EP2964506B1 - Running chassis for rail vehicles - Google Patents

Running chassis for rail vehicles Download PDF

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Publication number
EP2964506B1
EP2964506B1 EP14707721.8A EP14707721A EP2964506B1 EP 2964506 B1 EP2964506 B1 EP 2964506B1 EP 14707721 A EP14707721 A EP 14707721A EP 2964506 B1 EP2964506 B1 EP 2964506B1
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EP
European Patent Office
Prior art keywords
drive unit
wheelset
chassis
lugs
chassis according
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.)
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Application number
EP14707721.8A
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German (de)
French (fr)
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EP2964506A1 (en
Inventor
David KREUZWEGER
Olaf KÖRNER
Christian KÜTER
Martin Teichmann
Andreas Haigermoser
Hugo Rackl
Andreas Schaefer-Enkeler
Peter Seitz
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Siemens AG Oesterreich
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Siemens AG Oesterreich
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Publication of EP2964506A1 publication Critical patent/EP2964506A1/en
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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
    • B61F1/00—Underframes
    • B61F1/06—Underframes specially adapted for locomotives or motor-driven railcars
    • 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/308—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating damping devices
    • 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
    • B61C9/50—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 in bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • 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
    • 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

Definitions

  • the invention relates to a chassis for rail vehicles, especially with internally mounted wheelsets, in which two wheelsets are mounted with a drive motor, transmission or clutch drive unit in a chassis frame, at least parts of the drive unit are mounted on spring devices transversely to the direction of travel elastically movable (see eg EP 0 444 016 A2 , according to the generic term).
  • a chassis performs lateral translational movements and rotational movements in relation to the vehicle.
  • the dynamic reactions of the trolleys due to a track disturbance become more violent with increasing speed due to the conical running surfaces of the wheels.
  • This dynamic response in the form of a rolling motion, establishes a critical speed over which a vehicle may no longer be operated.
  • stiffness of the wheel set guide, wheel diameter, ... also the masses coupled to the wheel set influence on this critical speed.
  • the mass as well as the stiffness and damping is important.
  • a landing gear of the initially mentioned type is known in which the drive motor is pivotally mounted at its one end in the direction of travel on the chassis frame, wherein at the opposite end of the engine with the chassis frame is connected via vertically extending leaf springs.
  • the leaf springs are with their Ends clamped between the engine and the chassis frame.
  • a landing gear for electric locomotives is known in which the drive motor is transversely movable transversely to the direction of travel of the vehicle to play the role of a Trägheitsdämpfers.
  • the drive motor is suspended on the side of the axle by means of a link and on the side of the engine by two links on the chassis frame.
  • the spring devices are always supported directly on the chassis frame.
  • These spring travel are not given by the design of the drives but by the chassis design, and therefore can not be optimized for the drives, so that due to the relatively large amplitude amplitudes, the space within the chassis frame for the drive unit is reduced and drive motors with higher power only difficult to accommodate.
  • the object of the invention is to eliminate these disadvantages of known suspensions. This is inventively achieved by the measure according to the characterizing part of claim 1.
  • the travel of the drive suspension can be designed in the inventive arrangement to the requirements of the drive and can typically shortened vertically to +/- 10mm.
  • the travel of the drive suspension In the transverse direction, only the spring travel required by the drive in the drive coupling and not the additional spring travel of the chassis frame must be added.
  • the space available within the chassis frame is increased, so that not only increases the critical speed but also higher power units can be accommodated within the chassis frame.
  • a maximum Tilger GREAT can be achieved with an optimal balance in terms of transverse stiffness and transverse damping, in particular in a frequency range of about 1 to 10 Hz.
  • Fig. 1 and 2a is a side part of a chassis according to the invention in an oblique view or in plan view.
  • 1 denotes the chassis frame.
  • the wheelset shaft 6 with the two wheels 7 is mounted in wheelset bearings 13.
  • the resting on a support 15 wheelset bearing 13 are connected via springs 8 and the shock absorbers 9 to the chassis frame 1.
  • the drive unit 2 consisting of electric motor 3, 4 gear and clutch 5 is arranged within the chassis frame 1.
  • the drive unit 2 is suspended at three points and has for this purpose three flange-like tabs 16, 17, 18, which are fixedly connected to the drive unit 2.
  • the tab 18 is connected via a serving as a torque arm bearing 12 with the chassis frame part 11.
  • the bearing 12 allows a mobility of the drive unit 2 about a horizontal axis and also allows lateral rotation of the drive unit 2.
  • the other two tabs 16, 17 are connected to the invention mounted on Radsatzlager 13 spring devices 14.
  • the damper element 10 serves in optimal coordination with the suspension device and the drive mass as absorber for the dynamic response of the chassis in the transverse direction. According to a particularly advantageous embodiment, the damper element 10 is clamped between the housing 19 of the wheelset bearing 13 and the drive unit 2.
  • Fig. 2b to 2d are the same reference numerals for the same chassis parts as in the Fig. 1 and 2a used.
  • the tabs 16, 17 and the spring devices 14 are arranged opposite one another at the height of the wheelset shaft 6, wherein the tab 17 extends at an oblique angle to the wheelset shaft 6.
  • the spring device 14 after Figure 3 is firmly bolted to the wheelset bearing housing 19.
  • the provided with a bore 34 flange tab is designated 16.
  • the tab 16 is clamped between two flat elastic bodies, preferably annular bodies 26,27.
  • the wheelset bearing housing 19 has a portion 20 with a support surface 21.
  • a bore 22 is provided, which continues in a threaded bore 23.
  • a steel sleeve 24 having a top end ring 28 is inserted through a perforated pressure plate 25, the upper elastic ring body 26, the bore of the tab 16 and through the lower elastic body 27 in the bore 22.
  • a screw 27 with an outer thread 28 provided in the lower region is guided through the steel sleeve 24 to the threaded bore 23.
  • the tab 16 is further provided on the upper and lower sides with an annular abutting the annular bodies 26, 27 gradation 29, 30, so that the elastic body 26, 27 can also absorb forces in horizontal, ie transverse to the direction of travel. Furthermore, a step with stop surfaces 32, 33 is provided on the bearing housing 13. The forces exerted by the drive unit 2 on the tab 16 forces are limited in the vertical direction by the stop surface 33 and in the transverse direction by the stop surface 32.
  • Fig. 4 . 5 and 6 is a further embodiment of a chassis according to the invention shown.
  • this embodiment on a mounted on the chassis part 11 and serving as a torque arm strap 18 ( 2a ) waived.
  • FIGS. 7 and 8 is a further embodiment of a spring device of a erfindungegefflessen chassis shown, for the same chassis parts the same reference numerals as in the Fig. 1 and 2a be used.
  • the housing 19 of the wheelset bearing 13 has a horizontal bore 35 in which a bushing 36 is inserted.
  • the tabs attached to the drive unit 2 are designed as a bolt 16b inserted into a sleeve 37.
  • the sleeve 37 is clamped between a step 38 of the bolt 16 b and a cover 39 by tightening the screw 40.
  • an elastic body 26a is inserted under bias.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)

