EP2960132B1 - Eisenbahnradsatz mit teilweise unabhängigen rädern - Google Patents

Eisenbahnradsatz mit teilweise unabhängigen rädern Download PDF

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Publication number
EP2960132B1
EP2960132B1 EP15173213.8A EP15173213A EP2960132B1 EP 2960132 B1 EP2960132 B1 EP 2960132B1 EP 15173213 A EP15173213 A EP 15173213A EP 2960132 B1 EP2960132 B1 EP 2960132B1
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EP
European Patent Office
Prior art keywords
wheels
previous
railway wheelset
set forth
wheelset
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
EP15173213.8A
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English (en)
French (fr)
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EP2960132A1 (de
Inventor
Andrea Bracciali
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.)
Consulting Sas Di Andrea Bracciali & C AB
Original Assignee
Consulting S A S Di Andrea Bracciali & C AB
Consulting Sas Di Andrea Bracciali & C AB
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Publication date
Priority claimed from PCT/IB2015/051855 external-priority patent/WO2015198162A1/en
Application filed by Consulting S A S Di Andrea Bracciali & C AB, Consulting Sas Di Andrea Bracciali & C AB filed Critical Consulting S A S Di Andrea Bracciali & C AB
Publication of EP2960132A1 publication Critical patent/EP2960132A1/de
Application granted granted Critical
Publication of EP2960132B1 publication Critical patent/EP2960132B1/de
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Classifications

    • 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
    • B61C9/44—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with hollow transmission shaft concentric with wheel axis

