42 ) de traction/compression sont des barres de traction/compression rigides.
  11. Châssis suivant l'une des revendications précédentes, caractérisé en ce que les deux longerons ( 3 ) du cadre ( 2 ) du châssis sont assemblés de manière mobile à la traverse ( 4 ).
  12. Châssis suivant l'une des revendications précédentes, caractérisé en ce que les paliers ( 6 ) d'essieu sont assemblés dans le cadre ( 2 ) du châssis à la traverse ( 4 ) respectivement à l'aide d'une biellette ( 49 ) d'essieu.
EP08717775A 2007-03-19 2008-03-13 Châssis de véhicule ferroviaire Not-in-force EP2121408B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007013050A DE102007013050B4 (de) 2007-03-19 2007-03-19 Fahrwerk für ein Schienenfahrzeug
PCT/EP2008/053031 WO2008113744A1 (fr) 2007-03-19 2008-03-13 Châssis de véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2121408A1 EP2121408A1 (fr) 2009-11-25
EP2121408B1 true EP2121408B1 (fr) 2010-08-04

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EP08717775A Not-in-force EP2121408B1 (fr) 2007-03-19 2008-03-13 Châssis de véhicule ferroviaire

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US (1) US8122835B2 (fr)
EP (1) EP2121408B1 (fr)
AT (1) ATE476341T1 (fr)
DE (2) DE102007013050B4 (fr)
WO (1) WO2008113744A1 (fr)

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JP5591926B2 (ja) * 2010-10-15 2014-09-17 日本車輌製造株式会社 鉄道車両の車体傾斜装置および車体傾斜方法
EP2500226A1 (fr) * 2011-03-16 2012-09-19 Bombardier Transportation GmbH Train roulant pour véhicule ferroviaire avec suspension de moteur à découplage transversal
CN104477196B (zh) * 2014-12-23 2017-02-22 中车唐山机车车辆有限公司 一种米轨动力转向架及米轨车辆
US10272928B2 (en) * 2016-12-21 2019-04-30 Caterpillar Inc. Adjustable weight transfer system for bogie
CN110525471B (zh) * 2019-08-21 2020-08-18 朔黄铁路发展有限责任公司 位移测量机构、转向架及车辆

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GB399373A (en) * 1932-01-30 1933-10-05 Franz Kruckenberg Improvements in or relating to trucks or bogies for railway vehicles
US3799066A (en) * 1972-12-26 1974-03-26 Gen Steel Ind Inc Resilient railway truck suspension
CH609290A5 (fr) * 1976-07-23 1979-02-28 Schweizerische Lokomotiv
CH624061A5 (fr) * 1977-09-20 1981-07-15 Schweizerische Lokomotiv
CH670228A5 (fr) * 1986-02-27 1989-05-31 Schweizerische Lokomotiv
FR2664222B1 (fr) * 1990-07-05 1993-01-15 Alsthom Gec Bogie a roues independantes motorisees pour vehicule ferroviaire.
US5524550A (en) * 1991-02-27 1996-06-11 Man Ghh Schienenverkehrstechnik Gmbh Bogies for rail vehicles
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FR2775461B1 (fr) * 1998-03-02 2003-12-05 Gec Alsthom Transport Sa Bogie moteur de vehicule de traction comportant au moins un moto-reducteur dispose a l'interieur du chassis de bogie et vehicule de traction comportant un tel bogie moteur
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DE10018515C1 (de) 2000-04-14 2001-10-31 Knorr Bremse Systeme Bremsdruckregelvorrichtung für Fahrzeuge
AT409843B (de) * 2000-04-17 2002-11-25 Siemens Sgp Verkehrstech Gmbh Fahrwerk für ein schienenfahrzeug
EP1452766A3 (fr) 2003-02-28 2005-02-09 Siemens SGP Verkehrstechnik GmbH Elément d'accouplement avec des moyens pour l'amortissement des oscillations de résonance.
DE10352960B4 (de) * 2003-11-13 2006-06-14 Benteler Automobiltechnik Gmbh Gehäuseanordnung für den Turbolader einer Brennkraftmaschine
DE102006010536B4 (de) * 2006-03-07 2008-06-12 Siemens Ag Dieselelektrisches Antriebssystem mit einem permanent erregten Synchrongenerator
DE102006010537B4 (de) * 2006-03-07 2009-06-10 Siemens Ag Dieselelektrisches Antriebssystem mit einem permanent erregten Synchrongenerator
JP5889512B2 (ja) * 2008-12-24 2016-03-22 株式会社東芝 車両駆動装置
FR2946308B1 (fr) * 2009-06-05 2011-08-05 Alstom Transport Sa Bogie de vehicule ferroviaire articule

Also Published As

Publication number Publication date
US20100116167A1 (en) 2010-05-13
WO2008113744A1 (fr) 2008-09-25
DE502008001081D1 (de) 2010-09-16
DE102007013050B4 (de) 2011-05-12
DE102007013050A1 (de) 2008-09-25
EP2121408A1 (fr) 2009-11-25
ATE476341T1 (de) 2010-08-15
US8122835B2 (en) 2012-02-28

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