Description

Die Erfindung betrifft ein Fahrwerk für Schienenfahrzeuge, insbesondere mit innengelagerten Radsätzen, bei welchen in einem Fahrwerksrahmen zwei Radsätze mit einer aus Fahrmotor, Getriebe bzw. Kupplung bestehenden Antriebseinheit gelagert sind, wobei zumindestens Teile der Antriebseinheit über Federvorrichtungen quer zur Fahrrichtung elastisch beweglich gelagert sind (siehe z.B. EP 0 444 016 A2 , dem Oberbegriff entsprechend).The invention relates to a chassis for rail vehicles, especially with internally mounted wheelsets, in which two wheelsets are mounted with a drive motor, transmission or clutch drive unit in a chassis frame, at least parts of the drive unit are mounted on spring devices transversely to the direction of travel elastically movable (see eg EP 0 444 016 A2 , according to the generic term).

Bei Schienenfahrzeugen führt ein Fahrwerk im Bezug zum Fahrzeug seitliche Translationsbewegungen und Drehbewegungen aus. Die dynamischen Reaktionen der Fahrwerke zufolge einer Störung des Gleises wird zufolge der konischen Laufflächen der Räder mit zunehmender Geschwindigkeit heftiger. Diese dynamische Reaktion, in Form einer Schlingerbewegung begründet eine kritische Geschwindigkeit, über welcher ein Fahrzeug nicht mehr betrieben werden darf. Auf diese kritische Geschwindigkeit haben viele Fahrwerksparameter Einfluss, neben Konizität der Laufflächen der Räder, Steifigkeit der Radsatzführung, Raddurchmesser, ..., auch die an den Radsatz gekoppelten Massen. Dabei ist sowohl die Masse als auch die Steifigkeit und Dämpfung wichtig.In the case of rail vehicles, a chassis performs lateral translational movements and rotational movements in relation to the vehicle. The dynamic reactions of the trolleys due to a track disturbance become more violent with increasing speed due to the conical running surfaces of the wheels. This dynamic response, in the form of a rolling motion, establishes a critical speed over which a vehicle may no longer be operated. In addition to the conicity of the running surfaces of the wheels, stiffness of the wheel set guide, wheel diameter, ..., also the masses coupled to the wheel set influence on this critical speed. Here, the mass as well as the stiffness and damping is important.

