EP2500233B1 - Schienenfahrzeugeinheit mit Zugvorrichtung - Google Patents

Schienenfahrzeugeinheit mit Zugvorrichtung Download PDF

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Publication number
EP2500233B1
EP2500233B1 EP20110158521 EP11158521A EP2500233B1 EP 2500233 B1 EP2500233 B1 EP 2500233B1 EP 20110158521 EP20110158521 EP 20110158521 EP 11158521 A EP11158521 A EP 11158521A EP 2500233 B1 EP2500233 B1 EP 2500233B1
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EP
European Patent Office
Prior art keywords
transverse beam
wall element
running gear
rail vehicle
traction linkage
Prior art date
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Application number
EP20110158521
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English (en)
French (fr)
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EP2500233A1 (de
Inventor
Detlef Müller
Matthias Kwitniewski
Igor Geiger
Paul Gier
Heiko Mannsbarth
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to ES11158521T priority Critical patent/ES2457591T3/es
Priority to EP20110158521 priority patent/EP2500233B1/de
Priority to CN201210069356.1A priority patent/CN102673590B/zh
Publication of EP2500233A1 publication Critical patent/EP2500233A1/de
Application granted granted Critical
Publication of EP2500233B1 publication Critical patent/EP2500233B1/de
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    • 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
    • B61F5/50—Other details
    • B61F5/52—Bogie frames
    • 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 present invention relates to a rail vehicle unit, as known from GB-PS-1,057,237 (Travilla ), comprising a running gear frame of a running gear, a supported vehicle component, and a traction linkage element, the running gear frame defining a longitudinal direction, a transverse direction and a height direction.
  • the running gear frame is substantially H-shaped and comprises two longitudinal beams and one box-shaped transverse beam providing a structural connection between the longitudinal beams in the transverse direction.
  • the supported vehicle component is supported on the running gear frame via a spring unit.
  • the supported vehicle component and the running gear frame are connected in the longitudinal direction via the traction linkage element, a first end of the traction linkage element, in a first articulation location, being articulated to the running gear frame and a second end of the traction linkage element, in a second articulation location, being articulated to the supported vehicle component.
  • the present invention further relates to a rail vehicle comprising such a rail vehicle unit.
  • EP 0 831 003 B1 discloses a so-called Jacobs bogie, wherein the traction linkage is connected to a vertical arm of a coupling used to couple the ends of the two wagon bodies supported on the bogie.
  • the articulation of the traction linkage to the bogie frame is located between two generally box-shaped transverse beams of the running gear, the box shaped transverse beam interfacing the traction linkage providing sufficient strength and bending resistance to take the (considerable) loads introduced via the traction linkage.
  • Such a placement of the traction linkage at a low level has certain advantages regarding the introduction of the reaction forces of the wagon body into the bogie resulting from traction and braking forces.
  • such a configuration is beneficial in terms of reduced unloading of single wheels at these occasions.
  • Such a configuration with a low traction linkage located between two transverse beams may be easily feasible in such a Jacobs bogie, due to its generally large dimension in its longitudinal direction providing sufficient space between the two transverse beams.
  • a generally shorter bogie as the ones supporting one single wagon body causes the problem that there is not sufficient space between the two transverse beams for placing the comparatively long linkage.
  • such a configuration with two transverse beams has the disadvantage that it is comparatively heavy adding to the overall weight of the bogie.
  • Such a high weight, among others, is disadvantageous in terms of the dynamic properties of the vehicle, in particular at high speeds.
  • a further type of connection between a running gear and a wagon body is known, for example, from DE 37 01 424 A1 (Weigel ).
  • a longitudinally compact swivel pin arrangement is chosen for such a generally shorter bogie supporting one single wagon body.
  • two transverse beams are supporting the stop elements cooperating with the swivel pin which, again, has the disadvantages regarding the overall weight of the bogie.
  • a considerable play between the wagon body and the bogie is present in the longitudinal direction which is disadvantageous in terms of the running properties of the vehicle, in particular at high speeds.
  • the present invention is based on the technical teaching that improvement of the dynamic behavior of the running gear, in particular, at high speeds, maybe achieved with an overall lightweight and space-saving configuration if the traction linkage element is integrated or received, respectively, on the inside of one single transverse beam formed as a substantially box shaped element by a plurality of wall elements. It has been found that single box shaped transverse beam may be suitably designed to take the considerable loads introduced via the articulation of the traction linkage element at its inside. Hence, since the two transverse beams may be dispensed with, a very compact and lightweight design is achieved relaxing, to some extent, the strict building space requirements within a modern running gear, in particular for a high-speed application. Furthermore, such a configuration nevertheless allows achieving the beneficial effects of a substantially play-free traction linkage at a very low height level as they have been outlined initially.
  • the present invention relates to a rail vehicle unit comprising a running gear frame of a running gear, a supported vehicle component, and a traction linkage element, the running gear frame defining a longitudinal direction, a transverse direction and a height direction.
  • the running gear frame is substantially H-shaped and comprises two longitudinal beams and one transverse beam providing a structural connection between the longitudinal beams in the transverse direction.
  • the supported vehicle component is supported on the running gear frame via a spring unit.
