EP3046824B1 - Chassis for a rail vehicle - Google Patents
Chassis for a rail vehicle Download PDFInfo
- Publication number
- EP3046824B1 EP3046824B1 EP14808543.4A EP14808543A EP3046824B1 EP 3046824 B1 EP3046824 B1 EP 3046824B1 EP 14808543 A EP14808543 A EP 14808543A EP 3046824 B1 EP3046824 B1 EP 3046824B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- chassis
- wheel set
- hydraulic
- bearing
- fluid
- 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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Links
- 239000012530 fluid Substances 0.000 claims description 86
- 229920001971 elastomer Polymers 0.000 claims description 22
- 239000000806 elastomer Substances 0.000 claims description 22
- 238000012806 monitoring device Methods 0.000 claims description 11
- 230000005284 excitation Effects 0.000 claims description 7
- 230000003137 locomotive effect Effects 0.000 claims description 4
- 230000008878 coupling Effects 0.000 description 4
- 238000010168 coupling process Methods 0.000 description 4
- 238000005859 coupling reaction Methods 0.000 description 4
- 230000033001 locomotion Effects 0.000 description 3
- 238000007789 sealing Methods 0.000 description 3
- 238000013016 damping Methods 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 238000003745 diagnosis Methods 0.000 description 2
- 230000008054 signal transmission Effects 0.000 description 2
- 239000000725 suspension Substances 0.000 description 2
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 239000012528 membrane Substances 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/26—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
- B61F5/32—Guides, e.g. plates, for axle-boxes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/26—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
- B61F5/32—Guides, e.g. plates, for axle-boxes
- B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
Definitions
- the invention relates to a chassis for a rail vehicle, in particular for a locomotive, according to the preamble of claim 1.
- the disclosure DE 44 24 884 A1 discloses a running gear for rail vehicles with at least two wheel sets.
- Each wheel set is arranged on both sides via handlebars between the axle bearing and vehicle frame or bogie frame.
- Each suspension arm is designed as a wishbone, the articulation points being formed by receptacles with associated bolts in the corner areas.
- Two articulation points are arranged on one part and another articulation point on the other part.
- the articulation point determining the axial transverse stiffness has a low horizontal stiffness as a soft mount, while the other two articulation points have a high horizontal stiffness as hard mountings.
- the disadvantage of this is that the transverse axle stiffness is constant regardless of the driving speed and therefore an inadequate compromise between the radial position of the wheel sets when cornering and driving stability when driving straight ahead must be accepted.
- the translation DE 699 20 527 T2 the patent specification EP 1 228 937 B1 shows a device for guiding the axes of the bogie of a rail vehicle.
- the device comprises at least one elastic-hydraulic drive joint, which is connected along a horizontal axis between a housing of each assembled axis and the bogie frame.
- the drive joint is controlled by an active control of the primary undercarriage of the bogie for the radial alignment of the axes to a curve of the track and acts as a hydraulic cylinder.
- This solution is accompanied by the disadvantage of complex, actively controlled, hydraulic wheelset steering.
- EP 1 457 706 A1 is a wishbone, especially for rail vehicles known. It comprises a handlebar pin rotatable about a transverse direction and at least one spring element which is arranged between the handlebar pin and the handlebar eye of the axle control arm.
- the spring element comprises a hydraulic bushing which has an outer and an inner housing, which enclose each other at a radial distance to form an annular gap.
- a rubber-elastic element is provided in the annular gap, which at least partially delimits at least two diametrically opposed chambers, which are filled with a hydraulic fluid and are connected to one another via an overflow channel.
- the stiffness characteristic of the bearing is influenced by the geometry of the rubber-elastic element and the geometric design of the chambers.
- the disclosed axle link is inelastically connected to the wheel set bearing housing in its central region and coupled to the chassis of the rail vehicle at its end opposite the link eye via a shock absorber.
- the chassis has a chassis frame supported on a first wheel set and a second wheel set.
- the chassis points on both chassis sides for the horizontal axis guidance of the wheelset one wishbone each.
- a wishbone is articulated to one of two axle bearings of a wheel set by a wheel set side bearing and to the chassis frame by two frame side bearings.
- the bearings of each wishbone are each arranged on the corners of a horizontally oriented, isosceles triangle, the tip of which forms the bearing on the wheelset side and the base of which forms the frame-side bearing.
- the frame-side bearings have elastomer bushings with constant longitudinal and transverse rigidity.
- the disclosure DE 10 2010 033 811 A1 discloses a hydraulic bearing, composed of a metallic inner bolt, which is coated by an elastomer so that two symmetrical, diametrically opposed chambers are formed by a vulcanized two-part intermediate sleeve in half-shell shape, which serve to hold hydraulic damping fluid. An outer sleeve is pulled over this.
- the elastomer enables a relative radial displacement of the inner bolt to the outer sleeve, which, depending on the characteristic curve, influences the resilient movement of the bearing depending on the damping or stiffness.
- sealing lips on the chambers between the outer and intermediate sleeve By additionally inserting sealing lips on the chambers between the outer and intermediate sleeve, a hermetic and permanent sealing of the chambers is achieved.
- a hydraulic anti-vibration support sleeve for suspension units of motor vehicles has two rigid tubes, one of which encloses the other tube.
- the tubes are connected to one another via an elastomer body to form two tight, diametrically opposed chambers which are connected to one another by a narrow channel.
- the chambers and the channel are filled with a liquid.
- the chambers are partially defined by a flexible sealing membrane that separates them from an air chamber.
- the invention has for its object to provide a chassis of the type mentioned, which conflicting goals between dynamic running behavior when cornering and driving stability when driving straight ahead at high speed.
- the undercarriage for a rail vehicle in particular for a locomotive, has a undercarriage frame supported at least on a first wheel set and a second wheel set.
- the undercarriage has a wishbone on both sides for horizontal axle guidance of the wheelset.
- a wishbone is articulated to one of two axle bearings of a wheelset by a bearings on the wheelset and to the chassis frame by two bearings on the frame.