Aus der o.g. EP 0 444 016 B1 ist ein Fahrwerk der eingangs angeführten Art bekannt, bei dem der Antriebsmotor an seinem einen in der Fahrtrichtung gelegenen Ende am Fahrwerksrahmen schwenkbar gelagert ist, wobei am gegenüberliegenden Ende der Motor mit dem Fahrwerkrahmen über lotrecht verlaufende Blattfedern verbunden ist. Die Blattfedern sind mit ihren Enden zwischen dem Motor und dem Fahrwerkrahmen eingespannt. Dadurch ist der Antriebsmotor elastisch aufgehängt und kann elastisch quer zur Fahrtrichtung schwingen.From the above EP 0 444 016 B1 a landing gear of the initially mentioned type is known in which the drive motor is pivotally mounted at its one end in the direction of travel on the chassis frame, wherein at the opposite end of the engine with the chassis frame is connected via vertically extending leaf springs. The leaf springs are with their Ends clamped between the engine and the chassis frame. As a result, the drive motor is suspended elastically and can swing elastically transversely to the direction of travel.

Aus der EP 0979190 B1 ist gleichfalls ein Fahrwerk für elektrische Lokomotiven bekannt, bei dem der Antriebsmotor quer zur Fahrtrichtung des Fahrzeuges translatorisch beweglich ist, um die Rolle eines Trägheitsdämpfers zu spielen. Dabei ist der Antriebsmotor auf der Seite der Achse mit Hilfe eines Lenkers und auf der Seite des Motors durch zwei Lenker am Fahrwerksrahmen aufgehängt.From the EP 0979190 B1 Similarly, a landing gear for electric locomotives is known in which the drive motor is transversely movable transversely to the direction of travel of the vehicle to play the role of a Trägheitsdämpfers. In this case, the drive motor is suspended on the side of the axle by means of a link and on the side of the engine by two links on the chassis frame.

Bei diesen bekannten Fahrwerken sind die Federvorrichtungen stets direkt am Fahrwerksrahmen abgestützt. Dies hat den Nachteil, dass die Federwege relativ groß sind, typischerweise liegen sie zwischen Fahrwerksrahmen und Radsatz im Bereich der Antriebe bei 25 bis 50mm vertikale Einfederung und bei 15 bis 35mm Ausfederung. In Querrichtung benötigt man zu den Antriebsbewegungen noch zusätzlich etwa +/- 10mm. Diese Federwege sind nicht durch die Auslegung der Antriebe sondern durch die Fahrwerkskonstruktion gegeben, und können daher auch nicht auf die Antriebe optimiert werden, so dass auf Grund der relativ großen Schwingamplituden das Raumangebot innerhalb des Fahrwerksrahmens für die Antriebseinheit vermindert wird und Antriebsmotore mit höherer Leistung nur schwer unterzubringen sind.In these known suspensions, the spring devices are always supported directly on the chassis frame. This has the disadvantage that the spring travel is relatively large, typically they are between chassis frame and wheelset in the field of drives at 25 to 50mm vertical deflection and 15 to 35mm rebound. In the transverse direction you need in addition to the drive movements about +/- 10mm. These spring travel are not given by the design of the drives but by the chassis design, and therefore can not be optimized for the drives, so that due to the relatively large amplitude amplitudes, the space within the chassis frame for the drive unit is reduced and drive motors with higher power only difficult to accommodate.

Aufgabe der Erfindung ist es, diese Nachteile bekannter Fahrwerke zu beseitigen. Dies wird erfindungsgemäß durch die Maßnahme nach dem kennzeichnenden Teil des Patentanspruches 1 erreicht.The object of the invention is to eliminate these disadvantages of known suspensions. This is inventively achieved by the measure according to the characterizing part of claim 1.

Dadurch werden die Federwege stark verkürzt. Der Federweg der Antriebsaufhängung kann in der erfindungsgemäßen Anordnung auf die Erfordernisse des Antriebes ausgelegt werden und kann typisch vertikal auf +/- 10mm verkürzt werden. In Querrichtung muß nur mehr der vom Antrieb benötigte Federweg in der Antriebskupplung und nicht auch der zusätzliche Federweg des Fahrwerksrahmen aufgenommen werden. Das Raumangebot innerhalb des Fahrwerksrahmens wird vergrößert, so dass nicht nur die kritische Geschwindigkeit erhöht sondern auch Antriebseinheiten höherer Leistung innerhalb des Fahrwerksrahmens untergebracht werden können.As a result, the suspension travel is greatly reduced. The travel of the drive suspension can be designed in the inventive arrangement to the requirements of the drive and can typically shortened vertically to +/- 10mm. In the transverse direction, only the spring travel required by the drive in the drive coupling and not the additional spring travel of the chassis frame must be added. The space available within the chassis frame is increased, so that not only increases the critical speed but also higher power units can be accommodated within the chassis frame.

Durch die Maßnahmen der Patentansprüche 2 und 3 kann eine maximale Tilgerwirkung mit einer optimalen Abstimmung in Bezug auf Quersteifigkeit und Querdämpfung insbesondere in einem Frequenzbereich von etwa 1 bis 10 Hz erreicht werden.Due to the measures of claims 2 and 3, a maximum Tilgerwirkung can be achieved with an optimal balance in terms of transverse stiffness and transverse damping, in particular in a frequency range of about 1 to 10 Hz.

