EP2939898B1 - Boggie pour véhicules sur rails ayant trois essieux montés - Google Patents

Boggie pour véhicules sur rails ayant trois essieux montés Download PDF

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Publication number
EP2939898B1
EP2939898B1 EP15162533.2A EP15162533A EP2939898B1 EP 2939898 B1 EP2939898 B1 EP 2939898B1 EP 15162533 A EP15162533 A EP 15162533A EP 2939898 B1 EP2939898 B1 EP 2939898B1
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EP
European Patent Office
Prior art keywords
wheel set
bogie
wheel sets
wheel
frame
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Application number
EP15162533.2A
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German (de)
English (en)
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EP2939898A1 (fr
Inventor
Jost FOEDTKE
Wolfgang Auer
Andreas Herbst
Torsten Herbst
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Voith Patent GmbH
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Voith Patent GmbH
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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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • B61F3/06—Types of bogies with more than one axle with driven axles or wheels with three or more axles
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles

Definitions

  • the invention relates to a chassis for rail vehicles with three wheel sets, the wheel sets, formed by a central wheel set and two end wheel sets, being arranged in a chassis frame, each comprising two wheel set bearing housings, with at least the two end wheel sets being able to be rotated relative to the longitudinal direction of the chassis frame when cornering .
  • Such a chassis is from, for example BE 824761 A known.
  • an adjustable biaxial bogie is known, as in the CH 670 228 A5 is described.
  • the wheel sets are set automatically radially to the curve to be traversed when driving through curves, without any control or regulating effort, in particular without additional adjustment devices.
  • the wheel sets are arranged on the bogie via the drive by means of semi-trailing arms in such a way that a rotary movement about a vertical axis (vertical axis) around the center of the wheel set is possible.
  • a three-axle bogie which has a radial control for the radial deflection of the wheelsets of the bogie.
  • the wheel sets are mounted elastically on the chassis frame, whereby the radial deflection of the wheel sets is made possible by means of steering linkages, trailing arms, handlebars, coupling rods and angle levers with arms arranged thereon.
  • a bogie with three wheel sets is also known, the outer wheel sets (end wheel sets) being connected to the undercarriage frame via a guide element as a transmitter.
  • the middle wheel set is coupled to the chassis frame via lateral guide elements.
  • the wheelsets are interconnected via coupling elements.
  • the middle wheel set is coupled to the chassis frame by a guide element arranged on each side in the longitudinal direction of the vehicle.
  • the disadvantage is that the drive on the end wheel set and center wheel set is different: the traction linkages are arranged on the outside of the end wheel sets and the connections for the wishbones on the inside. There are connections for wishbones on both sides of the center wheel set. As a result, there is no interchangeability between the final and middle wheel sets.
  • a drive has the task of transmitting torques to the wheelset and generating tensile forces in the longitudinal direction.
  • Transverse steering forces are a type of load for which the drive is not normally designed.
  • a further disadvantage is therefore that the drive must be dimensioned for this unusual direction of loading and in particular the drive bearings must be able to transmit these forces.
  • the track forces and wear are reduced when the wheel sets adjust radially, i.e. when they align with the center of the curve. This makes the contact angle of the wheels very small or zero. Due to the geometry of the wheel profile and rail, the wheelsets show a tendency to adjust themselves radially. This behavior is supported if the wheel sets are coupled to one another. This means that their rotary movements are interdependent. This coupling can take place, for example, via a mechanical linkage. If two wheel sets of a two-axle vehicle or bogie are connected to each other in this way and they can adjust radially without hindrance, then they drive unstably, even at low speeds.
  • the wheel sets In order to still achieve stability, the wheel sets must be restricted by certain stiffnesses, which in turn restrict the radial adjustment in the curve hinder. So the requirement for stable travel and ideal setting in the curve, at least with the help of a passive coupling, cannot be optimally fulfilled at the same time for two-axle trolleys. On the other hand, if three sets of wheels are coupled with passive means, then both goals, as studies show, are compatible with each other.
  • the object of the invention is therefore to provide an adjustable undercarriage with three wheel sets for a rail vehicle, which enables radial adjustment of the wheel sets without any control or regulatory effort and in which the number of parts is reduced and a simple structure of the undercarriage is possible.
  • the invention relates to a chassis which accommodates three wheel sets in its chassis frame.
  • the chassis frame can be part of a bogie (bogie frame) or frame of a rail vehicle equipped with three sets of wheels (vehicle frame, in particular locomotive frame).
  • the basic idea of the solution is a new type of mechanical coupling of the movements of the three wheel sets with respect to the track level.
  • special lead frames are attached to the wheelset bearing housings.
  • the coupling of two wheel sets installed adjacent to each other in the vehicle is carried out by connecting their mutually facing guide frame with respect to the vehicle longitudinal direction in the middle between the two wheel sets or in close proximity to it with one or more connecting elements.
  • the connecting elements can have properties of a spring (rigidity) and / or a damper (damping member) and / or a joint (selection in the transmission of degrees of freedom).
  • Their geometric alignment in the vehicle is based on the optimization goal of the chassis design.
  • the entire coupling system creates an additional mutual influence on all three wheel sets arranged in the chassis frame.
  • Suspensions arranged vertically to the chassis frame ensure that the lead frames are held in their installed position and do not fall onto the track.
  • rail vehicles with three wheel sets which are typically designed as shunting locomotives in rigid frame construction, have a large moment of inertia about the vertical axis of the vehicle in relation to their leading length (defined by the distance between the end wheel sets from one another).
  • conventional vehicles of this type sometimes come into a limit cycle of the wave movement even at relatively low driving speeds, which, as the driving speed increases, results in an undesired high lateral force dynamics between wheel and rail and negative effects on driving safety and vibration behavior.