- the frame-side bearings have elastomer bushings with constant longitudinal and transverse rigidity.
- the bearings on the wheelset side have hydraulic bushes with constant transverse rigidity and variable longitudinal rigidity.
- each wishbone are each arranged on the corners of a horizontally oriented, isosceles triangle, the tip of which forms the bearing on the wheelset side and the base of which forms the frame-side bearing. Due to the symmetrical arrangement of the bearings on the corners of an isosceles triangle, a particularly high transverse stiffness of the wishbone is achieved, which is determined by the properties of the elastomer in the bearings.
- the variable longitudinal stiffness of the hydraulic bearing is dependent on the frequency of executives to be transferred, who are excited depending on the speed by the shaft run of a wheel set.
- the hydraulic bearing has a high longitudinal stiffness at high excitation frequencies and a low longitudinal stiffness at low excitation frequencies.
- An arc run of the rail vehicle is characterized by low excitation frequencies of the executives to be transmitted by the triangular link, so that the associated low longitudinal stiffness of the Hydraulic bearing allows a radial position of the first and second wheelset.
- executives are excited at high frequencies, so that the associated high longitudinal rigidity of the hydraulic bearing results in high running stability of the chassis.
- each hydraulic bushing has a longitudinally external fluid chamber and a longitudinally internal fluid chamber, which are arranged opposite one another in the longitudinal direction and are filled with a hydraulic fluid, a fluid channel for inflowing or outflowing hydraulic fluid into or out of each fluid chamber is connected to the fluid chamber, the longitudinal rigidity of the hydraulic bushing changing as a function of the excitation frequency of fluid flows into or out of a fluid chamber, which forces are forced by wheel set guidance forces.
- the flow resistance that the fluid channel opposes to a fluid flow of the hydraulic fluid determines how quickly hydraulic fluid can flow out of a fluid chamber pressurized by executives or hydraulic fluid under pressure can flow from a fluid channel into a fluid chamber.
- the cross-section and length of the fluid channel play a decisive role here.
- the first and second wheel sets are arranged one behind the other - in other words, on both sides of a chassis center - an inner fluid chamber facing the chassis center and an outer fluid chamber facing away from the chassis center.
- Hydraulic bushings arranged on the same chassis side are connected via external fluid channels in such a way that the external fluid chamber of the first wheel set is hydraulically coupled to the internal fluid chamber of the second wheel set and the internal fluid chamber of the first wheel set is hydraulically coupled to the external fluid chamber of the second wheel set.
- Fluid chambers of different hydraulic jacks can be hydraulically coupled via external fluid channels designed as rigid lines or flexible hoses.
- the coupling is symmetrical to the longitudinal direction on both sides of the chassis.
- the steering of the first and second wheelsets is also purely passive.
- the coupling favors the radial position of the wheel sets in the track curve and ensures the required high longitudinal rigidity when starting off with high traction or when braking.
- With the same forces acting on both bearings on the wheelset for example when starting or braking the wheelsets, there is no fluid exchange between the coupled fluid chambers - the bearings on the wheelset react hard.
- hydraulic fluid is exchanged between the coupled fluid chambers - the bearings on the wheelset side react softly. Due to the hydraulic coupling between the first and the second wheel set and the same hydraulic pressure in the coupled fluid chambers, the wheel sets are positioned radially to the track curve.
- a frame-side bearing has a bearing bolt, which extends vertically through the elastomer bushing and has horizontal through-holes through which fastening means for connecting the bearing to the undercarriage frame are guided above and below the elastomer bushing.
- a wheelset-side bearing has a bearing bolt which vertically penetrates the hydraulic bushing and has a vertically running through hole through which fastening means for connecting the bearing to the axle bearing of the wheelset are guided coaxially through the hydraulic bushing.
- Both handlebar bolts and fasteners designed as screw connections here have a common vertical axis, with the handlebar bolts in corresponding receptacles Axle bearing of the wheel set sits above and below the hydraulic bushing.
- a pressure sensor is assigned to each of the fluid chambers coupled via a fluid channel, which responds when the pressure in the hydraulic fluid drops below a predeterminable threshold value, the pressure sensors being connected individually and / or in series to a pressure monitoring device, and wherein the Pressure monitoring device is designed to transmit a warning signal to a central control device of the rail vehicle when individual and / or all pressure sensors respond.
- the pressure sensors measure the pressure prevailing in coupled fluid chambers, a switch being closed as soon as the pressure falls below a threshold value.
- the pressure sensors are connected in series with the pressure monitoring device, it can be determined there whether there is a critical pressure drop overall in the hydraulic bushings. Depending on the finding, a warning signal about the critical pressure drop can be output to a central control unit of the rail vehicle. In this way, the operational safety of the rail vehicle can be ensured.
- chassis according to the invention is between the first wheelset and a third gear set is arranged on the second gear set.
- the invention described so far for two-axle bogies can also be used for three-axle bogies, where a third inner wheel set is arranged between the first and the second wheel set as outer wheel sets. Since the radial position of the outer wheel sets is achieved by wishbones according to the invention, the third, inner wheel set assumes a radial position anyway.
- An undercarriage 1 according to the invention on which a carriage body of a rail vehicle, for example a locomotive, which is not shown, is resiliently supported on a vertical axis, has according to FIG. 1 and FIG 2 a chassis frame 2.
- the undercarriage frame 2 is supported at least on a first wheel set 3 and a second wheel set 4, which are described below are jointly referred to as wheel sets 3 and 4.
- Each of the wheel sets 3 and 4 has two rail wheels 5, which are connected by a wheel axle 7 mounted in two axle bearings 6.
- Each wishbone 8 is articulated to an axle bearing 6 by a wheelset-side bearing 9 and to the chassis frame 2 by two frame-side bearings 10.
- the frame-side bearings 9 have elastomer bushings 11 with constant longitudinal and transverse rigidity and the wheelset-side bearings 10 have hydraulic bushings with constant transverse rigidity and variable longitudinal rigidity.