  • the supported vehicle component and the running gear frame are connected in the longitudinal direction via the traction linkage element, a first end of the traction linkage element, in a first articulation location, being articulated to the running gear frame and a second end of the traction linkage element, in a second articulation location, being articulated to the supported vehicle component.
  • the transverse beam is a substantially box shaped element formed by a plurality of wall elements, the traction linkage element being received within the transverse beam and being connected to a console element. The console element reaches into the transverse beam and is connected to the supported vehicle component.
  • the structural connection between the two longitudinal beams, apart from the transverse beam may be provided by further structural components.
  • the single transverse beam forms a single structural connection between the two longitudinal beams such that a very compact and lightweight configuration is achieved.
  • the transverse beam is formed by a front wall element, a rear wall element, an upper wall element and a lower wall element, in the area of the transverse beam, the structural connection between the longitudinal beams being exclusively provided via the front wall element, the rear wall element, the upper wall element and the lower wall element.
  • These wall elements may have any suitable configuration.
  • at least single ones of these wall elements may be formed as sandwich elements comprising two or more layers.
  • a favorably space-saving and easily manufactured configuration and is achieved if the front wall element and/or the rear wall element are exclusively formed by a sheet metal element. This is particularly the case if the sheet metal element is a single layer element easing manufacture considerably.
  • the transverse beam in the region of the traction linkage element, has a longitudinally salient section within at least one of a front wall section and a rear wall section of the transverse beam.
  • a salient section in particular, if this wall section is also supporting or forming the interface to the traction linkage element, not only improves the introduction and support of the loads within the transverse beam, it furthermore locally provides more space for receipt of the traction linkage element while keeping the remainder of the transverse beam compact.
  • the salient section in the longitudinal direction, provides a maximum longitudinal distance between the front wall section and the rear wall section which is 105% to 130% of a minimum longitudinal distance between the front wall section and the rear wall section.
  • a value of 110% to 120% of the minimum longitudinal distance is chosen, more preferably 110% to 115% of the minimum longitudinal distance.
  • the transverse beam may be a simple generally hollow component.
  • the transverse beam in the region of the traction linkage element, has at least one lateral wall element confining a receptacle for the traction linkage element, the lateral wall element being spaced from an adjacent one of the longitudinal beams.
  • a lateral wall element may serve as an inner reinforcement element allowing compact dimensions of the transverse beam at improved structural stability.
  • the respective lateral wall element may be rigidly connected only to one single of the adjacent walls of the transverse beam. However, preferably, it is connected to at least two of these adjacent walls to obtain, for example, the desired reinforcement properties.
  • the transverse beam is formed by a wall element set consisting of a front wall element, a rear wall element, an upper wall element and a lower wall element, the lateral wall element forming an inner reinforcement element of the transverse beam rigidly connected to at least two, preferably at least three, more preferably all, of the walls of the wall element set.
  • the lateral wall element may have any suitable shape selected, for example, as a function of the desired or necessary force flux within the transverse beam. Particularly good reinforcement properties are achieved if the lateral wall element, in a view along the height direction is substantially V-shaped. Such a configuration has the advantage that, for example, torsional rigidity of the transverse beam is greatly improved. Furthermore, preferably, a root section of the V-shaped lateral wall element is arranged such that it faces away from the traction linkage element. In this case, a compact configuration is achieved with a concentrated reinforcement in the area of the traction linkage. Furthermore, the root section of the V-shaped lateral wall element may serve as a structurally highly stable interface for a transverse damping element connected to the traction linkage element and damping transverse motion of the traction linkage element.
  • the transverse beam in the region of the traction linkage element, has at least one lateral stop element adapted to limit lateral motion of the traction linkage element in the transverse direction.
  • a very simple arrangement which is easy to manufacture is achieved if the lateral stop element is at least partially located outside the transverse beam.
  • the lateral stop element is located in the region of an upper wall section of the transverse beam.
  • the lateral stop element transversely abuts against an edge section of the upper wall section such that a favorable introduction of the transverse forces into the upper wall section is achieved predominantly resulting in sheer loads and largely avoiding bending loads in the upper wall section.
  • the lateral stop element protrudes, in the height direction, from the transverse beam.
  • at least one lateral support element is associated to the lateral stop element, the lateral support element extending in the transverse direction.
  • the points of articulation of the traction linkage element, in the height direction, may be located at any desired height level. Preferably, they are located as low as possible in order to reduce pitch moments about the wheel-rail contact points which lead to undesired wheel unloading at the leading wheel unit (when accelerating) or at the trailing wheel unit (when braking) which increases the derailment risk.
  • the points of articulation are located close to the height level of the wheel unit axis to reduce the pitching moment (about the wheel axis) and, hence, the disposition of the running gear to develop pitching oscillation (i.e. oscillation about a pitching axis running in the transverse direction) of the running gear frame, since such pitching oscillation is adverse in terms of running stability, derailment risk and passenger comfort, in particular, at high speeds.
  • the wheel unit defines a wheel unit axis having, in the height direction, a first height level above the track level.
  • the first articulation location of the traction linkage element, in the height direction is located at a second height level above the track level, wherein the second height level, at least under the nominal loading, deviates from the first height level by less than 30% of the first height level.
  • the deviation is less than 20%, more preferably from 0% to 10%, of the first height level.
