EP3197742B1 - Châssis de mécanisme de roulement pourvu d'une unité d'entraînement - Google Patents

Châssis de mécanisme de roulement pourvu d'une unité d'entraînement Download PDF

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Publication number
EP3197742B1
EP3197742B1 EP15750417.6A EP15750417A EP3197742B1 EP 3197742 B1 EP3197742 B1 EP 3197742B1 EP 15750417 A EP15750417 A EP 15750417A EP 3197742 B1 EP3197742 B1 EP 3197742B1
Authority
EP
European Patent Office
Prior art keywords
chassis frame
drive unit
fastening means
longitudinal
motor
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
EP15750417.6A
Other languages
German (de)
English (en)
Other versions
EP3197742A1 (fr
Inventor
Christian KARNER
Markus Hubmann
David KREUZWEGER
Christian PLANKENSTEINER
Michael Sumnitsch
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 Austria GmbH
Original Assignee
Siemens Mobility Austria GmbH
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 Mobility Austria GmbH filed Critical Siemens Mobility Austria GmbH
Priority to PL15750417T priority Critical patent/PL3197742T3/pl
Publication of EP3197742A1 publication Critical patent/EP3197742A1/fr
Application granted granted Critical
Publication of EP3197742B1 publication Critical patent/EP3197742B1/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
    • 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
    • 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
    • B61F5/28—Axle-boxes integral with, or directly secured to, vehicle or bogie underframes
    • 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
    • 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