Ein besonders einfacher und vorteilhafter Aufbau der Federvorrichtung ergibt sich gemäß den Maßnahmen nach den Ansprüchen 4 bis 6, wobei die Bewegung der Antriebseinheit elastisch sowohl in vertikaler Richtung als auch quer zur Fahrtrichtung begrenzt wird.A particularly simple and advantageous construction of the spring device results according to the measures according to claims 4 to 6, wherein the movement of the drive unit is elastically limited both in the vertical direction and transverse to the direction of travel.

Durch die Maßnahmen nach den Patentansprüchen 7 und 8 wird eine konstruktiv besonders einfache Bauart einer erfindungsgemäßen Federvorrichtung erhalten.The measures according to claims 7 and 8, a structurally particularly simple design of a spring device according to the invention is obtained.

In manchen Anwendungsfällen ist es gemäß Patentanspruch 9 vorteilhaft die Antriebseinheit zusätzlich über eine Motorstützlager als Drehmomentenstütze am Fahrwerksrahmen zu befestigen.In some applications, it is advantageous according to claim 9 advantageous to attach the drive unit via a motor support bearing as a torque arm on the chassis frame.

Durch die unterschiedliche Anordnung der flanschartigen Laschen gemäß den Ansprüchen 10 bis 12 können Antriebseinheiten unterschiedlicher Leistung und Bauart optimal innerhalb des Fahrwerksrahmens angeordnet werden.Due to the different arrangement of the flange-like tabs according to claims 10 to 12 drive units of different performance and design can be optimally arranged within the chassis frame.

KURZE BESCHREIBUNG DER FIGURENBRIEF DESCRIPTION OF THE FIGURES

In der nachfolgenden Beschreibung wird die Erfindung anhand einiger Ausführungsbeispiele unter Bezugnahme auf die Zeichnungen näher erläutert.In the following description of the invention with reference to some embodiments with reference to the drawings will be explained in more detail.

In den Zeichnungen zeigen:

Fig. 1
einen Schrägriss eines Seitenteils eines erfindungsgemäßen Fahrwerks mit innengelagerten Radsätzen,
Fig. 2a bis 2d
eine Draufsicht auf ein Fahrwerks mit vier Ausführungsbeispielen bezüglich der Anordnung der federnden Abstützung der Antriebseinheit des erfindungsgemässen Fahrwerks,
Fig. 3
eine Schnittansicht durch eine Ausführungsform einer Federvorrichtung eines erfindungegemässen Fahrwerks,
Fig. 4 bis 6
Ansichten einer weiteren Ausführungsform der Erfindung mit unterschiedlichen Anordnungen der Federvorrichtung am Gehäuse des Radsatzlagers,
Fig. 7
eine Teilansicht im Schnitt auf ein Radsatzlager mit einer weiteren Ausführungsform einer Federvorrichung des Fahrwerks gemäß der Erfindung, und
Fig. 8
eine Vorderansicht längs der Linien A-A in Fig. 7.
In the drawings show:
Fig. 1
a oblique view of a side part of a chassis according to the invention with internally mounted wheelsets,
Fig. 2a to 2d
a plan view of a chassis with four embodiments with respect to the arrangement of the resilient support of the drive unit of the inventive chassis,
Fig. 3
FIG. 2 a sectional view through an embodiment of a spring device of a chassis according to the invention, FIG.
4 to 6
Views of a further embodiment of the invention with different arrangements of the spring device on the housing of the wheelset bearing,
Fig. 7
a partial view in section of a wheelset bearing with another embodiment of a Federvorrichung of the chassis according to the invention, and
Fig. 8
a front view along the lines AA in Fig. 7 ,