  • the second articulation location of the traction linkage element, in the height direction is located at a third height level above the track level, the third height level, at least under the nominal loading, deviating from the first height level by less than 30%, preferably less than 20%, more preferably from 0% to 10%, of the first height level.
  • the second height level and the third height level are substantially identical, such that the above advantages are achieved to their maximum degree.
  • the first height level is substantially identical to the second and third height level.
  • the console element may have any suitable design to provide proper connection to the supported vehicle component.
  • the console element is an elongated arm element extending in the height direction.
  • the interface to the traction linkage element may also be designed in any desired suitable way.
  • the console element, at the second articulation location has a forked interface end receiving the second end of the traction linkage element.
  • the console element is connected to a damping element, the damping element being further connected to the running gear frame and damping transverse motion between the running gear frame and the supported vehicle component, thereby relieving the secondary suspension from fulfilling this task.
  • the damping element may be located at any available and suitable location.
  • the damping element may be received within the transverse beam to achieve a very compact design.
  • the supported vehicle component may be the wagon body itself.
  • the supported vehicle component is a bolster of the running gear, the bolster being adapted to be connected to a wagon body to be supported.
  • the running gear including the entire suspension system and a up to the interface with the wagon body may be pre-tested.
  • a favorable, particularly lightweight design is achieved in providing at least one of the wall elements of the transverse beam as a weight reduced wall element showing at least one otherwise nonfunctional weight reduction recess at a less mechanically stressed location.
  • the less mechanically stressed location is a location where, in a reference wall element and under any load collective to be expected under normal operation of the rail vehicle unit, a reference stress occurs that is less than 5% of a maximum reference stress (that occurs in the reference element).
  • the reference stress is less than 10%, more preferably less than 15% to 20%, of the maximum reference stress.
  • the reference wall element apart from having a continuous, recess-free wall design, is substantially identical to the corresponding wall element of the transverse beam showing the weight reduction recess and replaces this recessed wall element. Furthermore, the maximum reference stress is a maximum mechanical stress occurring in the reference wall element under the respective one of the load collectives.
  • the reference stress and the maximum reference stress both are considered for the same load collective, i.e. at the same loading situation of the transverse beam, such that different maximum reference stresses may have to be considered depending on the loading situation.
  • certain locations may fulfill the requirements for being identified as a less mechanically stressed location under a first load collective (to be expected under normal operation of the vehicle and, hence, to be considered), these conditions may not be met under a further, different load collective (also to be expected under normal operation and, hence, also to be considered).
  • the specific location does not qualify as such a less mechanically stressed location in the sense of the present invention, and, hence, no recess is placed at this location.
  • only those load collectives will have to be considered wherein maximum stresses are to be expected during normal operation of the vehicle.
  • the at least one weight reduced wall element is an upper wall element and/or a lower wall element of the transverse beam.
  • the at least one weight reduced wall element is an inner reinforcement wall element of the transverse beam such as, for example, the one confining the receptacle for the traction linkage element has outlined above.
  • the at least one weight reduced wall element is a support element of a lateral stop element of the transverse beam such as, for example, the one as outlined above.
  • the present invention may be used for any desired rail vehicle operating at any desired nominal operating speed.
  • the beneficial effect of the present invention or a particularly visible in the high-speed operations preferably, the running gear it is adapted for a nominal operating speed above 250 km/h, preferably above 300 km/h, more preferably above 350 km/h.
  • the present invention furthermore relates to a rail vehicle with a rail vehicle unit according to the invention as it has been outlined above.
  • the vehicle 101 is a high-speed rail vehicle with a nominal operating speed above 250 km/h, more precisely above 300 km/h.
  • the vehicle 101 comprises a wagon body (not shown) supported by a suspension system on the running gear 102.
  • the running gear 102 comprises two wheel units in the form of wheel sets 103 supporting a preferred embodiment of a running gear frame 104 according to the invention via a primary spring unit 105.
  • the running gear frame 104 supports the wagon body via a secondary spring unit 106.
  • the drive unit 107 comprises a motor unit 108 (suspended to the running gear frame 104) and a gearing 109 (sitting on the shaft of the wheel set 103) connected via a motor shaft 110. Both drive units 107 are of substantially identical design and arranged substantially symmetrically with respect to the center of the running gear frame 104.
  • the running gear frame 104 is of generally H-shaped design with a middle section in the form of a transverse beam 104.1 located between the wheel sets 103 and rigidly connecting two longitudinal beams 104.2.
  • the interface of the running gear 102 to the wagon body (not shown) is formed by a bolster 111 rigidly connected to the wagon body and supported on the running gear frame 104 via the secondary spring unit 106.
  • a traction linkage 112 comprising a traction linkage element 112.1.
  • a first end of the traction linkage element 112.1 is articulated to the transverse beam 104.1 at a first articulation location 112.2, while a second end of the traction linkage element 112.1 is articulated, at a second articulation location 112.3, to a console element in the form of an elongated arm 113 of the bolster 111.
  • the transverse beam 104 is a substantially box shaped element formed by a plurality of wall elements, namely (seen in the positive x-direction) a front wall element 104.3 and a rear wall element 104.4 as well as (seen in the z- direction) an upper wall element 104.5 and a lower wall element 104.6.