- the bearings 9 and 10 of each wishbone 8 are each arranged on the corners of a horizontally oriented, isosceles triangle, the tip of which forms the bearing 9 on the wheelset side and the base of which forms the bearing 10 on the frame side.
- each wishbone 8 The bearings 9 and 10 of each wishbone 8 are each arranged on the corners of a horizontally oriented, isosceles triangle, the tip of which forms the bearing 9 on the wheelset side and the base of which forms the bearing 10 on the frame side.
- the two-axle chassis 1 shown has a three-axle chassis 1 according to FIG 2 a third wheel set 13, which is arranged in the longitudinal direction X between the first wheel set 3 and the second wheel set 4 and is connected to the chassis frame 2.
- the outer wheel sets 3 and 4 are aligned radially to the track curve, which is shown in FIG. 1 and FIG 2 is indicated by a dash-dot line.
- the hydraulic bushes 12 have a low longitudinal stiffness at low driving speeds, while they have a high longitudinal stiffness at high driving speeds on largely rectilinear tracks, which leads to high driving stability.
- each of the wishbones 8 has a handlebar body 14, via the horizontally extending connecting wall 15 two smaller handlebar eyes 16 for receiving the elastomer bushings 11 and a larger handlebar eye 17 for Recording the hydraulic bushing 12 are interconnected.
- the handlebar body 14 can be designed as a cast part or as a forged part or as a milled part.
- vertically projecting connecting webs 18 are optionally formed on the two side edges of the connecting wall 15 connecting the larger handlebar eye 17 with the smaller handlebar eyes 16.
- Each elastomer bushing 11 has an inner bearing shell 19, an outer bearing shell 20 and an elastomer ring 21 embedded between them.
- the elastomer bushing 11 Due to the rotationally symmetrical structure of the elastomer bushing 11, it has a constant rigidity in the longitudinal direction X and in the transverse direction Y.
- the outer bearing shell 20 sits in the smaller handlebar eye 16, while the inner bearing shell 19 is penetrated by a vertically oriented bearing pin 22.
- the through holes 23 are used to carry out fastening means 24 for connecting the frame-side bearings 10 to the chassis frame 2 above and below the elastomer bushings 11.
- Each hydraulic bushing 12 also has an inner bearing shell 25, an outer bearing shell 26 and an annular elastomer element 27 embedded between them .
- the outer bearing shell 26 sits in the larger handlebar eye 17, while the inner bearing shell 25 is penetrated vertically by a bearing bolt 28.
- the bearing pin 28 has a vertically running through hole 29 through which fastening means 30 for connecting the wheel set-side bearing 9 to the axle bearing 6 are guided coaxially through the hydraulic bushing 12.
- the elastomer element 27 and the outer bearing shell 26 form two segment-shaped cavities, of which the cavity facing the elastomer bushings 11 form an internal fluid chamber 31 and the cavity facing away from the elastomer bushings 11 form an external fluid chamber 32.
- the fluid chambers 31 and 32 are connected to one another by an internal fluid channel 33 and to a hydraulic fluid filled.
- the fluid chambers 31 and 32 lying inside and outside are hydraulically coupled in such a way that hydraulic fluid which flows out of one of the fluid chambers 31 or 32 due to external pressurization flows into the other fluid chamber 32 or 31.
- the pressures come from executives between the axle bearings 6 of the wheel sets 3 and 4 and the chassis frame 2, which transmit the wishbones 8 and can lead to a fluid exchange between the fluid chambers 31 and 32 in the hydraulic bushes 12.
- the decisive factor for the longitudinal rigidity c of the hydraulic bushes 12 is the frequency f with which lateral accelerations in the elastomer element 27 are excited from the outside by the wave motion of the wheel sets 3 and 4.
- the hydraulic bushes 12 have a variable longitudinal rigidity c, which is dependent on the excitation frequency, the course of which in FIG FIG 5 is indicated.
- Low frequencies f which occur when the rail vehicle is traveling at low speeds, for example when traveling through bends, are associated with a low longitudinal stiffness c low ; the wheelset-side bearings 9 are then soft, so that a radial adjustment of the wheelsets 3 and 4 in the track curve is possible through fluid exchange.
- the c having a high longitudinal rigidity associated high; the wheelset-side bearings 9 are then hard, which increases the driving stability of the chassis 1.
- the speed of the fluid exchange between the fluid chambers 31 and 32 depends on the flow resistance of the internal fluid channel 33, which is essentially determined by its course and cross-sectional area.
- the fluid chambers 31 and 32 are designed in accordance with FIG 6 not connected internally in a hydraulic bushing 12, but via external fluid channels 34, which can be designed as a rigid hydraulic line or as flexible hydraulic hoses.
- the hydraulic bushings on the same side of the chassis 12 are connected here via two external fluid channels 34 such that the external fluid chamber 32 of the first gear set 3 with the internal fluid chamber 31 of the second gear set 4 and the internal fluid chamber 31 of the first gear set 3 with the external fluid chamber 32 of the second gear set 4 are hydraulically coupled.
- the coupling is symmetrical to the longitudinal direction on both sides of the running gear, which favors the radial position of the wheel sets 3 and 4 in the track curve and ensures the required high longitudinal rigidity c when moving off with high tractive effort or when braking.
- the wheelset-side bearings 9 When driving or braking the wheel sets 3 and 4, the wheelset-side bearings 9 are subjected to the same forces, so that there is no fluid exchange between the coupled fluid chambers 31 and 32 - the bearing 9 reacts hard. Opposing forces occur when traveling through bends, so that hydraulic fluid is exchanged between the coupled internal and external fluid chambers 32 and the wheel sets 3 and 4 can be radially adjusted due to the soft bearing reaction.
- the advantage of this concept is the good transfer of tensile and compressive forces.
- a pressure sensor 35 is assigned to each pair of fluid chambers 31 and 32 coupled via a fluid channel 33 or 34.
- the pressure sensor 35 responds when the pressure p prevailing in the hydraulic fluid drops below a predeterminable threshold value.
- a pressure monitoring device 36 determines whether there is a critical pressure drop overall in the coupled fluid chambers 31 or 32.