Definitions

  • This invention belongs to the railway wheelsets field, which traditionally consist of a set of two wheels fitted on a shaft subjected to rotating bending, said axle, and of two bearings embedded within proper castings, also said axleboxes, and mounted at the ends of the axle, also said journals.
  • this application is about an innovative wheelset whose wheels, in certain conditions, may rotate ad different angular velocities although transmitting torsion up to a maximum predetermined torque.
  • wheels belonging to a railway wheelset are both integral with the axle and are therefore forced to run at the same angular speed.
  • wheel tread profiles are not cylindrical but roughly tapered with a very low conicity, in the order of 1:20 or 1:40, some anomalies appear while negotiating a curve as the "differential effect" is not sufficient to fully compensate the difference in the distance run by the wheels in low radius curves.
  • the differential effect is the phenomenon that happens when the wheelset moves laterally due to the clearance with the track, leading the outer wheel to roll on a greater diameter circle and the inner wheel to roll on a smaller diameter circle, compensating at least partly the aforementioned distance difference.
  • wheelset centring is ensured by longitudinal creep forces that are inherent in conventional wheelsets but that are totally missing in a wheelset with independently rotating wheels.
  • EP 0428091 A1 omits any consideration on shaft stiffness, that looks not relevant to the application as it is particularly applicable to low-speed low-floor vehicles such as trams. Moreover it must be kept into account that EP 0428091 A1 is only related to driven wheels within a motor wheelset arrangement and it never foresees any direct connection between the wheels, because there is always a differential gearbox between the wheels. Even in Fig. 2 the above said patent application shows a railway driven wheelset with a differential gearbox, i.e. with the wheels which are not directly rotationally connected through a single shaft.
  • the rear wheelset of the front bogie bears the maximum longitudinal forces in mild radius curve, in the order of 1000 ⁇ 1500 m, where rolling contact fatigue (RCF) phenomena occur.
  • RCF rolling contact fatigue
  • Another limit of conventional wheelset is the need to remove the whole wheelset to perform the most important maintenance operation of the set, i.e. the exchange of wheels when wear limit of wheel flanges and/or wheel treads is reached.
  • journal bearings have been substituted by roller bearings since many decades. Bearings are subjected to vertical and lateral loads, and to such goal the use of so-called tapered roller bearings units, marketed under TBU, TAROL and other brand names is nowadays general.
  • tapered roller bearings are mounted in a "back-to-back" arrangement that makes the axlebox more firmly connected to the axle in terms on rotations around the longitudinal axis of the vehicle.
  • No other solutions are used in the state-of-the-art to withstand large torques as this longitudinal torsional load is the only one acting on the bearing and subjecting the bearings pair to a torque.
  • the railway wheelset described in this patent overcomes the technical and performance limits described in the state of the art, allowing to obtain a device which combines the advantages of conventional wheelsets in straight track with the advantages of independently rotating wheelsets in curved track.
  • a further goal of the invention is to provide a railway wheelset easily adapted to conventional vehicles, as long as with inboard bearings, which satisfies all technical, normative and safety constraints at an international level.
  • a non secondary advantage is then related to the easiness of disassembly and maintenance.
  • the inventive concept fundamentally consists in the use of a fixed bridge to transfer the vertical loads applied to the wheels, which are idle with respect to that bridge but at same time are connected between them through a torsion bar with sufficiently high torsional stiffness which can accommodate for limited rotation difference between the wheels, therefore limiting adverse effects on vehicle dynamics.
  • the connection between the wheels can be favourably realized through clutches equipped with torque limiters, suitably pre-loaded and capable to transmit the torsion between the wheels up to a maximum torque that is then maintained during the relative rotation of the wheels. If needed, the pre-determined value of the maximum torque can be varied with known devices.
  • the wheelset described in this patent includes a non-rotating tubular element, also called bridge, symmetrical with respect to the vertical plane passing through the axis of the track where the wheelset will move on, which is connected to the bogie frame through a suitable suspension stage placed between the wheels and supports the vehicle weight.
  • two wheels are connected with known idling elements, such as roller bearings or the like.
  • Each wheel can be equipped with at least a disc brake.
  • a highly torsionally rigid connecting shaft with both ends machined is totally or partly housed. Each end is connected to the respective wheel, in case with a torque limiter clutch joint.
  • Another advantage of this invention lies in the fact that said fixes tubular element, or bridge, does not rotate and therefore it is not subjected to rotating bending, resulting in a lighter design compared to the axle of a conventional wheelset.
  • Torsion is in fact transmitted by the stiff connecting shaft that, although designed to transmit the maximum torques that may arise from longitudinal forces at wheel-rail contact, would transmit only the maximum torque defined by the adjustable setting of the clutch which accomplish the function of a torque limiting sliding joint.
  • the fixed element, or bridge does not need to be necessarily cylindrical and may have different shapes and sizes.
  • the connecting shaft is subjected only to torsional loads, being adequately supported; in the solution without clutches such shaft (4) acts as a torsion bar whose high torsional stiffness makes the wheelset very similar to a conventional wheelset.
  • said clutch is of the single plate dry disc type.
  • An outstanding advantage of the invention is that a malfunctioning or a failure to one of said devices do not reduce the safety of operations, making the wheelset to behave as a wheelset with independently rotating wheelset and therefore not subjected to undesired dynamic behaviours like hunting.
  • the differences between the wheels of the innovative wheelset described in this patent and the wheels used in a conventional wheelset are limited to the area connected to the axle as long as they are mounted on roller bearings or the like.
  • the wheels of the innovative wheelset are interchangeable with the conventional wheels and, advantageously, they are not press or shrink fitted on the axle, thereby avoiding the high stresses that that fitting imply and simplifying assembly operations.
  • the wheelset described in this patent allows moreover to continue to use bearing temperature sensors connected to the vehicle logic and able to generate an alarm signal in case of overheating due to roller bearings malfunctioning.
  • bearings it is worth to highlight that a further advantage of the invention lies in the greater easiness in roller bearings exchange operations compared to traditional wheelsets with internal bearings where wheels need to be pressed out to reach the bearings.
  • the wheelset described in this patent may accommodate up to four brake discs, two per wheel, ensuring the highest braking performances.
  • a non secondary aim of this invention is to improve the easiness of the wheelset when compared to traditional system.
  • the advantages are evident, as it is sufficient to remove the wheel fasteners, such as bolts or similar, to extract the entire wheel with the bearings set.
  • the configuration includes either web-mounted and/or external brake discs, it is sufficient to remove brake callipers and brake cylinders and then extract the wheel.
  • To dismount the whole group only a bearing extractor is needed, without the well known disadvantages related to the traditional technique with pressurized oil that often bring during wheel pressing out to the damage of the coupled surfaces.
  • a further goal of this invention is to design a railway wheelset that is compatible with the following braking systems: conventional tread braking, braking with brake discs mounted on the wheel web; braking with brake discs mounted on a specific hub.
  • the wheelset object of this patent shows a hollow pipe fixed bridge (1), a particularly simple and practical solution as it allows to use easily available semifinished products.
  • the connecting shaft (4) is coaxial with wheels (2) and with the roller bearings through which the wheels are rotationally connected to the fixed bridge (1).
  • Friction reduction systems (3) can be of different nature and are generally known devices. Quite simply two tapered roller bearings can be used, but the solution that has shown the best combination in terms of compactness, load supporting capacity and life cycle duration foresees the use of:
  • This solution satisfies the following requirements: it uses mass-produced components such as in particular the roller bearings; it has a load capacity sufficient to last more than 2 million kilometres with an axial load of 20 tonnes; the classical layout of a shaft resting on hinge and support is realized; used roller bearings have performances suitable for use in high-speed applications; overall size is reasonable in both axial and radial directions; machining results simple and low cost.
  • This roller bearings arrangement particularly consists in a locating bearing (tapered roller bearings paired in a face-to-face arrangement) and in a non-locating bearing (CARB® toroidal roller bearing).
  • the rotating shaft (4) is connected to both said wheels (2) and acts as a torsion bar.
  • the stiffness of said rotating shaft (4) is comprised between 0.4 MNm/rad and 4.0 MNm/rad.
  • the above mentioned friction reduction mechanisms (3) comprise roller bearings, including at least a toroidal roller bearing (33), like the CARB® roller bearing, mounted on the inner side of said wheel (2) and a pair of matched tapered bearings (34, 35) arranged face-to-face in the outer part of said wheel (2).