  • Figure 3 shows a partially sectional view of the running gear frame 104 where part of the upper wall element 104.5 as well as a part of an upper wall of the right longitudinal beam 104.2 have been removed for providing a better overview over the inner structure of the transverse beam 104.1 and the longitudinal beams 104.2.
  • the traction linkage element 112.1 is received within a centrally located receptacle 104.7 of the transverse beam 104.1.
  • the receptacle 104.7 is confined by the wall elements 104.3 to 104.6 as well as by two lateral wall elements 104.8 located on both sides of the center of the running gear frame 104.
  • Each lateral wall element 104.8 is spaced from the respective adjacent longitudinal beam 104.2 and is substantially V-shaped in a view along the height direction, a root section 104.9 of the lateral wall element 104.8 facing away from the traction linkage element 112.1 and towards the associated longitudinal beam 104.2.
  • lateral wall elements 104.8 form inner reinforcement wall elements of the transverse beam 104.1.
  • the lateral wall elements are rigidly connected to the adjacent wall elements 104.3 to 104.6 of the transverse beam 104.1.
  • This configuration has the advantage that, for example, torsional rigidity of the transverse beam 104.1 about the transverse axis (y-direction) is greatly improved. Furthermore, a compact configuration is achieved with a concentrated reinforcement in the area of the traction linkage 112.
  • the root section 104.9 of one of the lateral wall elements 104.8 further serves as a structurally highly stable interface for a transverse damping element (only schematically indicated in Figure 3 by its line of action 114) connected to either the traction linkage element 112.1 or, preferably, to the corresponding interface of the console 113.
  • the damping element 114 damps motion in the transverse direction (y-direction) between the running gear frame 104 and the bolster 111. It will be appreciated that, with other embodiments, of the invention such a damping element may be provided at each side of the running gear.
  • connection between the traction linkage element 112.1 and the console 113 (at the second articulation location 112.3) is provided via a fork shaped end section 113.1 reaching through an opening 104.10 of the upper wall element 104.5 down into the receptacle 104.7 such that each of its free ends is rigidly connected (e.g. via screws or the like) to a free end of an axle element 112.4 of the traction linkage element 112.1.
  • the axle element 112.2 is received within an elastic bearing (e.g. a conventional rubber bearing) of the traction linkage element 112.1 allowing relative motion between the traction linkage element 112.1 and the axle element 112.2.
  • a similar connection is provided at the other, first end of the traction linkage element 112.1 (i.e. at the first articulation location 112.2), where each of the free ends of an further axle element 112.5 (elastically held within the traction linkage element 112.1) is rigidly connected (e.g. via screws or the like) to an adjacent interface element 104.11 rigidly mounted to the front wall 104.3 of the transverse beam 104.1.
  • a lateral stop device 115 comprising two lateral stop elements 115.1 is provided to limit lateral motion of the bolster 111 with respect to the running gear frame 104 (and, hence, also lateral motion of the traction linkage element 112.1) in the transverse direction.
  • the lateral stop elements 115.1 are provided laterally at both sides of the opening 104.10 in the upper wall element 104.5 and are partially located outside the transverse beam 104.1.
  • Each lateral stop element 115.1 further reaches into the receptacle 104.7 and transversely abuts against an edge section of the upper wall element 104.5 such that a favorable introduction of the transverse forces into the upper wall element 104.5 is achieved predominantly resulting in sheer loads and largely avoiding bending loads in the upper wall element 104.5.
  • two lateral support elements 115.2 are provided for the part of the respective lateral stop element 115.1 protruding (in the height direction) from the transverse beam 104.1. These lateral support elements 115.2 extending in the transverse direction.
  • a drive support unit 116 for each one of the drive units 107 is mounted to the (transversally) central part of the front wall element 104.3 and the rear wall element 104.4, respectively.
  • Each drive support unit 116 comprises a lower support structure 116.1 and a plurality of drive support arms 115.2 mounted thereon.
  • Each of the drive support arms 116.2 forms a hook-shaped interface element for the drive unit 107 to support the latter.
  • the running gear frame 104 is a weight reduced yet structurally highly stable component, weight reduction while keeping structural stability being achieved by several, independently applicable approaches (yet these approaches are preferably combined to achieve the maximum effect).
  • the weight reduction of the running gear frame 104 achieved by these means is not only beneficial in terms of the overall energy consumption of the vehicle 101.
  • One of these approaches is to reduce the structure of the transverse beam to a minimum by providing the structural connection between the two longitudinal beams 104.2 in the (longitudinally) central area of the running gear frame 104 exclusively by the four wall elements 104.3 to 104.6.
  • a very compact and lightweight configuration is achieved by simply avoiding a conventional structure with two generally box-shaped transverse beams.
  • transverse beam 104.1 Furthermore, structural stability of the transverse beam 104.1 is increased (without noticeably increasing weight) by a longitudinally salient section 104.12 within the front wall section 104.3 and a longitudinally salient section 104.13 within the rear wall section 104.4 of the transverse beam 104.1. Both salient sections 104.12, 104.13 are substantially centrally located (in the transverse direction) and are formed in the area of the receptacle 104.7.