- the pressure monitoring device 36 is designed to transmit a warning signal to a central control device 37 of the rail vehicle when individual and / or all pressure sensors 35 respond.
- diagnosis in the event of failure of the hydraulic system is possible.
- a warning signal about the critical pressure drop can be output to a central control device 37 of the rail vehicle. In this way, the operational safety of the rail vehicle can be ensured.
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Description
Die Erfindung betriff ein Fahrwerk für ein Schienenfahrzeug, insbesondere für eine Lokomotive, nach dem Oberbegriff des Patentanspruches 1.The invention relates to a chassis for a rail vehicle, in particular for a locomotive, according to the preamble of
Bei Fahrwerken für Schienenfahrzeuge besteht der grundsätzliche Zielkonflikt zwischen dem dynamischen Laufverhalten bei Bogenfahrt und der Fahrstabilität bei Geradeausfahrt mit hoher Geschwindigkeit. Der Zielkonflikt ist bereits seit langer Zeit bekannt und es gibt dazu in der Geschichte der Eisenbahntechnik die unterschiedlichsten Lösungsansätze. Gerade in der jüngeren Vergangenheit bekommt dieser Zielkonflikt erneut Bedeutung durch eine Verschärfung der Zugangsbedingungen zum Schienennetz durch die Infrastrukturbetreiber in Europa sowie vor der anhaltenden Diskussion um die Einführung verschleißabhängiger Nutzungsgebühren des Schienennetzes.In the case of undercarriages for rail vehicles, there is a fundamental conflict of objectives between the dynamic running behavior when driving through bends and the driving stability when driving straight ahead at high speed. The conflict of objectives has been known for a long time and there are many different solutions to this in the history of railway technology. Especially in the recent past, this conflict of goals has become even more important due to the stricter conditions for access to the rail network by the infrastructure managers in Europe and before the ongoing discussion about the introduction of wear-related usage fees for the rail network.
Die Offenlegungsschrift
Die Übersetzung
Aus der Veröffentlichung der Patentanmeldung
Aus der Gebrauchsmusterschrift
Die Offenlegungsschrift
Aus der Veröffentlichung
Der Erfindung liegt die Aufgabe zugrunde, ein Fahrwerk der eingangs genannten Art bereitzustellen, welches den Zielkonflikt zwischen dynamischem Laufverhalten bei Bogenfahrt und Fahrstabilität bei Geradeausfahrt mit hoher Geschwindigkeit löst.The invention has for its object to provide a chassis of the type mentioned, which conflicting goals between dynamic running behavior when cornering and driving stability when driving straight ahead at high speed.
Die Aufgabe wird erfindungsgemäß gelöst durch ein gattungsgemäßes Fahrwerk mit den im kennzeichnenden Teil des Patentanspruches 1 angegebenen Merkmalen.The object is achieved by a generic chassis with the features specified in the characterizing part of
Demnach weist das Fahrwerk für ein Schienenfahrzeug, insbesondere für eine Lokomotive, einen mindestens auf einem ersten Radsatz und einem zweiten Radsatz abgestützten Fahrwerksrahmen auf. Je Radsatz weist das Fahrwerk beiderseits je einen Dreieckslenker zur horizontalen Achsführung des Radsatzes auf. Dabei ist ein Dreieckslenker mit einem von zwei Achslagern eines Radsatzes durch ein radsatzseitiges Lager und mit dem Fahrwerksrahmen durch zwei rahmenseitige Lager gelenkig verbunden. Die rahmenseitigen Lager weisen Elastomerbuchsen mit konstanter Längs- und Quersteifigkeit auf. Erfindungsgemäß weisen die radsatzseitigen Lager Hydraulikbuchsen mit konstanter Quersteifigkeit und veränderlicher Längssteifigkeit auf. Dabei sind die Lager jedes Dreieckslenkers auf den Ecken jeweils eines horizontal ausgerichteten, gleichschenkligen Dreiecks angeordnet, dessen Spitze das radsatzseitige Lager und dessen Basis die rahmenseitigen Lager bilden. Durch die symmetrisch zur Längsrichtung verteilte Anordnung der Lager auf den Ecken eines gleichschenkligen Dreiecks erreicht man eine besonders hohe Quersteifigkeit des Dreieckslenkers, die durch die Eigenschaften des Elastomers in den Lagern bestimmt ist. Die veränderliche Längssteifigkeit des Hydrauliklagers ist abhängig von der Frequenz von zu übertragenden Führungskräften, die geschwindigkeitsabhängig durch den Wellenlauf eines Radsatzes erregt werden. Das Hydrauliklager weist bei hohen Erregungsfrequenzen eine große Längssteifigkeit und bei niedrigen Erregungsfrequenzen eine geringe Längssteifigkeit auf. Eine Bogenfahrt des Schienenfahrzeugs ist durch niedrige Erregungsfrequenzen der durch den Dreiecklenker zu übertragenden Führungskräfte gekennzeichnet, so dass die damit einhergehende geringe Längssteifigkeit des Hydrauliklagers eine Radialstellung des ersten und zweiten Radsatzes erlaubt. Bei Geradeausfahrt des Schienenfahrzeugs mit hohen Geschwindigkeiten werden Führungskräfte mit hohen Frequenzen erregt, so dass die damit einhergehende hohe Längssteifigkeit des Hydrauliklagers eine hohe Fahrstabilität des Fahrwerks bewirkt. Erfindungsgemäß weist jede Hydraulikbuchse eine in Längsrichtung außen liegende Fluidkammer und eine in Längsrichtung innen liegende Fluidkammer auf, die in Längsrichtung einander gegenüber liegend angeordnet und mit einem Hydraulikfluid gefüllt sind, wobei an jede Fluidkammer ein Fluidkanal zum Ein- oder Ausströmen von Hydraulikfluid in die oder aus der Fluidkammer angeschlossen ist, wobei die Längssteifigkeit der Hydraulikbuchse sich in Abhängigkeit der Erregerfrequenz von durch Radsatzführungskräfte erzwungenen Fluidströmungen in eine oder aus einer Fluidkammer verändert. Der Strömungswiderstand, den der Fluidkanal einer Fluidströmung des Hydraulikfluids entgegensetzt, bestimmt, wie schnell Hydraulikfluid von einer durch Führungskräfte mit Druck beaufschlagten Fluidkammer ausströmen oder unter Überdruck stehendes Hydraulikfluid aus einem Fluidkanal in eine Fluidkammer einströmen kann. Dabei spielen Querschnitt und Länge des Fluidkanals eine entscheidende Rolle. Innen liegend und außen liegend sind hier in Bezug auf die Längsrichtung, welche als parallel zur Fahrt- oder Schienenrichtung verlaufend definiert ist, bezeichnet. In Längsrichtung sind der erste und zweite Radsatz hintereinander - anders ausgedrückt, beiderseits einer Fahrwerksmitte - angeordnet, wobei eine innen liegende Fluidkammer der