EP2964506B1 - Chassis pour vehicle de chemin de fer - Google Patents

Chassis pour vehicle de chemin de fer 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
Authority
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.)
Active
Application number
EP14707721.8A
Other languages
German (de)
English (en)
Other versions
EP2964506A1 (fr
Inventor
David KREUZWEGER
Olaf KÖRNER
Christian KÜTER
Martin Teichmann
Andreas Haigermoser
Hugo Rackl
Andreas Schaefer-Enkeler
Peter Seitz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG Oesterreich
Original Assignee
Siemens AG Oesterreich
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 Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Publication of EP2964506A1 publication Critical patent/EP2964506A1/fr
Application granted granted Critical
Publication of EP2964506B1 publication Critical patent/EP2964506B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • 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
    • 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
    • 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
    • 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.

Landscapes

  • 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)
  • Vibration Prevention Devices (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (12)

  1. Châssis pour véhicule ferroviaire avec des essieux montés notamment à l'intérieur dans des boîtes d'essieux (13), dans lequel, dans un cadre de châssis (1), les essieux et leur unité d'entraînement (2), composée d'un moteur électrique (3), d'une transmission (4) et d'un embrayage (5), sont montés sur ressorts et les boîtes d'essieux (13) sont munies chacune d'un carter (19), sachant qu'au moins des parties de l'unité d'entraînement (2) sont montées de façon élastiquement mobile transversalement au sens de marche dans le cadre de châssis (1) au moyen de dispositifs à ressort (14, 14a), caractérisé en ce que le dispositif à ressort (14, 14a) est fixé au carter (19) d'au moins une des boîtes d'essieux (13).
  2. Châssis selon la revendication 1, caractérisé en ce qu'un élément amortisseur (10) est fixé entre le carter (19) de la boîte d'essieu (13) et l'unité d'entrainement (2).
  3. Châssis selon la revendication 1, caractérisé en ce qu'un élément amortisseur (10) est fixé entre le cadre de châssis (1) et l'unité d'entrainement (2).
  4. Châssis selon l'une des revendications 1 à 3, caractérisé en ce que le dispositif à ressort (14, 14a) autorise, en plus de mouvements latéraux élastiques transversaux, également des mouvements élastiques verticaux.
  5. Châssis selon l'une des revendications 1 à 3, caractérisé en ce que le dispositif à ressort (14) comporte un support (24) fixé verticalement au carter (19) de la boîte d'essieu (13) et sur lequel sont montés des corps élastiques (26, 27) contre lesquels s'appuient latéralement des attaches (16, 17) en forme de bride reliées à l'unité d'entrainement (2).
  6. Châssis selon l'une des revendications 1 à 5, caractérisé en ce que le support est constitué d'une douille d'acier (24) fixée sur une surface d'appui (20) du carter (19) de la boîte d'essieu (13), et les attaches (16, 17) comportent un alésage (34) servant à recevoir la douille d'acier (24) et au niveau dudit alésage (34), sur les parties inférieure et supérieure, des surfaces de butée (29, 30), lesdites attaches (16, 17), au niveau de l'alésage (34), étant enserrées entre deux corps (26, 27) de forme annulaire en matériau élastique et ces corps (26, 27) élastiques s'appliquant latéralement contre les surfaces de butée (29, 30), permettant ainsi à l'unité d'entraînement (2) d'effectuer grâce aux attaches (16, 17) des mouvements latéraux élastiques transversaux et verticaux.
  7. Châssis selon l'une des revendications 1 à 4, caractérisé en ce que le dispositif à ressort (14a) est constitué d'une douille (36) fixée dans un alésage (35) sensiblement horizontal du carter (19) de la boîte d'essieu (13) et dans laquelle les attaches partant de l'unité d'entraînement (2) et réalisées sous forme de boulons (16b) sont disposées entre des corps élastiques (26a).
  8. Châssis selon la revendication 7, caractérisé en ce que les attaches réalisées sous forme de boulons (16b) de l'unité d'entraînement (2) sont disposées de part et d'autre de l'arbre d'essieu (6) et de manière verticalement espacée.
  9. Châssis selon l'une des revendications 1 à 8, caractérisé en ce que l'unité d'entraînement (2) est fixée au moyen d'un palier de support de moteur (12) en tant que support de couples de rotation au cadre de châssis (1).
  10. Châssis selon l'une des revendications 1 à 9, caractérisé en ce que deux attaches (16, 17) de l'unité d'entraînement (2) sont disposées l'une en face de l'autre parallèlement au niveau de l'arbre d'essieu (6) ou de manière décalée de part et d'autre de l'arbre d'essieu (6).
  11. Châssis selon l'une des revendications 1 à 10, caractérisé en ce qu'au moins une attache (17) de l'unité d'entraînement (2) s'étend selon un angle par rapport à l'arbre d'essieu (6).
  12. Châssis selon l'une des revendications 1 à 11, caractérisé en ce que de part et d'autre de l'arbre d'essieu (6), deux languettes (16, 16a, 17, 17a) sont fixées latéralement à l'unité d'entraînement (2), lesquelles languettes sont reliées au carter (19) de la boîte d'essieu (13) au moyen du dispositif à ressort (14).
EP14707721.8A 2013-03-06 2014-02-26 Chassis pour vehicle de chemin de fer Active EP2964506B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50152/2013A AT514023B1 (de) 2013-03-06 2013-03-06 Fahrwerk für Schienenfahrzeuge
PCT/EP2014/053735 WO2014135416A1 (fr) 2013-03-06 2014-02-26 Train de roulement pour véhicules ferroviaires