  • the novel coupling principle advantageously offers the possibility of choosing the physical properties of the connecting elements arranged between the lead frames in such a way that, in addition to the good arching properties, the driving stability is also improved. In practice, this has the benefit of an increased permissible maximum vehicle speed. This advantageously leads to more flexible use in route service.
  • the new coupling solution represents a chassis optimization with which the classic conflict of objectives between good bow handling on the one hand and driving stability at higher speeds on the other hand is resolved to an operationally interesting extent.
  • it is characterized by its robust, passive-acting and purely mechanical functionality and does not require any fine adjustment due to existing construction tolerances during assembly and maintenance.
  • the lead frames are not loaded with braking and, in the case of a powered vehicle, with traction forces.
  • the design of the undercarriage prevents the end wheel sets from being too short apart, which results in a better distribution of the vertical load transfer into the track.
  • critical structures such as bridge structures, for example, are subjected to less stress and this means that route access criteria (so-called route classes) can be met due to the lower wheel set relief under traction.
  • the avoidance of large run-on angles of the end wheel sets is also achieved by the fact that the end wheel sets can adjust radially to the track curve. This makes it possible to travel through arches without a flange start. There is a minimized wear on the flanges on the end wheel sets. In addition, uniform, uniform tread wear is achieved between the end and center wheel sets.
  • a complex and fault-prone solution is avoided by dispensing with actively working chassis components as well as the use of electrical, hydraulic, pneumatic or combined elements in the chassis.
  • Predominantly passive mechanical components allow robust use. This means that the maintenance cycles are longer and can be carried out by normal workshop personnel.
  • a chassis 1 which accommodates three wheel sets 3, 4, 5 in its chassis frame 2.
  • the chassis frame 2 can be part of a bogie (bogie frame) not shown in the drawings or a frame of a rail vehicle equipped with three wheel sets (vehicle frame, in particular locomotive frame).
  • the three wheel sets, a first end wheel set 3, a center wheel set 4 and a second end wheel set 5 are rotatably arranged with respect to the plane of the track.
  • the rotary movement takes place via the vertical axis 6, 7, 8, which is formed perpendicular to the longitudinal extent of the chassis frame 2.
  • the wheel sets each have two wheel set bearing housings 9, 10, 11.
  • special guide frames 12, 13, 14, 15 are arranged on the wheelset bearing housings 9, 10, 11.
  • the guide frame 12, 13, 14, 15 is U-shaped and has two leg elements 16, 17, which over one Connecting element 18 are connected. The free ends of the leg elements 16, 17 engage the respective wheelset bearing housing 9, 10, 11.
  • the first end wheel set 3 and the second end wheel set 5 have a guide frame 12, 15 which is aligned with the center wheel set 4.
  • the center wheel set 4 has a first lead frame 13 which is aligned with the first end gear set 3 and a further lead frame 14 which is aligned with the further end gear set 5.
  • the mutually facing guide frames 12, 13, 14, 15 are connected to one or more coupling elements 20, 21, so that each wheel set 3, 4, 5 can rotate independently about the vertical axis 7, 8.
  • the coupling elements 20, 21 can have the properties of a spring (rigidity) and / or a damper (damping member) and / or a joint (selection in the transmission of degrees of freedom). Their geometric alignment in the vehicle is based on the optimization goal of the chassis design.
  • the exemplary embodiment shown is the first coupling element 20, which is arranged between the first end wheel set 3 and the center wheel set 4 and is designed as a control arm.
  • the further coupling element 21, which is arranged between the center gear set 4 and the further end gear set 5, has transverse dampers.
  • the entire coupling system creates an additional mutual influence on all three wheel sets 3, 4, 5 arranged in the chassis frame 2 (schematically in FIG Fig. 1 shown).
  • Brakes 40, 41, 42 are each arranged on a wheel set 3, 4, 5 and via cross members 22, 23, 24 (only in Fig. 3 shown as an example) connected to one another and uncoupled from the rest of the guide frame 12, 13, 14, 15.
  • the longitudinal forces from brakes and, in the case of a driven vehicle, from traction are transmitted to the undercarriage frame 2 per wheel set 3, 4, 5 by a push-pull rod 28, 29, 30, which is fastened centrally and deeply on the wheel set drive with respect to the transverse direction of the wheelset.
  • This central arrangement is necessary so that a wheel set 3, 4, 5 does not rotate under longitudinal force relative to the chassis frame 2 about the corresponding vertical axis.
  • the installation position for the push-pull rod 28, 29, 30 can be horizontal or inclined in the longitudinal direction of the vehicle.
  • torque arm 34, 35, 36 which has one end on the wheel set 3, 4, 5, preferably in a central arrangement, for example in the area of the transmission 25, 26, 27 and the other end on the vehicle frame 2 is arranged.
  • torque support 34, 35, 36 of the wheel set 3, 4, 5 can be arranged or aligned differently (e.g. vertically in a classic electric wheel set drive).
  • suspension elements 32, 33 Arranged perpendicularly to the chassis frame 2 are provided suspension elements 32, 33 (for example pendulum supports) which ensure that the guide frames 12, 13, 14, 15 are held in their installed position and are mounted without torque.
  • the traction takes place via a drive 19 which transmits the torque to the respective wheel sets 3, 4, 5 via drive shafts 37, 38, 39 via the gears 25, 26, 27.
  • the novel coupling principle offers the possibility of choosing the physical properties of the connecting elements arranged between the guide frames in such a way that, in addition to the good arching properties described above, the driving stability is also improved. In practice, this has the benefit of an increased permissible maximum vehicle speed.
  • the new coupling solution represents a chassis optimization with which the classic conflict of objectives between good bow handling on the one hand and driving stability at higher speeds on the other hand can be resolved to an operationally interesting extent. It is characterized by its robust, passive-looking and purely mechanical functionality and does not require any fine adjustment due to existing construction tolerances during assembly and maintenance.
  • the lead frames are not loaded with braking and, in the case of a powered vehicle, with traction forces.
  • the version presented represents an inexpensive undercarriage, since all three wheel sets in the undercarriage frame, including the housing, are structurally identical and are therefore interchangeable with one another as part of the repair.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Claims (7)