WEGE ZUR AUSFÜHRUNG DER ERFINDUNGWAYS FOR CARRYING OUT THE INVENTION

In den Fig. 1 und 2a ist ein Seitenteil eines erfindungsgemäßen Fahrwerks im Schrägriss bzw. in Draufsicht dargestellt. Mit 1 ist der Fahrwerksrahmen bezeichnet. Die Radsatzwelle 6 mit den beiden Rädern 7 ist in Radsatzlagern 13 gelagert. Die auf einem Träger 15 ruhenden Radsatzlager 13 sind über Federn 8 und den Stoßdämpfern 9 mit dem Fahrwerksrahmen 1 verbunden. Innerhalb des Fahrwerksrahmens 1 ist die Antriebseinheit 2, bestehend aus Elektromotor 3, Getriebe 4 und Kupplung 5 angeordnet. Die Antriebseinheit 2 ist an drei Punkten aufgehängt und besitzt zu diesem Zweck drei flanschartige Laschen 16, 17, 18, welche fest mit der Antriebseinheit 2 verbunden sind. Die Lasche 18 ist über ein als Drehmomentenstütze dienendes Lager 12 mit dem Fahrwerksrahmenteil 11 verbunden. Das Lager 12 ermöglicht eine Beweglichkeit der Antriebseinheit 2 um eine horizontale Achse und gestattet auch eine Seitendrehbewegung der Antriebseinheit 2. Die beiden anderen Laschen 16, 17 sind mit erfindungsgemäßen am Radsatzlager 13 befestigten Federvorrichtungen 14 verbunden. Die Federvorrichtungen 14, welche später unter Bezugnahme auf Fig. 3 und 7 näher beschrieben werden, ermöglichen eine Bewegung der Antriebseinheit 2 seitlich quer zur Fahrtrichtung und in vertikaler Richtung. Zwischen der Antriebseinheit 2 und dem Fahrwerksrahmen 1 ist noch ein Dämpferelement 10 angeordnet, welches seitliche Bewegungen dämpft.In the Fig. 1 and 2a is a side part of a chassis according to the invention in an oblique view or in plan view. 1 denotes the chassis frame. The wheelset shaft 6 with the two wheels 7 is mounted in wheelset bearings 13. The resting on a support 15 wheelset bearing 13 are connected via springs 8 and the shock absorbers 9 to the chassis frame 1. Within the chassis frame 1, the drive unit 2, consisting of electric motor 3, 4 gear and clutch 5 is arranged. The drive unit 2 is suspended at three points and has for this purpose three flange-like tabs 16, 17, 18, which are fixedly connected to the drive unit 2. The tab 18 is connected via a serving as a torque arm bearing 12 with the chassis frame part 11. The bearing 12 allows a mobility of the drive unit 2 about a horizontal axis and also allows lateral rotation of the drive unit 2. The other two tabs 16, 17 are connected to the invention mounted on Radsatzlager 13 spring devices 14. The spring devices 14, which will be discussed later with reference to FIG Fig. 3 and 7 be described in more detail, allow movement of the drive unit 2 laterally transverse to the direction of travel and in the vertical direction. Between the drive unit 2 and the chassis frame 1, a damper element 10 is still arranged, which dampens lateral movements.

Das Dämpferelement 10 dient in optimaler Abstimmung mit der Federungsvorrichtung und der Antriebsmasse als Tilger für die dynamische Reaktion der Fahrwerke in Querrichtung. Gemäß einer besonders vorteilhaften Ausführungsform ist das Dämpferelement 10 zwischen dem Gehäuse 19 des Radsatzlagers 13 und der Antriebseinheit 2 eingespannt.The damper element 10 serves in optimal coordination with the suspension device and the drive mass as absorber for the dynamic response of the chassis in the transverse direction. According to a particularly advantageous embodiment, the damper element 10 is clamped between the housing 19 of the wheelset bearing 13 and the drive unit 2.

Aus der Fig.1 und 2a ist ersichtlich, dass der Raum innerhalb des Fahrwerksrahmens 1 im Gegensatz zum Stand der Technik zur Gänze für die Antriebseinheit 2 zur Verfügung steht, so dass Elektromotore mit hoher Leistung untergebracht werden können. Weiters ist aus der Ausführungsform nach Fig. 2a ersichtlich, dass die Seitenbeweglichkeit der Antriebseinheit 2 auf Grund der kurzen Federwege der auf den Radsatzlagern 13 ruhenden Federvorrichtungen 14 mit Festanschlägen eingeschränkt ist.From the Fig.1 and 2a It can be seen that the space within the chassis frame 1, in contrast to the prior art, is entirely available for the drive unit 2, so that electric motors with high power can be accommodated. Furthermore, from the embodiment according to Fig. 2a It can be seen that the lateral mobility of the drive unit 2 is limited due to the short spring travel of resting on the wheelset bearings 13 spring devices 14 with fixed stops.

In den Fig. 2b bis 2d sind weitere Ausführungsformen gezeigt, bei denen die Laschen 16, 17 mit den dazugehörigen Federvorrichtungen 14 an unterschiedlichen Positionen angeordnet sind.In the Fig. 2b to 2d Further embodiments are shown in which the tabs 16, 17 are arranged with the associated spring devices 14 at different positions.

Bei den Fig. 2b bis 2d werden für gleiche Fahrwerksteile die gleichen Bezugszeichen wie in den Fig. 1 und 2a verwendet.Both Fig. 2b to 2d are the same reference numerals for the same chassis parts as in the Fig. 1 and 2a used.

Bei der Ausführungsform nach Fig. 2b sind die Laschen 16, 17 und die dazugehörigen Federvorrichtungen 14 zu beiden Seiten der Radsatzwelle 6 schräg gegenüberliegend angeordnet.In the embodiment according to Fig. 2b the tabs 16, 17 and the associated spring devices 14 are arranged obliquely opposite to both sides of the wheelset shaft 6.

Bei der Fig. 2c sind die Laschen 16, 17 und die Federvorrichtungen 14 auf der Höhe der Radsatzwelle 6 einander gegenüberliegend angeordnet, wobei die Lasche 17 in einem schrägen Winkel zur Radsatzwelle 6 verläuft.In the Fig. 2c the tabs 16, 17 and the spring devices 14 are arranged opposite one another at the height of the wheelset shaft 6, wherein the tab 17 extends at an oblique angle to the wheelset shaft 6.