  • salient sections 104.12, 104.13 improve the introduction and support of the loads within the transverse beam 104.1. Furthermore, apart from increasing the bending resistance and the torsional resistance (via an increase in the respective second moment of area of the transverse beam 104.1), the salient sections 104.12, 104.13 also locally provide more space for receipt of the traction linkage element 112.1 while keeping the remainder of the transverse beam 104.1 compact.
  • the salient sections 104.12, 104.13 in the longitudinal direction, provide a maximum longitudinal distance LD max between the front wall element 104.3 and the rear wall element 104.4 which is 110% of a minimum longitudinal distance LD min between the front wall element 104.3 and the rear wall section 104.4.
  • this LD min is in the longitudinal distance between the front wall element 104.3 and the rear wall section 104.4 transversely outside of the salient sections 104.12, 104.13, which is in particular present at the respective connection between the front wall section 104.3 and the rear wall section 104.4 and the longitudinal beam 104.2.
  • the salient sections104.12, 104.13, in the transverse direction, extend over a transverse distance TDS of about 45% of the inner transverse distance TDL between the longitudinal beams 104.2. Hence, by this means, only a moderate increase in the size of the transverse beam 104.1 is achieved while obtaining the above advantages.
  • the transverse distance TDS may vary from 25% to 65% of the longitudinal beam distance TDL, preferably from 35% to 55% of the longitudinal beam distance TDL, more preferably from 40% to 50% of the longitudinal beam distance TDL.
  • a further (nevertheless individually applicable) approach followed in the present example for reducing the weight of the running gear frame 104 is to use a plurality of weight reduced wall elements at several locations within the running gear frame 104 as will be explained in the following.
  • This weight reduction approach is based on the idea to modify the structure of the transverse beam (compared to conventional running gear frames of this type) insofar as each of these weight reduced wall elements shows at least one (otherwise nonfunctional) weight reduction recess at a less mechanically stressed location.
  • the present running gear frame 104 shows such weight reduction recesses 104.14 in the upper wall element 104.5, the lower wall element 104.6 and the reinforcement wall elements 104.8 of the transverse beam 104.1 as well as within inner reinforcement elements 104.15 of the longitudinal beams 104.2. Furthermore, such weight reduction recesses 115.3 also provided in the natural support elements 115.2. Finally, such weight reduction recesses 116.3 also provided within the lower support structure 116.1 and within the drive support arms 116.2 of the drive support unit 116.
  • weight reduction recess 104.14, 115.3, 116.3 typically, insofar distinguishes from other conventional recesses within components or wall elements as its single purpose is the weight reduction achieved. Hence, for this reason, such a weight reduction recess 104.14, 115.3, 116.3 distinguishes from other recesses (such as, for example, the opening 104.10) eventually present for (typically imperatively) providing access to another component of the vehicle or for immediately receiving further components of the vehicle.
  • the less mechanically stressed location for the weight reduction recess 104.14, 115.3, 116.3 is a location where, in a reference wall element and under any load collective LC i to be expected under normal operation of the rail vehicle 101, a reference stress RS i occurs that is less than 20% of a maximum reference stress RS max (that occurs in the reference element).
  • the reference wall element apart from having a continuous, recess-free wall design, is substantially identical to the corresponding wall element of the running gear frame 104 showing the weight reduction recess 104.14, 115.3, 116.3 and replaces this recessed wall element.
  • the maximum reference stress RS max,i is a maximum mechanical stress occurring in the reference wall element under the respective one of the load collectives LC i .
  • the reference stress RS i and the maximum reference stress RS max,i both are considered for the same load collective LC i , i.e. at the same loading situation of the running gear frame 104, such that different maximum reference stresses RS max,i may have to be considered depending on the loading situation.
  • certain locations may fulfill the requirements for being identified as a less mechanically stressed location under a first load collective LC 1 , (to be expected under normal operation of the vehicle and, hence, to be considered), these conditions may not be met under a further, different load collective LC 2 (also to be expected under normal operation and, hence, also to be considered).
  • the specific location does not qualify as such a less mechanically stressed location in the sense of the present invention, and, hence, no recess is placed at this location. It will be further appreciated that, with certain embodiments of the invention, only those load collectives LC i will have to be considered wherein maximum stresses are to be expected during normal operation of the vehicle 101.
  • a further advantage of the present embodiment of the rail vehicle 101 lies within the arrangement of the traction linkage 112 and its points of articulation providing advantageous transmission of the longitudinal forces resulting when accelerating or braking the vehicle 101 as will be outlined in the following.
  • the articulation locations 112.2 and 112.3 (more precisely the pivot axis) of the traction linkage element 112.1, in the height direction, are located at a second and a third height level above a track level (of the track as indicated by the dashed contour 117 in Figure 1 ) which is substantially identical to the first height level of the wheel unit axis of the wheel units 103.
  • This arrangement of the articulation locations 112.2 and 112.3 reduces the pitching moment (about the wheel axis) and, hence, the disposition of the running gear 102 to develop pitching oscillation (i.e. oscillation about a pitching axis running in the transverse direction) of the running gear frame 104. This is beneficial since such pitching oscillation is adverse in terms of running stability, derailment risk and passenger comfort, in particular, at high speeds.
  • this solution has the advantage that the articulation locations 112.2 and 112.3 are located comparatively low (in the height direction) such that pitch moments about the wheel-rail contact points are reduced, which may lead to undesired wheel unloading at the leading wheel unit 103 (when accelerating) or at the trailing wheel unit 103 (when braking) which increases the derailment risk.