Fahrwerksmitte zugewandt und eine außen liegende Fluidkammer der Fahrwerksmitte abgewandt angeordnet sind. Auf derselben Fahrwerksseite angeordnete Hydraulikbuchsen sind über externe Fluidkanäle derart verbunden , dass die außen liegende Fluidkammer des ersten Radsatzes mit der innen liegenden Fluidkammer des zweiten Radsatzes und die innen liegende Fluidkammer des ersten Radsatzes mit der außen liegenden Fluidkammer des zweiten Radsatzes hydraulisch gekoppelt sind. Über externe, als starre Leitungen oder flexible Schläuche ausgebildete Fluidkanäle können Fluidkammern unterschiedlicher Hydraulikbuchsen hydraulisch gekoppelt werden. Die Kopplung erfolgt symmetrisch zur Längsrichtung auf beiden Fahrwerksseiten. Die Lenkung des ersten und zweiten Radsatzes erfolgt hier ebenso rein passiv. Durch die Kopplung wird die Radialstellung der Radsätze im Gleisbogen begünstigt und die erforderliche hohe Längssteifigkeit bei Anfahren mit hoher Zugkraft bzw. beim Bremsen sichergestellt. Bei gleichsinnigen Kräften auf beide radsatzseitigen Lager, etwa beim Anfahren oder Bremsen der Radsätze, kommt es zu keinem Fluidaustausch zwischen den gekoppelten Fluidkammern - die radsatzseitigen Lager reagieren hart. Bei gegensinnigen Kräften, etwa bei einer Bogenfahrt, wird zwischen den gekoppelten Fluidkammern Hydraulikfluid ausgetauscht - die radsatzseitigen Lager reagieren weich. Durch die hydraulische Kopplung zwischen dem ersten und dem zweiten Radsatz und durch den gleichen hydraulischen Druck in den gekoppelten Fluidkammern stellen sich die Radsätze radial zum Gleisbogen.Accordingly, the undercarriage for a rail vehicle, in particular for a locomotive, has a undercarriage frame supported at least on a first wheel set and a second wheel set. For each wheelset, the undercarriage has a wishbone on both sides for horizontal axle guidance of the wheelset. A wishbone is articulated to one of two axle bearings of a wheelset by a bearings on the wheelset and to the chassis frame by two bearings on the frame. The frame-side bearings have elastomer bushings with constant longitudinal and transverse rigidity. According to the invention, the bearings on the wheelset side have hydraulic bushes with constant transverse rigidity and variable longitudinal rigidity. The bearings of each wishbone are each arranged on the corners of a horizontally oriented, isosceles triangle, the tip of which forms the bearing on the wheelset side and the base of which forms the frame-side bearing. Due to the symmetrical arrangement of the bearings on the corners of an isosceles triangle, a particularly high transverse stiffness of the wishbone is achieved, which is determined by the properties of the elastomer in the bearings. The variable longitudinal stiffness of the hydraulic bearing is dependent on the frequency of executives to be transferred, who are excited depending on the speed by the shaft run of a wheel set. The hydraulic bearing has a high longitudinal stiffness at high excitation frequencies and a low longitudinal stiffness at low excitation frequencies. An arc run of the rail vehicle is characterized by low excitation frequencies of the executives to be transmitted by the triangular link, so that the associated low longitudinal stiffness of the Hydraulic bearing allows a radial position of the first and second wheelset. When the rail vehicle travels straight ahead at high speeds, executives are excited at high frequencies, so that the associated high longitudinal rigidity of the hydraulic bearing results in high running stability of the chassis. According to the invention, each hydraulic bushing has a longitudinally external fluid chamber and a longitudinally internal fluid chamber, which are arranged opposite one another in the longitudinal direction and are filled with a hydraulic fluid, a fluid channel for inflowing or outflowing hydraulic fluid into or out of each fluid chamber is connected to the fluid chamber, the longitudinal rigidity of the hydraulic bushing changing as a function of the excitation frequency of fluid flows into or out of a fluid chamber, which forces are forced by wheel set guidance forces. The flow resistance that the fluid channel opposes to a fluid flow of the hydraulic fluid determines how quickly hydraulic fluid can flow out of a fluid chamber pressurized by executives or hydraulic fluid under pressure can flow from a fluid channel into a fluid chamber. The cross-section and length of the fluid channel play a decisive role here. Inside and outside are referred to here in relation to the longitudinal direction, which is defined as running parallel to the direction of travel or rail. In the longitudinal direction, the first and second wheel sets are arranged one behind the other - in other words, on both sides of a chassis center - an inner fluid chamber facing the chassis center and an outer fluid chamber facing away from the chassis center. Hydraulic bushings arranged on the same chassis side are connected via external fluid channels in such a way that the external fluid chamber of the first wheel set is hydraulically coupled to the internal fluid chamber of the second wheel set and the internal fluid chamber of the first wheel set is hydraulically coupled to the external fluid chamber of the second wheel set. Fluid chambers of different hydraulic jacks can be hydraulically coupled via external fluid channels designed as rigid lines or flexible hoses. The coupling is symmetrical to the longitudinal direction on both sides of the chassis. The steering of the first and second wheelsets is also purely passive. The coupling favors the radial position of the wheel sets in the track curve and ensures the required high longitudinal rigidity when starting off with high traction or when braking. With the same forces acting on both bearings on the wheelset, for example when starting or braking the wheelsets, there is no fluid exchange between the coupled fluid chambers - the bearings on the wheelset react hard. In the event of opposing forces, such as when traveling through an arc, hydraulic fluid is exchanged between the coupled fluid chambers - the bearings on the wheelset side react softly. Due to the hydraulic coupling between the first and the second wheel set and the same hydraulic pressure in the coupled fluid chambers, the wheel sets are positioned radially to the track curve.