Bei der Ausführungsform nach Fig.2d sind die Laschen 16, 17 und die dazugehörigen Federvorrichtungen 14 auf der linken Seite der Radsatzwelle 6 und einander gegenüberliegend angeordnet.In the embodiment according to Figure 2d the tabs 16, 17 and the associated spring devices 14 on the left side of the wheelset shaft 6 and are arranged opposite one another.

Durch die unterschiedliche Positionierung der Laschen 16, 17 und der dazugehörigen Federvorrichtungen 14 gemäß den Ausführungsformen nach den Fig. 2a bis 2d können unterschiedlich aufgebaute Antriebseinheiten 2 innerhalb des Rahmens 1 angeordnet werden, wobei auch deren Schwingverhalten individuell angepasst werden kann.Due to the different positioning of the tabs 16, 17 and the associated spring devices 14 according to the embodiments of the Fig. 2a to 2d can drive units 2 constructed differently within the Frame 1 are arranged, and their vibration behavior can be adjusted individually.

Die Federvorrichtung 14 nach Fig.3 ist fest mit dem Radsatzlagergehäuse 19 verschraubt. Die mit einer Bohrung 34 versehene flanschartige Lasche ist mit 16 bezeichnet. Die Lasche 16 ist zwischen zwei flachen elastischen Körper, vorzugsweise ringförmige Körpern 26,27 eingespannt. Das Radsatzlagergehäuse 19 besitzt einen Abschnitt 20 mit einer Auflagefläche 21. Im Abschnitt 20 ist eine Bohrung 22 vorgesehen, welche sich in einer Gewindebohrung 23 fortsetzt. Eine Stahlhülse 24 mit einem am oberen Ende angeordneten Ring 28 wird durch eine gelochte Anpressplatte 25, den oberen elastischen Ringkörper 26, die Bohrung der Lasche 16 und durch den unteren elastischen Körper 27 in die Bohrung 22 eingesetzt. Eine Schraube 27 mit einem im unteren Bereich vorgesehenen Außengewinde 28 ist durch die Stahlhülse 24 bis zur Gewindebohrung 23 geführt. Durch Anziehen der Schraube 27 werden die Körper 26, 27 mit einer Vorspannung beaufschlagt. Die Lasche 16 ist weiters an der oberen und unteren Seite mit einer ringförmigen an den Ringkörpern 26, 27 anliegenden Abstufung 29, 30 versehen, so dass die elastischen Körper 26, 27 auch Kräfte in horizontaler, d.h. quer zur Fahrtrichtung aufnehmen können. Weiters ist am Lagergehäuse 13 eine Stufe mit Anschlagflächen 32, 33 vorgesehen. Die von der Antriebseinheit 2 über die Lasche 16 ausgeübten Kräfte werden in vertikaler Richtung durch die Anschlagfläche 33 und in Querrichtung durch die Anschlagfläche 32 begrenzt.The spring device 14 after Figure 3 is firmly bolted to the wheelset bearing housing 19. The provided with a bore 34 flange tab is designated 16. The tab 16 is clamped between two flat elastic bodies, preferably annular bodies 26,27. The wheelset bearing housing 19 has a portion 20 with a support surface 21. In the section 20, a bore 22 is provided, which continues in a threaded bore 23. A steel sleeve 24 having a top end ring 28 is inserted through a perforated pressure plate 25, the upper elastic ring body 26, the bore of the tab 16 and through the lower elastic body 27 in the bore 22. A screw 27 with an outer thread 28 provided in the lower region is guided through the steel sleeve 24 to the threaded bore 23. By tightening the screw 27, the bodies 26, 27 are subjected to a bias voltage. The tab 16 is further provided on the upper and lower sides with an annular abutting the annular bodies 26, 27 gradation 29, 30, so that the elastic body 26, 27 can also absorb forces in horizontal, ie transverse to the direction of travel. Furthermore, a step with stop surfaces 32, 33 is provided on the bearing housing 13. The forces exerted by the drive unit 2 on the tab 16 forces are limited in the vertical direction by the stop surface 33 and in the transverse direction by the stop surface 32.

Durch Auswahl des Materials der elastischen Körper 26,27 und durch Einstellung der durch die Schraube 27 aufgebrachte Vorspannung kann das Schwingverhalten der Antriebseinheit 2 in einem großen Bereich gesteuert werden. Aus der Ausführungsform nach Fig.3 ist auch ersichtlich, dass die Federwege relativ kurz und durch Anschlagflächen 32, 33 begrenzt sind.By selecting the material of the elastic bodies 26, 27 and adjusting the bias applied by the screw 27, the swinging behavior of the drive unit 2 can be controlled in a wide range. From the embodiment according to Figure 3 is also apparent that the Spring travel is relatively short and limited by stop surfaces 32, 33.