Definitions

  • the invention relates to a chassis frame for a rail vehicle, comprising at least one drive unit, for example a motor, fastened to the chassis frame with one or more elongate fastening means.
  • the invention can be applied to bogie frames, in particular to internally mounted bogies where the axle bearings and the frame parts are located between the wheels or wheel disks, but in principle also to externally mounted bogies.
  • the fastening means can be released so that the drive unit can be changed.
  • the positioning of the interface between the drive on the one hand and the running gear or bogie on the other hand poses a major challenge because of the limited space available. In the case of rail vehicles, it can therefore make sense to position the drive in the longitudinal direction next to the running gear.
  • the drive is attached to the chassis and transmits various forces (weight, torque, ...) to the chassis frame.
  • the drive can be screwed to the chassis via a fixed motor mount.
  • This motor mount is located above the drive and is a massive, heavy component that must be attached to the chassis frame accordingly.
  • the screw connection with the Drive through its engine mounts takes place vertically, so the bolts or screws run vertically in the operating state of the chassis.
  • Another possibility for fastening the drive motor is to arrange elongated, detachable fastening elements on the chassis in the direction of travel, which is easily possible with a long wheelbase, with a short wheelbase for reasons of space requirements for the assembly and disassembly of the drive motor (space for tightening tools, space for fastening the screws) but often not.
  • a running gear frame which comprises at least one drive unit fastened to the running gear frame with one or more elongate fastening means, with the features of claim 1.
  • the invention provides that at least one fastening means is arranged transversely to the direction of travel and protrudes into the chassis frame or is guided through brackets firmly connected to the chassis frame and protrudes into the space above or below the chassis frame.
  • Transverse to the direction of travel means that the elongate fastening means are arranged transversely to the longitudinal extent of the chassis frame, that is to say approximately transversely to the longitudinal direction of the longitudinal members of the chassis frame.
  • the elongate fastening means will be normal to the direction of travel in a - in the operating state of the chassis frame - lie horizontal plane.
  • fastening means can be fastened directly to the chassis frame or above or below the chassis frame on a console rigidly connected to the chassis due to the arrangement transverse to the direction of travel means that a motor mount can be omitted, its weight is saved and the construction of the chassis frame is simplified.
  • the lateral connection of the drive unit with the chassis frame means that there is more space above the drive unit for the car body.
  • the arrangement of the fasteners transversely to the direction of travel ensures that they can be installed and removed even with a short wheelbase.
  • At least one fastening means is arranged to penetrate the chassis frame, usually the longitudinal member, i.e. about the entire box girder (both side walls) or the web of the longitudinal member in the case of an I-beam as the longitudinal member.
  • the fastening means can only penetrate one side wall of the side member (for example in the case of a box section as the side member), the other side wall not.
  • This console can, for example, be a level Be plate. As a rule, it is arranged vertically in the operating state of the chassis frame (i.e. normal to a plane of the chassis frame that is spanned by longitudinal and cross members) and could, for example, be designed as an upward extension of the outer side wall of the longitudinal member over the longitudinal member.
  • brackets above and below the longitudinal member it can be provided that all fastening means arranged transversely to the direction of travel are guided through brackets and protrude into the space above or below the chassis frame.
  • the drive unit is only mounted above and below the longitudinal member and there is no penetration of the longitudinal member itself.
  • the drive unit with the fastening means can be mounted on the chassis frame in a rigid manner or by means of one or more elastic elements.
  • the latter has the advantage that the drive unit and chassis frame are decoupled from one another with regard to sound transmission and acceleration.
  • the elastic elements interact with the fastening means.
  • the elastic element is firmly connected to the drive unit, because the drive unit is easier to manipulate than the chassis frame.
  • the elastic element is firmly connected to the chassis frame.
  • the elastic element is part of an inner bushing that is firmly connected to either the chassis frame or the drive unit and the other part (drive unit or chassis frame) with the help of the elongated fastening means is held in the inner socket.
  • This embodiment of the elastic element is particularly suitable for a drive unit which is oriented transversely to the direction of travel, and is thus usually arranged between the two longitudinal members.
  • Bolts for example together with a screwing element, or screws are provided as fastening means for all design variants. Both fasteners have the advantage of being detachable.
  • At least two or even four fastening means are provided per drive unit, depending on its size.
  • One embodiment of the invention provides that the drive unit is arranged in the direction of travel, namely in particular laterally outside the side member.
  • Another embodiment of the invention provides that the drive unit is arranged transversely to the direction of travel between the longitudinal members.
  • a running gear frame 1 is shown, which is composed of two longitudinal members 8 and two cross members 9.
  • the chassis frame 1 is symmetrical in this example, also with regard to the transverse center axis 11.
  • a motor 3 is attached to the longitudinal member 8.
  • Each motor 3 is fastened to the longitudinal members 8 by means of four fastening elements in the form of screws 13 (to form a screw connection with axial motor bearings 14), the screws 13 running parallel to the transverse central axis 11, i.e. transversely to the direction of travel.
  • the screws 13 are fastened outside the two cross members 9, viewed in the longitudinal or direction of travel.
  • the fastening of the screws 13 is in Fig. 2 better to see the section along the AA axis in Fig. 1 reproduces.
  • the lower two screws 13 are guided directly through the longitudinal beam 8 and held in it, the longitudinal beam 8 being bent downwards by approximately its height in the central longitudinal region.
  • the upper two screws 13 are guided through brackets 12 which are fixedly attached to the longitudinal beam 8. They can be designed as flat metal sheets that are oriented vertically upwards from the side member, for example as a continuation of the outer side wall of the side member 8.
  • Such consoles 12 can be made much smaller and are therefore lighter than conventional engine mounts.
  • an elastic motor mount 14 is provided for each screw 13, which, for example, as in FIG Fig. 4 can be executed: it has two bearing halves 15, 16 made of metal, wherein the first bearing half 15 is arranged on the outside of the longitudinal beam 8 or the bracket 12, so for the engine 3, the second bearing half 16 on the inside of the longitudinal beam 8 or of the console 12.
  • the screw 13 is surrounded in the area of the motor bearing 14 by a spacer sleeve 17 on which the two bearing halves 15, 16 rest.
  • Each bearing half 15, 16 can, as shown here, again be designed in two parts, with then between the two parts 151, 152; 161, 162 an elastic element 6 is provided, for example a flat rubber layer, which is approximately flat on both parts 151, 152; 161, 162 rests.
  • the inner part 151 of the first bearing half 15 and the inner part 161 of the second bearing half 16 are firmly clamped to the motor 3 by means of a screw 13 and spacer sleeve 17.
  • the outer part 152 of the first bearing half 15 and the outer part 162 of the second bearing half 16 are braced to the chassis frame 1, that is to say here the longitudinal member 8 (or the bracket 12) the force being transmitted via the elastic element 6. As a result, a slight displacement is possible in the elastic element 6.
  • the structure of the engine mount 14 could also be reversed in that the inner parts 151, 161 of the two bearing halves 15, 16 as well as the screw 13 and the spacer sleeve 17 are firmly connected to the chassis frame 1 (the longitudinal member 8 or the bracket 12), while the outer parts 152, 162 are firmly connected to the engine 3.
  • the engine mount 14 could also be designed without elastic elements 6 if one wanted to do without an elastic mount of the engine 3 on the chassis frame 1: the two bearing halves 15, 16 would then each be made in one piece, parts 151 and 152 on the one hand and parts 161 and 162 on the other hand, one part could each be combined.
  • the drive unit 3 is arranged in the direction of travel, the longitudinal axis or longitudinal extension of the motor 3 is parallel to the direction of travel or the longitudinal center axis 10 of the chassis frame.
  • the drive unit 3 is arranged laterally outside the longitudinal member 8. The motor 3 pulls or pushes the screws 13 in the axial direction.
  • the elongate fastening means have hitherto generally been arranged vertically, that is, normal to the longitudinal and transverse central axes 10, 11.
  • Fig. 3 it can be seen that the motors 3 are arranged approximately in the area of the vertical extent of the longitudinal member 8 - from the lower edge of the cranked section to the upper edge of the straight sections - and do not protrude significantly beyond this area.
  • Fig. 5 shows a possible embodiment where the connection between the engine 3 and the chassis frame 1 takes place via an elastic element 6.
  • a socket is provided on the motor 3, into which a metal-rubber element is pressed as an inner socket 2 which has at least one sleeve-shaped elastic layer made of rubber 6. This has a larger diameter in the middle than at the edge.
  • the bolt 4 is passed through the chassis frame 1 on both sides of the bushing of the motor 3.
  • a screwing element 5 designed as a screw nut (a screw would also be possible) on the head of the bolt, the bolt 4 tensions the inner bushing 2 against the chassis frame 1 and thus transmits the transverse forces.
  • the bolt 4 can be surrounded by an intermediate bushing 7 at the end of the shaft where it is mounted in the chassis frame 1, which serves to facilitate assembly.
  • the longitudinal and vertical forces are transmitted via the fits on the head and shaft of the bolt 4.
  • Fig. 6 shows in reverse of Fig. 4 a bushing arranged on the chassis frame 1, into which a metal-rubber element is pressed as an inner bushing 2, which has at least one sleeve-shaped layer of rubber 6.
  • the bolt 4 is passed through the motor 3 on both sides of the bushing.
  • a screwing element 5 designed as a screw nut (a screw would also be possible here instead) on the head of the bolt 4, the bolt 4 tensions the inner bushing 2 against the motor 3 and thus transmits the transverse forces.
  • the longitudinal and vertical forces are again transmitted via the fits on the head and shaft of the bolt 4.
  • transversely arranged motors 3 have mostly been screwed to the chassis frame 1 in the direction of travel (parallel to the longitudinal center axis 10) or perpendicular (normal to the longitudinal center axis 10 and to the transverse center axis 11), while a connection by means of bolts 4 and screwing elements 5 in the transverse direction is now proposed.
  • the bolts 4 and screws 13 can be dismantled in all of the embodiments shown and, in the operating position of the chassis frame 1, run horizontally and normal to the direction of travel.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Claims (13)