In einer vorteilhaften Ausführungsform des erfindungsgemäßen Fahrwerks weist ein rahmenseitiges Lager einen die Elastomerbuchse vertikal durchsetzenden Lagerbolzen mit horizontal verlaufenden Durchgangslöchern auf, durch die Befestigungsmittel zur Verbindung des Lagers mit dem Fahrwerksrahmen oberhalb und unterhalb der Elastomerbuchse geführt sind. Hierdurch erfolgt eine sichere Befestigung des rahmenseitigen Lagers am Fahrwerksrahmen durch zwei in Längsrichtung verlaufende Schraubverbindungen, wobei der Dreieckslenker zwei Freiheitsgrade für Drehbewegungen um die vertikal verlaufenden Lagerbolzen hat.In an advantageous embodiment of the undercarriage according to the invention, a frame-side bearing has a bearing bolt, which extends vertically through the elastomer bushing and has horizontal through-holes through which fastening means for connecting the bearing to the undercarriage frame are guided above and below the elastomer bushing. As a result, the frame-side bearing is securely fastened to the chassis frame by means of two screw connections running in the longitudinal direction, the wishbone having two degrees of freedom for rotary movements around the vertically running bearing bolts.
In einer bevorzugten Ausgestaltung des erfindungsgemäßen Fahrwerks weist ein radsatzseitiges Lager einen die Hydraulikbuchse vertikal durchsetzenden Lagerbolzen mit einem vertikal verlaufenden Durchgangsloch auf, durch das Befestigungsmittel zur Verbindung des Lagers mit dem Achslager des Radsatzes koaxial durch die Hydraulikbuchse geführt sind. Sowohl Lenkerbolzen als auch als Schraubverbindung ausgeführte Befestigungsmittel weisen hier eine gemeinsame vertikale Achse auf, wobei der Lenkerbolzen in entsprechenden Aufnahmen am Achslager des Radsatzes oberhalb und unterhalb der Hydraulikbuchse sitzt.In a preferred embodiment of the undercarriage according to the invention, a wheelset-side bearing has a bearing bolt which vertically penetrates the hydraulic bushing and has a vertically running through hole through which fastening means for connecting the bearing to the axle bearing of the wheelset are guided coaxially through the hydraulic bushing. Both handlebar bolts and fasteners designed as screw connections here have a common vertical axis, with the handlebar bolts in corresponding receptacles Axle bearing of the wheel set sits above and below the hydraulic bushing.
In einer bevorzugten Ausführungsform des erfindungsgemäßen Fahrwerks ist jeweils über einen Fluidkanal gekoppelten Fluidkammern ein Drucksensor zugeordnet, der bei einem Abfall des im Hydraulikfluid herrschenden Druckes unter einen vorgebbaren Schwellenwert anspricht, wobei die Drucksensoren einzeln und/oder seriell mit einer Drucküberwachungseinrichtung verbunden sind, und wobei die Drucküberwachungseinrichtung dazu ausgebildet ist, ein Warnsignal an ein Zentralsteuergerät des Schienenfahrzeuges zu übermitteln, wenn einzelne und/oder alle Drucksensoren ansprechen. Hierdurch ist eine Diagnose im Versagensfall des Hydrauliksystems möglich. Die Drucksensoren messen den in gekoppelten Fluidkammern herrschenden Druck, wobei ein Schalter geschlossen wird, sobald der Druck unter einen Schwellenwert fällt. Bei einzelner Verbindung der Drucksensoren mit der Drucküberwachungseinrichtung kann dort für jede Hydraulikbuchse separat festgestellt werden, ob ein kritischer Druckabfall vorliegt. Bei serieller Verbindung der Drucksensoren mit der Drucküberwachungseinrichtung kann dort festgestellt werden, ob in den Hydraulikbuchsen insgesamt ein kritischer Druckabfall vorliegt. Je nach Feststellung kann an ein Zentralsteuergerät des Schienenfahrzeugs ein Warnsignal über den kritischen Druckabfall ausgegeben werden. Hierdurch kann die Betriebssicherheit des Schienenfahrzeugs sichergestellt werden.In a preferred embodiment of the undercarriage according to the invention, a pressure sensor is assigned to each of the fluid chambers coupled via a fluid channel, which responds when the pressure in the hydraulic fluid drops below a predeterminable threshold value, the pressure sensors being connected individually and / or in series to a pressure monitoring device, and wherein the Pressure monitoring device is designed to transmit a warning signal to a central control device of the rail vehicle when individual and / or all pressure sensors respond. This enables diagnosis in the event of a failure of the hydraulic system. The pressure sensors measure the pressure prevailing in coupled fluid chambers, a switch being closed as soon as the pressure falls below a threshold value. When the pressure sensors are individually connected to the pressure monitoring device it can be determined separately for each hydraulic bushing whether there is a critical pressure drop. If the pressure sensors are connected in series with the pressure monitoring device, it can be determined there whether there is a critical pressure drop overall in the hydraulic bushings. Depending on the finding, a warning signal about the critical pressure drop can be output to a central control unit of the rail vehicle. In this way, the operational safety of the rail vehicle can be ensured.
