EP3046824B1 - Train de roulement d'un véhicule ferroviaire - Google Patents

Train de roulement d'un véhicule ferroviaire Download PDF

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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
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EP
European Patent Office
Prior art keywords
chassis
wheel set
hydraulic
bearing
fluid
Prior art date
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Active
Application number
EP14808543.4A
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German (de)
English (en)
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EP3046824A1 (fr
Inventor
Heiko Meyer
Hans Jürgen MÄRKL
Philipp SCHOLLE
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 Mobility GmbH
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Siemens Mobility GmbH
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Publication date
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Priority to PL14808543T priority Critical patent/PL3046824T3/pl
Publication of EP3046824A1 publication Critical patent/EP3046824A1/fr
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Publication of EP3046824B1 publication Critical patent/EP3046824B1/fr
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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
    • 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
    • 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
    • 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
    • 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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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (5)

  1. Train de roulement (1) destiné à un véhicule ferroviaire, en particulier à une locomotive, qui présente un châssis de roulement (2) qui s'appuie au moins sur un premier train de roues (3) et sur un deuxième train de roues (4) et chaque train de roues (3, 4) présente, sur les deux côtés du châssis de roulement, respectivement un bras de suspension triangulaire (8) destiné au guidage linéaire horizontal du train de roues (3, 4) ; dans lequel un bras de suspension triangulaire est relié en articulation à un de deux paliers de tourillons (6) d'un train de roues (3, 4) par l'intermédiaire d'un palier (9) du côté des trains de roues et au châssis de roulement (2) par l'intermédiaire de deux paliers (10) du côté du châssis ; dans lequel les paliers (9, 10) de chaque bras de suspension triangulaire (8) sont disposés sur les coins respectivement d'un triangle équilatéral orienté en direction horizontale, dont le sommet forme le palier (9) du côté des trains de roues et dont la base forme les paliers (10) du côté du châssis ; et dans lequel les paliers (10) du côté du châssis présentent des douilles (11) en élastomère possédant une résistance constante en direction longitudinale et en direction transversale ; caractérisé en ce que les paliers (9) du côté des trains de roues présentent des douilles hydrauliques (12) possédant une rigidité constante en direction transversale et une rigidité variable (c) en direction longitudinale ; dans lequel chaque douille hydraulique (12) présente une chambre pour fluide (32) disposée à l'extérieur dans la direction longitudinale (X) et une chambre pour fluide (31) disposée à l'intérieur dans la direction longitudinale (X), qui sont disposées à l'opposé l'une de l'autre dans la direction longitudinale (X) et qui sont remplies avec un fluide hydraulique ; dans lequel, à chaque chambre pour fluide (31, 32), est raccordé un canal pour fluide (33, 34) pour l'introduction ou l'évacuation du fluide hydraulique dans les chambres pour fluide (31, 32) ou hors de ces dernières ; dans lequel la rigidité (c) de la douille hydraulique (12) en direction longitudinale varie en fonction de la fréquence d'excitation des courants de fluide générés sur base des forces de guidage des trains de roues pénétrant dans une chambre pour fluide (31, 32) ou sortant d'une desdites chambres ; et dans lequel des douilles hydrauliques (12) disposées du même côté du train de roulement sont reliées par l'intermédiaire de canaux externes pour fluide (34) d'une manière telle que les chambres pour fluide (32) du premier train de roues (3) disposées à l'extérieur sont accouplées par voie hydraulique aux chambres pour fluide (31) du deuxième train de roues (4) disposées à l'intérieur et les chambres pour fluide (31) du premier train de roues (3) disposées à l'intérieur sont accouplées par voie hydraulique aux chambres pour fluide (32) du deuxième train de roues (4) disposées à l'extérieur.
  2. Train de roulement (1) selon la revendication 1, dans lequel un palier (10) du côté du châssis présente un tourillon de palier (22) qui traverse en direction verticale la douille (11) en élastomère, présentant des trous de passage (23) qui s'étendent en direction horizontale, à travers lesquels sont guidés des moyens de fixation (24) destinés à la liaison du palier (10) au châssis de train de roulement (2) au-dessus et en dessous de la douille (11) en élastomère.
  3. Train de roulement (1) selon la revendication 1 ou 2, dans lequel un palier (9) du côté des trains de roues présente un tourillon de palier (28) qui traverse en direction verticale la douille hydraulique (12), comprenant un trou de passage (29) s'étendant en direction verticale, à travers lequel sont guidés des moyens de fixation (30) destinés à la liaison du palier (10) au palier de tourillon (6) du train de roues (3, 4) en direction axiale à travers la douille hydraulique (12).
  4. Train de roulement (1) selon l'une quelconque des revendications 1 à 3, dans lequel, à des chambres pour fluide (31, 32) accouplées respectivement par l'intermédiaire d'un canal pour fluide (34), est attribué un capteur de pression (35) qui réagit dans le cas d'une chute de la pression (p) régnant dans le fluide hydraulique en dessous d'une valeur seuil qui peut être prédéfinie ; dans lequel les capteurs de pression (35) sont reliés de manière individuelle et/ou en série à un mécanisme de surveillance de la pression (36) ; et dans lequel le mécanisme de surveillance de la pression (36) est conçu pour transmettre un signal d'avertissement à un appareil de commande central (37) du véhicule ferroviaire, lorsque des capteurs de pression individuels et/ou tous les capteurs de pression (35) réagissent.
  5. Train de roulement (1) selon l'une quelconque des revendications 1 à 4, dans lequel, entre le premier train de roues (3) et le deuxième train de roues (4) est disposé un troisième train de roues (13).
EP14808543.4A 2013-11-29 2014-11-25 Train de roulement d'un véhicule ferroviaire Active EP3046824B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14808543T PL3046824T3 (pl) 2013-11-29 2014-11-25 Podwozie dla pojazdu szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013224582.3A DE102013224582A1 (de) 2013-11-29 2013-11-29 Fahrwerk für ein Schienenfahrzeug
PCT/EP2014/075475 WO2015078839A1 (fr) 2013-11-29 2014-11-25 Train de roulement d'un véhicule ferroviaire