  1. Boggie pour véhicules sur rails ayant trois essieux, les trois essieux, formés par un essieu central et deux essieux d'extrémité, étant agencés dans un cadre de boggie, comprenant chacun deux boîtiers à palier d'essieu, au moins les deux essieux d'extrémité pouvant être tournés en virage par rapport à la direction longitudinale du cadre de boggie, caractérisé en ce que le cadre de boggie (2) pour les trois essieux (3, 4, 5) est formé par des cadres de guidage (12, 13, 14, 15) individuels configurés en forme de U en vue de dessus,
    - le cadre de guidage (12, 13, 14, 15) comprenant deux éléments de jambe (16, 17) qui sont reliés par l'intermédiaire d'un élément de liaison (18) et les extrémités libres des éléments de jambe (16, 17) entrant en prise avec le boîtier à palier d'essieu respectif (9, 10, 11),
    - l'essieu d'extrémité (3, 5) étant accueilli au niveau de son boîtier à palier d'essieu (9, 11) par un cadre de guidage (12, 15) et l'essieu central (4) comprenant sur les deux côtés des essieux d'extrémité (3, 5) respectivement un cadre de guidage (13, 14),
    - les éléments de guidage (12 et 13 ; 14 et 15) respectivement tournés les uns vers les autres étant reliés avec un ou plusieurs éléments de couplage (20, 21), de telle sorte que chaque essieu (3, 4, 5) puisse être tourné en soi autour d'un axe vertical (6, 7, 8).
  2. Boggie selon la revendication 1, caractérisé en ce que, pour le transfert des forces longitudinales pour chaque essieu (3, 4, 5), une tringle de pression-compression (28, 29, 30) fixée partant du milieu et de niveau bas est prévue sur l'essieu respectif (3, 4, 5).
  3. Boggie selon l'une quelconque des revendications précédentes, caractérisé en ce que des éléments de suspension (31, 32, 33) agencés perpendiculairement au cadre de boggie (2) sont prévus pour l'agencement en position exacte des éléments de guidage (12, 13, 14, 15) .
  4. Boggie selon l'une quelconque des revendications précédentes, caractérisé en ce que chaque essieu (3, 4, 5) comprend des freins (40, 41, 42) et ceux-ci sont reliés les uns avec les autres par l'intermédiaire de traverses (22, 23, 24) et sont découplés de l'autre cadre de guidage (12, 13, 14, 15).
  5. Boggie selon l'une quelconque des revendications précédentes, caractérisé en ce que les éléments de couplage (20, 21) présentent les propriétés d'un ressort.
  6. Boggie selon l'une quelconque des revendications précédentes, caractérisé en ce que les éléments de couplage (20, 21) présentent les propriétés d'un amortisseur.
  7. Boggie selon l'une quelconque des revendications précédentes, caractérisé en ce que les éléments de couplage (20, 21) présentent les propriétés d'une articulation.
EP15162533.2A 2014-04-28 2015-04-07 Boggie pour véhicules sur rails ayant trois essieux montés Active EP2939898B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102014207907.1A DE102014207907A1 (de) 2014-04-28 2014-04-28 Fahrwerk für Schienenfahrzeuge mit drei Radsätzen