In den Fig. 4, 5 und 6 ist ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Fahrwerks dargestellt. Für gleiche Fahrwerksteile werden die gleichen Bezugszeichen wie in den Fig. 1 und 2a verwendet. Bei dieser Ausführungsform wird auf eine am Fahrgestellteil 11 befestigte und als Drehmomentenstütze dienende Lasche 18 (Fig.2a) verzichtet.In the Fig. 4 . 5 and 6 is a further embodiment of a chassis according to the invention shown. For the same chassis parts, the same reference numerals as in the Fig. 1 and 2a used. In this embodiment, on a mounted on the chassis part 11 and serving as a torque arm strap 18 ( 2a ) waived.

Stattdessen sind vier seitlich zu beiden Seiten der Radsatzwelle 6 angeordnete, mit der Antriebseinheit 2 verbundene Laschen (16, 17, 16a, 17a) vorgesehen, welche elastisch mit vier am Radsatzlagergehäuse 19 angeordneten Federvorrichtungen 14 verbunden sind. Die Anordnung und die Befestigung der Federvorrichtungen 14 zu beiden Seiten der Radsatzwelle 6 am Lagergehäuse 19 ist aus Fig. 6 ersichtlich. Obwohl eine Dreipunktlagerung der Antriebseinheit 2 auch ohne am Fahrgestellteil 11 angeordnete Drehmomentenstütze ausreicht, hat sich die Vierpunktlagerung der Antriebseinheit 2 gemäß der Ausführungsform nach den Fig. 4 bis 6 als besonders vorteilhaft erwiesen.Instead, four laterally arranged on both sides of the wheelset 6, connected to the drive unit 2 tabs (16, 17, 16 a, 17 a) are provided, which are elastically connected to four arranged on Radsatzlagergehäuse 19 spring devices 14. The arrangement and attachment of the spring devices 14 on both sides of the wheelset shaft 6 on the bearing housing 19 is made Fig. 6 seen. Although a three-point bearing of the drive unit 2 is sufficient even without arranged on the chassis part 11 torque arm, the four-point bearing of the drive unit 2 has according to the embodiment of the 4 to 6 proved to be particularly advantageous.

In den Fig. 7 und 8 ist eine weitere Ausführungsform einer Federvorrichtung eines erfindungegemässen Fahrwerks dargestellt, wobei für gleiche Fahrwerksteile die gleichen Bezugszeichen wie in den Fig. 1 und 2a verwendet werden.In the FIGS. 7 and 8 is a further embodiment of a spring device of a erfindungegemässen chassis shown, for the same chassis parts the same reference numerals as in the Fig. 1 and 2a be used.

Das Gehäuse 19 des Radsatzlagers 13 besitzt eine horizontale Bohrung 35, in welcher eine Buchse 36 eingesetzt ist. Die an der Antriebseinheit 2 befestigten Laschen sind als ein in eine Hülse 37 eingeführter Bolzen 16b ausgeführt. Die Hülse 37 ist zwischen einer Stufe 38 des Bolzens 16 b und einer Abdeckscheibe 39 durch Anziehen der Schraube 40 eingespannt. Zwischen der Hülse 37 und der Buchse 36 ist ein elastischer Körper 26a unter Vorspannung eingesetzt.The housing 19 of the wheelset bearing 13 has a horizontal bore 35 in which a bushing 36 is inserted. The tabs attached to the drive unit 2 are designed as a bolt 16b inserted into a sleeve 37. The sleeve 37 is clamped between a step 38 of the bolt 16 b and a cover 39 by tightening the screw 40. Between the sleeve 37 and the sleeve 36, an elastic body 26a is inserted under bias.

Claims (12)