  • connection between the components of the running gear frame 104 is provided using a welding process.
  • this technique or other connecting techniques may be used either alone or in arbitrary combinations.
  • sheet metal elements as well as cast or forged elements may be used either alone or in arbitrary combinations for the running gear frame.
  • a further preferred embodiment of a running gear 202 according to the invention comprising a preferred embodiment of the running gear frame 204 will be described in the following.
  • the running gear 202 is also used in the vehicle 101.
  • the running gear 202 and, in particular, the running gear frame 204 in their basic design and functionality largely correspond to the running gear 102 and the running the frame 104, such that only the differences will be discussed here.
  • like components are given the same reference numerals increased by the value 100.
  • explicit reference is made to the explanations given above unless explicit deviating statements are made in the following in this respect.
  • the running gear 202 is a non-driven running gear having no drive unit supported therein.
  • the running gear 202 comprises two brake support units 216 each adapted to support a brake unit (not shown in detail).
  • a brake support unit 216 for each one of the brake units is mounted to the (transversally) central part of the front wall element 204.3 and the rear wall element 204.4, respectively.
  • Each brake support unit 216 comprises a lower support structure 216.1 and a plurality of brake support arms 216.2 mounted thereon.
  • Each of the brake support arms 216.2 at its free end, carries a cast interface element 216.4 for the brake unit to support the latter.
  • a web element 216.5 of the respective support arm 216.2 is provided with a weight reduction recess 216.3 at a less mechanically stressed location fulfilling the requirements as outlined above in the context of the first embodiment.
  • the interface element 216.4 also is provided with a weight reduction recess 216.3 at a less mechanically stressed location fulfilling the requirements as outlined above in the context of the first embodiment.

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Claims (15)

  1. Schienenfahrzeugeinheit, die Folgendes umfasst:
    - einen Fahrwerksrahmen (104; 204) eines Fahrwerks,
    - eine abgestützte Fahrzeugkomponente (111), und
    - ein Traktionsverbindungselement (112.1); wobei
    - der Fahrwarksrahman (104; 204) eine Längsrichtung, eine Querrichtung und eine Höhenrichtung definiert;
    - der Fahrwerksrahmen (104; 204) im Wesentlichen H-förmig ist und zwei Längsträger (104.2) und einen Querträger (104.1; 204.1) umfasst, der eine strukturelle Verbindung zwischen den Längsträgern (104.2) in der Querrichtung herstellt;
    - die abgestützte Fahrzeugkomponente (111) über eine Federeinheit auf dem Fahrwerksrahmen (104; 204) gelagert ist;
    - wobei die abgestützte Fahrzeugkomponente (111) und der Fahrwerksrahmen (104; 204) in der Längsrichtung über das Traktionsverbindungselement (112.1) verbunden sind, wobei ein erstes Ende des Traktionsverbindungselements (112.1) an einer ersten Gelenkstelle an dem Fahrwerksrahmen (104; 204) angelenkt ist und ein zweites Ende des Traktionsverbindungselements (112.1) an einer zweiten Gelenkstelle an der abgestützten Fahrzeugkomponente (111) angelenkt ist;
    - der Querträger (104.1; 204.1) ein im Wesentlichen kastenförmiges Element ist, das von mehreren Wandelementen (104.3 bis 104.6; 204.3 bis 204.6) gebildet ist;
    dadurch gekennzeichnet, dass
    - das Traktionsverbindungselement (112.1) in dem Querträger (104.1; 204.1) aufgenommen ist und mit einem Konsolenelement (113) verbunden ist; wobei
    - das Konsolenelement (113) in den Querträger (104.1; 204.1) hineinreicht und mit der abgestützten Fahrzeugkomponente (111) verbunden ist.
  2. Schienenfahrzeugeinheit nach Anspruch 1, wobei
    - der Querträger (104.1; 204.1) von einem Frontwandelement (104.3; 204.3), einem Hinterwandelement (104.4; 204.4), einem oberen Wandelement (104.5; 204.5) und einem unteren Wandelement (104.6; 204.6) gebildet wird;
    - die Strukturverbindung zwischen den Längsträgern (104.2) im Bereich des Querträgers (104.1; 204.1) ausschließlich über das Frontwandelement (104.3; 204.3), das Hinterwandelement (104.4; 204.4), das obere Wandelement (104.5; 204.5) und das untere Wandelement (104.6; 204.6) hergestellt wird.
  3. Schienenfahrzeugeinheit nach Anspruch 2, wobei
    - das Frontwandelement (104.3; 204.3) und/oder das Hinterwandelement (104.4; 204.4) ausschließlich von einem Metallblechelement gebildet wird; wobei
    - das Metallblechelement insbesondere ein einlagiges Element ist.
  4. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 3, wobei
    - der Querträger (104.1; 204.1) im Bereich des Traktionsverbindungselements (112.1) eine longitudinal vorspringende Sektion (104.12, 104.13) in wenigstens einer Frontwandsektion und/oder einer Hinterwandsektion hat; wobei
    - die vorspringende Sektion (104.12, 104.13) in der Längsrichtung insbesondere einen maximalen Längsabstand zwischen der Frontwandsektion und der Hinterwandsektion aufweist, der 105% bis 130%, vorzugsweise 110% bis 120%, bevorzugter 110% bis 115%, eines minimalen Längsabstands zwischen der Frontwandsektion und der Hinterwandsektion beträgt.