Publications (2)

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EP3046824A1 EP3046824A1 (fr) 2016-07-27
EP3046824B1 true EP3046824B1 (fr) 2020-03-25

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US (1) US10246107B2 (fr)
EP (1) EP3046824B1 (fr)
AU (1) AU2014356619B2 (fr)
DE (1) DE102013224582A1 (fr)
ES (1) ES2793198T3 (fr)
PL (1) PL3046824T3 (fr)
WO (1) WO2015078839A1 (fr)

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JP5669914B1 (ja) * 2013-10-18 2015-02-18 三菱重工業株式会社 走行台車、及び軌道系交通システムの車両
FR3049552B1 (fr) * 2016-03-29 2019-05-10 Unac Bras d’essieu pour essieu ferroviaire, essieu ferroviaire et vehicule ferroviaire comprenant un tel bras d’essieu.
AT519394B1 (de) * 2016-11-24 2023-01-15 Siemens Mobility Austria Gmbh Radsteuerungsanordnung für ein Fahrwerk
RU2723614C1 (ru) * 2017-04-21 2020-06-16 Сименс Мобилити Гмбх Способ компенсирования потери силы тяги рельсового транспортного средства
DE102017213970A1 (de) * 2017-08-10 2019-02-14 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zum Bestimmen von Veränderungen im längsdynamischen Verhalten eines Schienenfahrzeugs
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US20160304103A1 (en) 2016-10-20
DE102013224582A1 (de) 2015-06-03
AU2014356619A1 (en) 2016-05-26
AU2014356619B2 (en) 2017-05-04
EP3046824A1 (fr) 2016-07-27
WO2015078839A1 (fr) 2015-06-04
PL3046824T3 (pl) 2020-08-24
ES2793198T3 (es) 2020-11-13
US10246107B2 (en) 2019-04-02

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