Publications (2)

Publication Number Publication Date
EP2939898A1 EP2939898A1 (fr) 2015-11-04
EP2939898B1 true EP2939898B1 (fr) 2020-06-10

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EP15162533.2A Active EP2939898B1 (fr) 2014-04-28 2015-04-07 Boggie pour véhicules sur rails ayant trois essieux montés

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DE (1) DE102014207907A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021205082A1 (de) * 2021-05-19 2022-11-24 Siemens Mobility GmbH Fahrwerk und Schienenfahrzeug

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT127461B (de) * 1928-07-27 1932-03-25 Waggon Fabrik Ag Zwei- oder mehrachsiges Drehgestell.
FR678696A (fr) * 1928-07-27 1930-04-03 Wagon Fabrik A G Appareil de roulement pour véhicules ayant au moins quatre essieux
DE3218399C2 (de) 1982-05-15 1984-11-29 Krupp Mak Maschinenbau Gmbh, 2300 Kiel Laufwerk für Schienenfahrzeuge
US4679506A (en) * 1985-11-21 1987-07-14 General Motors Corporation Railway truck with improved steering linkage, detachable suspension and traction motor mounted brake
CH670228A5 (fr) 1986-02-27 1989-05-31 Schweizerische Lokomotiv
CH671930A5 (fr) * 1986-07-31 1989-10-13 Sig Schweiz Industrieges
DE4140126C2 (de) 1991-12-05 2001-10-04 Daimlerchrysler Rail Systems Laufwerk für Schienenfahrzeuge
DE19532832C1 (de) * 1995-08-28 1996-12-19 Inst Schienenfahrzeuge Fahrwerk mit Einzelachsanlenkung, vorzugsweise für zweiachsige- oder Glieder-Schienenfahrzeuge
US6871598B2 (en) * 2002-06-14 2005-03-29 General Motors Corporation Arrangement of radial bogie
DE102010040955B4 (de) * 2010-09-17 2013-07-18 Andreas Fiedler Dreiachsiges Drehgestell für Schienenfahrzeuge

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

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Publication number Publication date
EP2939898A1 (fr) 2015-11-04
DE102014207907A1 (de) 2015-10-29

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