  5. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 4, wobei
    - der Querträger (104. 1; 204.1) im Bereich des Traktionsverbindungselements (112.1) wenigstens ein Seitenwandelement (104.8) aufweist, das eine Aufnahme (104.7) für das Traktionsverbindungselement (112.1) begrenzt;
    - wobei das Seitenwandelement (104.8) von einem benachbarten der Längsträger (104.2) beabstandet ist,
    wobei insbesondere
    - der Querträger (104.1; 204.1) durch einen Wandelementesatz bestehend aus einem Frontwandelement (104.3; 204.3), einem Hinterwandelement (104.4; 204.4), einem oberen Wandelement (104.5; 204.5) und einem unteren Wandelement z1 204.6) gebildet wird, wobei das Seitenwandelement (104.8) ein inneres Verstärkungselement des Querträgers (104.1; 204.1) bildet, das starr mit wenigstens zwei, vorzugsweise wenigstens drei, am meisten bevorzugt allen Wänden des Wandelementesatzes verbunden ist,
    und/oder
    - das Seitenwandelement (104.8), mit Blick entlang der Höhenrichtung, im Wesentlichen V-förmig ist, wobei eine Wurzelsektion des V-förmigen Seitenwandelements (104.8) insbesondere von dem Traktionsverbindungselement (112.1) weg zeigt.
  6. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 5, wobei
    - der Querträger (104.1; 204.1) im Bereich des Traktionsverbindungselements (112.1) wenigstens ein Seitenanschlagelement (115.1) aufweist, das dazu ausgebildet ist, Seitenbewegungen des Traktionsverbindungselements (112.1) in der Querrichtung zu begrenzen,
    wobei insbesondere
    - das Seitenanschlagelement (115.1) sich wenigstens teilweise außerhalb des Querträgers (104.1; 204.1) befindet,
    und/oder
    - das Seitenanschlagelement (115.1) sich im Bereich einer oberen Wandsektion des Querträgers (104.1; 204.1) befindet,
    und/oder
    - das Seitenanschlagelement (115.1) in der Höhenrichtung von dem Querträger (104.1; 204.1) vorsteht, wobei dem Seitenanschlagelement (115.1) wenigstens ein Seitenträgerelement (115.2) zugeordnet ist, wobei das Seitenträgerelement (115.2) in der Querrichtung insbesondere bis in den Bereich eines inneren Verstärkungselements verläuft, das sich innerhalb des Querträgers (104.1; 204.1) befindet.
  7. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 6, wobei
    - der Fahrwerksrahmen (104; 204) eine Nennlast hat und auf einer Radeinheit (103) abgestützt ist, die dazu ausgebildet ist, auf einem Gleis mit einem Gleisniveau zu laufen;
    - wobei die Radeinheit (103) eine Achse der Radeinheit (103) definiert, die in der Höhenrichtung eine erste Höhe über dem Gleisniveau hat,
    wobei
    - die erste Gelenkstelle des Traktionsverbindungselements (112.1) sich in der Höhenrichtung in einer zweiten Höhe über dem Gleisniveau befindet, wobei die zweite Höhe, wenigstens unter der Nennlast, von der ersten Höhe um weniger als 30%, vorzugsweise um weniger als 20%, weiter bevorzugt um 0% bis 10%, der ersten Höhe abweicht,
    und/oder
    - die zweite Gelenkstelle des Traktionsverbindungselements (112.1) sich in der Höhenrichtung in einer dritten Höhe über dem Gleisniveau befindet, wobei die dritte Höhe, wenigstens unter der Nennlast, von der ersten Höhe um weniger als 30%, vorzugsweise um weniger als 20%, weiter bevorzugt um 0% bis 10%, der ersten Höhe abweicht.
  8. Schienenfahrzeugeinheit nach Anspruch 7, wobei
    - die zweite Höhe und die dritte Höhe, wenigstens unter der Nennlast, im Wesentlichen identisch sind; wobei
    - die erste Höhe insbesondere mit der zweiten und dritten Höhe im Wesentlichen identisch ist.
  9. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 8, wobei
    - das Konsolenelement (113) ein längliches, in der Höhenrichtung verlaufendes Armelement ist;
    - wobei das Konsolenelement (113) an der zweiten Gelenkstelle ein gegabeltes Schnittstellenende aufweist, welches das zweite Ende des Traktionsverbindungselements (112.1) aufnimmt.
  10. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 9, wobei
    - das Konsolenelement (113) mit einem Dämpfungselement (114) verbunden ist;
    - wobei das Dämpfungselement (114) ferner mit dem Fahrwerksrahmen (104; 204) verbunden ist und Querbewegungen zwischen dem Fahrwerksrahmen (104; 204) und der abgestützten Fahrzeugkomponente (111) dämpft; wobei
    - das Dämpfungselement (114) insbesondere in dem Querträger (104.1; 204.1) aufgenommen ist.