  1. Cadre de châssis (1) pour un véhicule ferroviaire, comportant au moins un bloc de commande fixé au cadre de châssis à l'aide d'un ou de plusieurs moyens de fixation (4, 13) allongés, caractérisé en ce qu'au moins un moyen de fixation (4, 13) est disposé perpendiculairement au sens de déplacement et fait saillie dans le cadre de châssis (1) ou passe à travers des appuis (12) solidaires du cadre de châssis (1) et est en saillie dans l'espace se trouvant au-dessus ou au-dessous du cadre de châssis (1) et en ce que comme moyens de fixation, des boulons (4) ou des vis (13) sont prévus.
  2. Cadre de châssis (1) selon la revendication 1, caractérisé en ce qu'au moins un moyen de fixation (4, 13) est disposé de manière à passer par le cadre de châssis (1), typiquement à travers le longeron (8).
  3. Cadre de châssis (1) selon la revendication 1, caractérisé en ce que le moyen de fixation (4, 13) est disposé de manière à passer à travers une paroi latérale du longeron (8).
  4. Cadre de châssis (1) selon l'une des revendications 1 à 3, caractérisé en ce que, sur le cadre de châssis (1), au moins un appui (12) est prévu, par exemple disposé sur un longeron (8).
  5. Cadre de châssis (1) selon l'une des revendications 1 à 4, caractérisé en ce que l'ensemble des moyens de fixation (4, 13) disposés perpendiculairement au sens de déplacement passent à travers des appuis (12) et font saillie dans l'espace se trouvant au-dessus ou au-dessous du cadre de châssis (1).
  6. Cadre de châssis (1) selon l'une des revendications 1 à 5, caractérisé en ce que le bloc de commande (3) est logé sur le cadre de châssis (1) au moyen d'un ou de plusieurs éléments élastiques (6) coopérant avec les moyens de fixation (4, 13).
  7. Cadre de châssis (1) selon la revendication 6, caractérisé en ce que l'élément élastique (6) est solidaire du bloc de commande (3).
  8. Cadre de châssis (1) selon la revendication 6, caractérisé en ce que l'élément élastique (6) est solidaire du cadre de châssis (1).
  9. Cadre de châssis (1) selon l'une des revendications 6 à 8, caractérisé en ce que l'élément élastique (6) fait partie d'un manchon intérieur (2) solidaire soit du cadre de châssis (1) soit du bloc de commande (3) et l'autre partie chacune est maintenue dans le manchon intérieur (2) à l'aide du moyen de fixation oblong (4).
  10. Cadre de châssis (1) selon l'une des revendications 1 à 9, caractérisé en ce que le boulon (4) est pressé à force dans l'autre partie.
  11. Cadre de châssis (1) selon l'une des revendications 1 à 9, caractérisé en ce que le bloc de commande (3) est disposé dans le sens de déplacement.
  12. Cadre de châssis (1) selon la revendication 11, caractérisé en ce que le bloc de commande (3) est disposé latéralement à l'extérieur du longeron (8).
  13. Cadre de châssis (1) selon l'une des revendications 1 à 10, caractérisé en ce que le bloc de commande (3) est disposé entre les longerons (8) perpendiculairement au sens de déplacement.
EP15750417.6A 2014-09-22 2015-08-12 Châssis de mécanisme de roulement pourvu d'une unité d'entraînement Active EP3197742B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15750417T PL3197742T3 (pl) 2014-09-22 2015-08-12 Rama podwozia z jednostką napędową