Publications (2)

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

Family

ID=50193473

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14707721.8A Active EP2964506B1 (fr) 2013-03-06 2014-02-26 Chassis pour vehicle de chemin de fer

Country Status (8)

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

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU186173U1 (ru) * 2018-04-17 2019-01-11 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Узел подвешивания тягового электродвигателя
WO2019185119A1 (fr) 2018-03-27 2019-10-03 Siemens Ag Österreich Train de roulement pour un véhicule ferroviaire
RU215311U1 (ru) * 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") Узел подвешивания тягового электродвигателя к раме тележки локомотива

Families Citing this family (11)

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Publication number Priority date Publication date Assignee Title
AT514029B1 (de) * 2013-01-22 2015-05-15 Siemens Ag Oesterreich Schienenfahrzeug mit Neigetechnik
US11180168B2 (en) * 2014-09-22 2021-11-23 Siemens Mobility Austria Gmbh Chassis frame with drive unit
AT518243B1 (de) * 2016-02-01 2021-12-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
US11400961B2 (en) 2017-03-14 2022-08-02 Siemens Mobility Austria Gmbh Chassis for rail vehicle
ES2865409T3 (es) 2017-10-10 2021-10-15 Siemens Mobility GmbH Vehículo ferroviario con accionamiento directo compacto
CN108045385A (zh) * 2017-12-18 2018-05-18 中车长春轨道客车股份有限公司 一种铁路车辆用横向刚度可变的电机悬挂机构
EP3617031B1 (fr) * 2017-12-22 2022-05-11 CRRC Changchun Railway Vehicles Co., Ltd. Train et son mécanisme de suspension de moteur électrique
US11970219B2 (en) 2018-02-21 2024-04-30 Siemens Mobility Austria Gmbh Trim assembly for a vehicle
DE102019117515A1 (de) * 2019-06-28 2020-12-31 Voith Patent Gmbh Radsatzgetriebe
AT523285B1 (de) 2020-06-04 2021-07-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
AT524877A1 (de) * 2021-03-26 2022-10-15 Siemens Mobility Austria Gmbh Computerimplementiertes Festigkeitsbewertungsverfahren für mechanische Bauteile und mechanisches Bauteil

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019185119A1 (fr) 2018-03-27 2019-10-03 Siemens Ag Österreich Train de roulement pour un véhicule ferroviaire
RU186173U1 (ru) * 2018-04-17 2019-01-11 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Узел подвешивания тягового электродвигателя
RU215311U1 (ru) * 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") Узел подвешивания тягового электродвигателя к раме тележки локомотива

Also Published As

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

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