  1. Chassis for a rail vehicle with, in particular, inside-supported wheelsets supported in wheelset bearings (13), in which the wheelsets and their drive unit (2) consisting of electric motor (3), gearbox (4) and clutch (5), are elastically supported in a chassis frame (1), and the wheelset bearings (13) each have a housing (19), wherein at least parts of the drive unit (2) are moveably elastically supported transversely to the travel direction by means of spring devices (14, 14a), characterised in that the spring device (14, 14a) is fastened to the housing (19) of at least one of the wheelset bearings (13).
  2. Chassis according to claim 1, characterized in that a damper element (10) is fastened between the housing (19) of the wheelset bearing (13) and the drive unit (2).
  3. Chassis according to claim 1, characterized in that a damper element (10) is fastened between the chassis frame (1) and the drive unit (2).
  4. Chassis according to one of claims 1 to 3, characterized in that the spring device (14, 14a) also allows vertically absorbed movements in addition to transverse elastic lateral movements.
  5. Chassis according to one of claims 1 to 4, characterised in that the spring device (14) comprises a vertical support (24) fastened to the housing (19) of the wheel bearing (13), on which elastic elements (26, 27) are arranged, against which the flange-type lugs (16, 17) connected to the drive unit (2) laterally abut.
  6. Chassis according to one of claims 1 to 5, characterised in that the support consists of a steel sleeve (24) fastened to a support surface (20) of the housing (19) of the wheelset bearing (13) and the lugs (16, 17) have a hole (34) used to receive the steel sleeve (24) and stop surfaces (29, 30) in the region of the hole (34) on the bottom and top sides, wherein the lugs (16, 17) are clamped in the region of the hole (34) between two annular elements (26, 27) consisting of elastic material and these elastic elements (26, 27) rest laterally on the stop surfaces (29, 30), so that the drive unit (2) can implement elastically lateral transverse and vertical movements by way of the lugs (16, 17).
  7. Chassis according to one of claims 1 to 4, characterised in that the spring device (14a) consists of a connector (36) fastened in an essentially horizontally arranged hole (35) of the housing (19) of the wheelset bearing (13), in which connector the lugs embodied as bolts (16b) and protruding from the drive unit (2) are arranged between elastic elements (26a).
  8. Chassis according to claim 7, characterised in that the lugs of the drive unit (2) embodied as bolts (16b) are arranged on both sides of the wheelset shaft (6) and vertically at a distance.
  9. Chassis according to one of claims 1 to 8, characterised in that the drive unit (2) is fastened to the chassis frame (1) via motor support bearings (12) as a torque support.
  10. Chassis according to one of claims 1 to 9, characterised in that two lugs (16, 17) of the drive unit (2) are arranged parallel opposite to one another at the height of the wheel shaft (6) or laterally offset with respect to both sides of the wheelset shaft (6).
  11. Chassis according to one of claims 1 to 10, characterised in that at least one lug (17) of the drive unit (2) runs at an angle to the wheelset shaft (6).
  12. Chassis according to one of claims 1 to 11, characterised in that two lugs (16, 16a, 17, 17b) are fastened laterally on the drive unit (2) on both sides of the wheelset shaft (6), said lugs being connected to the housing (19) of the wheelset bearing (13) by way of the spring device (14).
EP14707721.8A 2013-03-06 2014-02-26 Running chassis for rail vehicles Active EP2964506B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50152/2013A AT514023B1 (en) 2013-03-06 2013-03-06 Suspension for rail vehicles
PCT/EP2014/053735 WO2014135416A1 (en) 2013-03-06 2014-02-26 Chassis for rail vehicles

Publications (2)

Publication Number Publication Date
EP2964506A1 EP2964506A1 (en) 2016-01-13
EP2964506B1 true EP2964506B1 (en) 2017-01-25

Family

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EP14707721.8A Active EP2964506B1 (en) 2013-03-06 2014-02-26 Running chassis for rail vehicles

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Country Link
US (1) US9994240B2 (en)
EP (1) EP2964506B1 (en)
CN (1) CN105008204B (en)
AT (1) AT514023B1 (en)
AU (1) AU2014224879B2 (en)
ES (1) ES2623392T3 (en)
RU (1) RU2659774C2 (en)
WO (1) WO2014135416A1 (en)

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RU186173U1 (en) * 2018-04-17 2019-01-11 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Traction motor suspension unit
WO2019185119A1 (en) 2018-03-27 2019-10-03 Siemens Ag Österreich Running gear for a rail vehicle
RU215311U1 (en) * 2022-10-10 2022-12-08 Федеральное государственное бюджетное образовательное учреждение высшего образования "Орловский государственный университет имени И.С. Тургенева" (ФГБОУ ВО "ОГУ имени И.С. Тургенева") ASSEMBLY FOR SUSPENSION OF THE TRACTION ELECTRIC MOTOR TO THE FRAME OF THE LOCOMOTIVE BOgie

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WO2019185119A1 (en) 2018-03-27 2019-10-03 Siemens Ag Österreich Running gear for a rail vehicle
RU186173U1 (en) * 2018-04-17 2019-01-11 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Traction motor suspension unit
RU215311U1 (en) * 2022-10-10 2022-12-08 Федеральное государственное бюджетное образовательное учреждение высшего образования "Орловский государственный университет имени И.С. Тургенева" (ФГБОУ ВО "ОГУ имени И.С. Тургенева") ASSEMBLY FOR SUSPENSION OF THE TRACTION ELECTRIC MOTOR TO THE FRAME OF THE LOCOMOTIVE BOgie

Also Published As

Publication number Publication date
AT514023B1 (en) 2015-04-15
CN105008204A (en) 2015-10-28
AT514023A1 (en) 2014-09-15
US9994240B2 (en) 2018-06-12
ES2623392T3 (en) 2017-07-11
US20160001793A1 (en) 2016-01-07
WO2014135416A1 (en) 2014-09-12
AU2014224879A1 (en) 2015-09-03
CN105008204B (en) 2019-01-22
AU2014224879B2 (en) 2017-06-15
EP2964506A1 (en) 2016-01-13
RU2659774C2 (en) 2018-07-03
RU2015137721A (en) 2017-04-10

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