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Rolling Contact Bearings (AREA)

Claims (12)

  1. Eisenbahnradsatz einschließlich einer fixierten Brücke (1), definierend eine Rotationsachse, an deren Enden zwei Räder (2) mittels eines eigenen Reibungsreduzierungsmechanismus (3) angeschlossen sind, umfassend eine rotierende Verbindungswelle (4), angeschlossen an beide Räder (2) und mit diesen koaxial zur Rotationsachse angeordnet, dadurch gekennzeichnet, dass die Welle (4) mit mindestens einem der Räder (2) über eine Kupplung (5) verbunden ist.
  2. Eisenbahnradsatz nach dem vorhergehenden Anspruch, dadurch gekennzeichnet, dass beide Räder (2) fest mit der rotierenden Welle (4) jeweils über eine entsprechende Kupplung (5) verbunden sind.
  3. Eisenbahnradsatz nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass mindestens eine der Kupplungen (5) außerhalb von mindestens einem der Räder (2) montiert ist.
  4. Eisenbahnradsatz nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass mindestens eine Kupplung (5) mit einem Drehmomentbegrenzungsmechanismus versehen ist, der vermeidet, dass ein vorgegebener Momentwert überschritten wird.
  5. Eisenbahnradsatz nach dem vorhergehenden Anspruch, dadurch gekennzeichnet, dass die vorgegebene Drehmomentgrenze der Drehmomentbegrenzung mittels bekannter Anordnungen variiert werden kann.
  6. Eisenbahnradsatz nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass mindestens eine der Kupplungen (5) gesperrt werden kann.
  7. Eisenbahnradsatz nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass mindestens eine der Drehmomentbegrenzungen gesperrt werden kann.
  8. Eisenbahnradsatz nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der eigene Reibungsreduzierungsmechanismus (3) Rollenlager umfasst, einschließend mindestens ein Toroidalrollenlager (33) wie das CARB®-Rollenlager, montiert an der Innenseite des Rads (2), und ein Paar passender Kegelrollenlager (34, 35), die einander zugewandt im äußeren Teil des Rads (2) angeordnet sind.
  9. Eisenbahnradsatz nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass mindestens eine Kupplung (5) vom Einzelplatten-Trockenscheibenkupplungstyp ist.
  10. Eisenbahnradsatz einschließlich einer fixierten Brücke (1), definierend eine Rotationsachse, an deren Enden zwei Räder (2) mittels eines eigenen Reibungsreduzierungsmechanismus (3) angeschlossen sind, dadurch gekennzeichnet, dass eine rotierende Welle (4) an die beiden Räder (2) angeschlossen und koaxial zu diesen angeordnet ist und mit diesen koaxial zur Rotationsachse angeordnet ist und als Torsionsstab wirkt.
  11. Eisenbahnradsatz nach dem vorhergehenden Anspruch 10, dadurch gekennzeichnet, dass die Steifigkeit der rotierenden Welle (4) zwischen 0,4 MNm/rad und 4,0 MNm/rad enthalten ist.
  12. Eisenbahnradsatz nach einem oder mehreren der vorhergehenden Ansprüche 10 bis 11, dadurch gekennzeichnet, dass der eigene Reibungsreduzierungsmechanismus (3) Rollenlager umfasst, einschließend mindestens ein Toroidalrollenlager (33) wie das CARB®-Rollenlager, montiert an der Innenseite des Rads (2), und ein Paar passender Kegelrollenlager (34, 35), die einander zugewandt im äußeren Teil des Rads (2) angeordnet sind.
EP15173213.8A 2014-06-23 2015-06-22 Eisenbahnradsatz mit teilweise unabhängigen rädern Not-in-force EP2960132B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITFI20140154 2014-06-23
PCT/IB2015/051855 WO2015198162A1 (en) 2014-06-23 2015-03-13 Railway wheelset with partially independent wheels

Publications (2)

Publication Number Publication Date
EP2960132A1 EP2960132A1 (de) 2015-12-30
EP2960132B1 true EP2960132B1 (de) 2019-01-16

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Application Number Title Priority Date Filing Date
EP15173213.8A Not-in-force EP2960132B1 (de) 2014-06-23 2015-06-22 Eisenbahnradsatz mit teilweise unabhängigen rädern

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Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE948609C (de) * 1956-08-02 Krefeld-Uerdingen Rudolf Ahrens Lagerung der losen Räder auf den festen Tragachsen von Schienenfahrzeugen
US2698526A (en) 1948-04-14 1955-01-04 Beier Josef Shaffing for power transmission in motor-driven vehicles
CH657327A5 (en) * 1982-08-18 1986-08-29 Paul Konrad Renkewitz Wheel axle for rail vehicles
FR2654402B1 (fr) 1989-11-14 1992-01-10 Alsthom Gec Dispositif d'entrainement de roues independantes en rotation d'un vehicule ferroviaire a essieu moteur.

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
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