  11. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 10, wobei
    - die abgestützte Fahrzeugkomponente (111) eine Wiege des Fahrwerks ist;
    - wobei die Wiege dazu ausgebildet ist, mit einem Wagenkasten verbunden zu werden.
  12. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 11, wobei
    - wenigstens eines der Wandelemente des Querträgers (104.1; 204.1) ein gewichtsreduziertes Wandelement ist, das wenigstens eine ansonsten funktionslose Gewichtsreduktionsaussparung (104.14, 115.3, 116.3, 216.3) an einer mechanisch weniger belasteten Stelle aufweist;
    - die mechanisch weniger belastete Stelle eine Stelle ist, an der in einem Referenzwandelement und unter einem beliebigen bei normalem Betrieb der Schienenfahrzeugeinheit zu erwartenden Lastkollektiv eine Referenzlast auftritt, die geringer als 5%, vorzugsweise geringer als 10%, weiter bevorzugt geringer als 15% bis 20%, einer maximalen Referenzlast ist;
    - wobei das Referenzwandelement abgesehen von einer kontinuierlichen, aussparungsfreien Wandstruktur mit dem die Gewichtsreduktionsaussparung (1104.14, 115.3, 116.3; 216.3) aufweisenden Wandelement des Querträgers (104.1; 204.1) im Wesentlichen identisch ist und es ersetzt; wobei
    - die maximale Referenzlast eine maximale mechanische Belastung ist, die in dem Referenzwandelement unter dem jeweiligen Lastkollektiv auftritt.
  13. Schienenfahrzeugeinheit nach Anspruch 12, wobei
    - das wenigstens eine gewichtsreduzierte Wandelement ein oberes Wandelement (104.5; 204.5) und/oder ein unteres Wandelement (104.6; 204.6) des Querträgers (104.1; 204.1) ist,
    und/oder
    - das wenigstens eine gewichtsreduzierte Wandelement ein inneres Verstärkungswandelement (104.8) des Querträgers (104.1; 204.1) ist,
    und/oder
    - das wenigstens eine gewichtsreduzierte Wandelement ein Stützelement eines Seitenanschlagelements (115.1) des Querträgers (104.1; 204.1) ist.
  14. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 13, wobei sie für eine Nennbetriebsgeschwindigkeit über 250 km/h, vorzugsweise über 300 km/h, weiter bevorzugt über 350 km/h, ausgelegt ist.
  15. Schienenfahrzeug mit einer Schienenfahrzeugeinheit (102) nach einem der Ansprüche 1 bis 14.
EP20110158521 2011-03-16 2011-03-16 Schienenfahrzeugeinheit mit Zugvorrichtung Active EP2500233B1 (de)

Priority Applications (3)

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ES11158521T ES2457591T3 (es) 2011-03-16 2011-03-16 Unidad de vehículo ferroviario con mecanismo articulado de tracción
EP20110158521 EP2500233B1 (de) 2011-03-16 2011-03-16 Schienenfahrzeugeinheit mit Zugvorrichtung
CN201210069356.1A CN102673590B (zh) 2011-03-16 2012-03-15 一种轨道车辆单元

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USD756207S1 (en) 2014-04-15 2016-05-17 General Electric Company Center pivot
FR3042768B1 (fr) * 2015-10-23 2018-01-12 Alstom Transport Technologies Vehicule ferroviaire comprenant au moins un bogie abaisse
CN106004915A (zh) * 2016-06-21 2016-10-12 中车唐山机车车辆有限公司 转向架的构架
CN207225372U (zh) * 2017-09-19 2018-04-13 中车长春轨道客车股份有限公司 一种拖车构架及具有该拖车构架的拖车转向架
DE202017107670U1 (de) * 2017-12-18 2019-03-20 Lothar Thoni Drehgestellrahmen für Schienenfahrzeuge aus einem Aluminiumgussteil
CN111115145B (zh) * 2020-02-25 2024-06-04 株洲中车特种装备科技有限公司 一种agv牵引构架转运输送装置

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GB1057237A (en) * 1963-09-18 1967-02-01 Gen Steel Ind Inc Railway vehicle bogie
US4173933A (en) * 1974-05-08 1979-11-13 Maschinenfabrik Augsburg-Nurnberg Aktiengesellschaft High speed bogie
DE3701424A1 (de) 1987-01-20 1988-07-28 Gutehoffnungshuette Man Luftfederdrehgestell, insbesondere fuer schnellauffaehige schienenfahrzeuge
DE19638763C2 (de) 1996-09-21 2001-02-15 Daimler Chrysler Ag Drehgestellanbindung für Jacobs-Drehgestelle
DE19814166A1 (de) * 1998-03-30 1999-10-07 Scharfenbergkupplung Gmbh & Co Vorrichtung zum elastischen Abstützen des Kupplungsschafts einer Mittelpufferkupplung an einem Schienenfahrzeug
SE519889C2 (sv) * 1999-11-08 2003-04-22 Dellner Couplers Ab Kopplingsanordning för rälsfordon
DE10010610A1 (de) * 2000-03-03 2001-09-06 Daimler Chrysler Ag Schienenfahrzeug mit Wagenkasten und mindestens einem Fahrwerk
FR2936998B1 (fr) * 2008-10-10 2014-05-02 C G L Longeron de bogie

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CN102673590A (zh) 2012-09-19

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