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT506642014 2014-09-22
PCT/EP2015/068533 WO2016045865A1 (fr) 2014-09-22 2015-08-12 Châssis de mécanisme de roulement pourvu d'une unité d'entraînement

Publications (2)

Publication Number Publication Date
EP3197742A1 EP3197742A1 (fr) 2017-08-02
EP3197742B1 true EP3197742B1 (fr) 2020-10-07

Family

ID=53836593

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15750417.6A Active EP3197742B1 (fr) 2014-09-22 2015-08-12 Châssis de mécanisme de roulement pourvu d'une unité d'entraînement

Country Status (6)

Country Link
US (1) US11180168B2 (fr)
EP (1) EP3197742B1 (fr)
CN (1) CN106715228A (fr)
AU (1) AU2015319952B8 (fr)
PL (1) PL3197742T3 (fr)
WO (1) WO2016045865A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT515583A1 (de) * 2014-03-19 2015-10-15 Siemens Ag Oesterreich Drehgestellrahmen
FR3080822A1 (fr) * 2018-05-07 2019-11-08 Alstom Transport Technologies Chassis pour vehicule ferroviaire et vehicule ferroviaire associe
FR3118750B1 (fr) 2021-01-12 2023-06-30 Alstom Transp Tech Bogie moteur pour véhicule ferroviaire

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Also Published As

Publication number Publication date
AU2015319952B2 (en) 2018-08-09
AU2015319952A1 (en) 2017-03-16
WO2016045865A1 (fr) 2016-03-31
CN106715228A (zh) 2017-05-24
US20170282939A1 (en) 2017-10-05
PL3197742T3 (pl) 2021-04-06
AU2015319952A8 (en) 2018-08-23
US11180168B2 (en) 2021-11-23
EP3197742A1 (fr) 2017-08-02
AU2015319952B8 (en) 2018-08-23

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