In einer anderen vorteilhaften Ausführungsform des erfindungsgemäßen Fahrwerks ist zwischen dem ersten Radsatz und dem zweiten Radsatz ein dritter Radsatz angeordnet ist. Die bislang für zweiachsige Fahrwerke beschriebene Erfindung ist auch für dreiachsige Fahrwerke anwendbar, wo zwischen dem ersten und dem zweiten Radsatz als äußere Radsätze noch ein dritter, innerer Radsatz angeordnet ist. Indem die Radialstellung der äußeren Radsätze durch erfindungsgemäße Dreieckslenker bewerkstelligt wird, nimmt der dritte, innere Radsatz ohnehin eine Radialstellung ein.In another advantageous embodiment of the chassis according to the invention is between the first wheelset and a third gear set is arranged on the second gear set. The invention described so far for two-axle bogies can also be used for three-axle bogies, where a third inner wheel set is arranged between the first and the second wheel set as outer wheel sets. Since the radial position of the outer wheel sets is achieved by wishbones according to the invention, the third, inner wheel set assumes a radial position anyway.
Weitere Eigenschaften und Vorteile des erfindungsgemäßen Fahrwerks ergeben sich aus nachfolgender Beschreibung anhand der Zeichnungen, in deren
- FIG 1
- ein zweiachsiges Ausführungsbeispiel des erfindungsgemäßen Fahrwerks in Draufsicht,
- FIG 2
- ein dreiachsiges Ausführungsbeispiel des erfindungsgemäßen Fahrwerks in Draufsicht,
- FIG 3
- eine teilweise geschnittene Seitenansicht eines Dreieckslenkers,
- FIG 4
- eine Draufsicht auf den Dreieckslenker nach
FIG 3 , - FIG 5
- eine grafische Darstellung der Frequenzabhängigkeit der Längssteifigkeit einer Hydraulikbuchse des Dreieckslenkers,
- FIG 6
- ein weiteres zweiachsiges Ausführungsbeispiel des erfindungsgemäßen Fahrwerks in Draufsicht,
- FIG 7
- eine erste Schaltung von Drucksensoren zur Signalübertragung an eine Drucküberwachungseinrichtung,
- FIG 8
- eine zweite Schaltung von Drucksensoren zur Signalübertragung an eine Drucküberwachungseinrichtung
- FIG. 1
- a two-axis embodiment of the chassis according to the invention in plan view,
- FIG 2
- a three-axis embodiment of the chassis according to the invention in plan view,
- FIG 3
- a partially sectioned side view of a wishbone,
- FIG 4
- a top view of the wishbone
FIG 3 , - FIG 5
- a graphic representation of the frequency dependence of the longitudinal rigidity of a hydraulic bushing of the wishbone,
- FIG 6
- another two-axis embodiment of the chassis according to the invention in plan view,
- FIG 7
- a first circuit of pressure sensors for signal transmission to a pressure monitoring device,
- FIG 8
- a second circuit of pressure sensors for signal transmission to a pressure monitoring device
Ein erfindungsgemäßes Fahrwerk 1, auf das sich um eine vertikale Achse drehbar ein nicht dargestellter Wagenkasten eines Schienenfahrzeugs, beispielsweise einer Lokomotive, federnd abstützt, weist gemäß
Gemäß
Entscheidend für die Längssteifigkeit c der Hydraulikbuchsen 12 ist dabei die Frequenz f, mit der im Elastomerelement 27 Querbeschleunigungen von außen durch den Wellenlauf der Radsätze 3 und 4 erregt werden. Neben einer hohen Quersteifigkeit weisen die Hydraulikbuchsen 12 eine veränderliche, erregerfrequenzabhängige Längssteifigkeit c auf, deren Verlauf in
Die Fluidkammern 31 und 32 sind in der Ausführung gemäß
Zur Überwachung des Hydraulikdruckes p ist gemäß
Claims (5)
- Chassis (1) for a rail vehicle, in particular for a locomotive, said chassis having a chassis frame (2), which is supported at least on a first wheel set (3) and a second wheel set (4), and an A-arm (8) per wheel set (3, 4) on both sides of the chassis for horizontally guiding the axle of the wheel set (3, 4), wherein an A-arm (8) is hinged to one of two axle bearings (6) of a wheel set (3, 4) by a wheel-set-side bearing (9), and to the chassis frame (2) by two frame-side bearings (10), wherein the bearings (9, 10) of each A-arm (8) are arranged respectively on the corners of a horizontally aligned isosceles triangle, the tip of the triangle forming the wheel-set-side bearing (9) and the base of the triangle forming the frame-side bearings (10), and wherein the frame-side bearings (10) have elastomer bushings (11) with a constant longitudinal and transverse rigidity, characterised in that the wheel-set-side bearings (9) have hydraulic bushings (12) with constant transverse rigidity and variable longitudinal rigidity (c), wherein each hydraulic bushing (12) has an externally located fluid chamber (32) in the longitudinal direction (X) and an internally located fluid chamber (31) in the longitudinal direction (X), which are arranged opposite one another in the longitudinal direction (X) and are filled with a hydraulic fluid, wherein each fluid chamber (31, 32) is connected to a fluid duct (33, 34) through which hydraulic fluid can flow into or out of the fluid chamber (31, 32), wherein the longitudinal rigidity (c) of the hydraulic bushing (12) varies as a function of the excitation frequency of fluid flows forced into or out of a fluid chamber (31, 32) by wheel set guiding forces, and wherein hydraulic bushings (12) arranged on the same chassis side are connected via external fluid ducts (34) such that the externally located fluid chamber (32) of the first wheel set (3) is hydraulically coupled to the internally located fluid chamber (31) of the second wheel set (4) and the internally located fluid chamber (31) of the first wheel set (3) is hydraulically coupled to the externally located fluid chamber (32) of the second wheel set (4).
- Chassis (1) according to claim 1, wherein a frame-side bearing (10) has a bearing bolt (22) pushing vertically through the elastomer bushing (11), with holes (23) running horizontally through said bearing bolt (22), through which are guided fixing means (24) for connecting the bearing (10) to the chassis frame (2) above and below the elastomer bushing (11) .
- Chassis (1) according to claim 1 or 2, wherein a wheel-set-side bearing (9) has a bearing bolt (28) pushing vertically through the hydraulic bushing (12), with a hole (29) running vertically through said bearing bolt (28), through which fixing means (30) for connecting the bearing (10) to the axle bearing (6) of the wheel set (3, 4) are guided coaxially through the hydraulic bushing (12).
- Chassis (1) according to one of claims 1 to 3, wherein a pressure sensor (35) is assigned to each fluid chamber (31, 32) coupled via a fluid duct (34), which pressure sensor (35) responds when the pressure (p) prevailing in the hydraulic fluid falls below a predefinable threshold value, wherein the pressure sensors (35) are connected individually and/or serially to a pressure monitoring device (36), and wherein the pressure monitoring device (36) is designed for the purpose of transmitting a warning signal to a central control device (37) of the rail vehicle, when individual and/or all pressure sensors (35) respond.
- Chassis (1) according to one of claims 1 to 4, wherein a third wheel set (13) is arranged between the first wheel set (3) and the second wheel set (4).
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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PL14808543T PL3046824T3 (en) | 2013-11-29 | 2014-11-25 | Chassis for a rail vehicle |
Applications Claiming Priority (2)
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DE102013224582.3A DE102013224582A1 (en) | 2013-11-29 | 2013-11-29 | Suspension for a rail vehicle |
PCT/EP2014/075475 WO2015078839A1 (en) | 2013-11-29 | 2014-11-25 | Chassis for a rail vehicle |
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EP3046824A1 EP3046824A1 (en) | 2016-07-27 |
EP3046824B1 true EP3046824B1 (en) | 2020-03-25 |
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EP14808543.4A Active EP3046824B1 (en) | 2013-11-29 | 2014-11-25 | Chassis for a rail vehicle |
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US (1) | US10246107B2 (en) |
EP (1) | EP3046824B1 (en) |
AU (1) | AU2014356619B2 (en) |
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ES (1) | ES2793198T3 (en) |
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JP5669914B1 (en) * | 2013-10-18 | 2015-02-18 | 三菱重工業株式会社 | Traveling trolleys and vehicles for track-based transportation systems |
FR3049552B1 (en) * | 2016-03-29 | 2019-05-10 | Unac | AXLE ARM FOR A RAILWAY AXLE, A RAIL AXLE, AND A RAILWAY VEHICLE COMPRISING SUCH A AXLE ARM. |
AT519394B1 (en) * | 2016-11-24 | 2023-01-15 | Siemens Mobility Austria Gmbh | Wheel control arrangement for a landing gear |
PL3592621T3 (en) | 2017-04-21 | 2021-09-06 | Siemens Mobility GmbH | Method for compensating for a loss of traction of a rail vehicle |
DE102017213970A1 (en) * | 2017-08-10 | 2019-02-14 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Method and device for determining changes in the longitudinal dynamic behavior of a rail vehicle |
CN111232007B (en) * | 2020-01-08 | 2021-05-11 | 同济大学 | Elastic bag active longitudinal positioning and driving device arranged in axle box |
DE102020206252A1 (en) * | 2020-05-18 | 2021-11-18 | Siemens Mobility GmbH | Undercarriage for a rail vehicle |
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CA1083886A (en) * | 1978-07-12 | 1980-08-19 | Roy E. Smith | Radial truck for railway vehicle |
US4537138A (en) * | 1983-07-05 | 1985-08-27 | Standard Car Truck Company | Radial trucks |
DE4424884A1 (en) | 1994-07-14 | 1996-01-18 | Siemens Schienenfahrzeugtech | Running gear for railway wagons |
FR2747166B1 (en) * | 1996-04-04 | 1998-06-12 | Hutchinson | IMPROVEMENTS ON HYDRAULIC ANTI-VIBRATION SUPPORT SLEEVES |
PT1228937E (en) | 1999-08-31 | 2005-02-28 | Construccio Y Aux De Ferrocarr | GUIDING DEVICE FOR AXLES OF A RAIL VEHICLE |
US6794448B2 (en) * | 2000-03-21 | 2004-09-21 | Sekisui Plastics Co., Ltd. | Resin particles and process for producing the same |
US6871598B2 (en) * | 2002-06-14 | 2005-03-29 | General Motors Corporation | Arrangement of radial bogie |
DE10310634A1 (en) | 2003-03-10 | 2004-09-30 | Carl Freudenberg Kg | axle-guide bearing |
DE102006044162A1 (en) | 2006-09-15 | 2008-03-27 | Voith Turbo Lokomotivtechnik Gmbh & Co. Kg | Attachment for a wheel set link of a rail vehicle |
DE102010033811B4 (en) * | 2010-08-09 | 2020-03-05 | Gmt Gummi-Metall-Technik Gmbh | Hydraulically damping hydraulic bearings for axle guide bearings |
CN201914271U (en) * | 2011-02-01 | 2011-08-03 | 中国北车集团大同电力机车有限责任公司 | Railway locomotive axle box link and railway locomotive |
DE102014214055A1 (en) * | 2014-07-18 | 2016-01-21 | Siemens Aktiengesellschaft | Suspension for a rail vehicle |
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2013
- 2013-11-29 DE DE102013224582.3A patent/DE102013224582A1/en not_active Ceased
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2014
- 2014-11-25 PL PL14808543T patent/PL3046824T3/en unknown
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- 2014-11-25 EP EP14808543.4A patent/EP3046824B1/en active Active
- 2014-11-25 WO PCT/EP2014/075475 patent/WO2015078839A1/en active Application Filing
- 2014-11-25 US US15/037,945 patent/US10246107B2/en active Active
- 2014-11-25 AU AU2014356619A patent/AU2014356619B2/en not_active Ceased
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US10246107B2 (en) | 2019-04-02 |
US20160304103A1 (en) | 2016-10-20 |
WO2015078839A1 (en) | 2015-06-04 |
AU2014356619A1 (en) | 2016-05-26 |
ES2793198T3 (en) | 2020-11-13 |
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