EP3461714A1 - Train de roulement pour un véhicule sur rails - Google Patents

Train de roulement pour un véhicule sur rails Download PDF

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Publication number
EP3461714A1
EP3461714A1 EP18196732.4A EP18196732A EP3461714A1 EP 3461714 A1 EP3461714 A1 EP 3461714A1 EP 18196732 A EP18196732 A EP 18196732A EP 3461714 A1 EP3461714 A1 EP 3461714A1
Authority
EP
European Patent Office
Prior art keywords
clamping
chassis
wheel
clamping piece
carrying device
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.)
Granted
Application number
EP18196732.4A
Other languages
German (de)
English (en)
Other versions
EP3461714B1 (fr
Inventor
Laszlo Boronkai
Harald JANSKY
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 AG Oesterreich
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Publication of EP3461714A1 publication Critical patent/EP3461714A1/fr
Application granted granted Critical
Publication of EP3461714B1 publication Critical patent/EP3461714B1/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
    • 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
    • B61F5/50—Other details
    • 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
    • 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 for a rail vehicle, with at least one internally mounted first wheel with a first axle, a first wheel and a second wheel.
  • Clamping element is designed as a cone-shaped cylinder clamping ring in a resilient material.
  • the cylinder locking ring has recesses which facilitate a change in shape of the clamping element under load.
  • conical ring elements are provided, which are mutually pivotable under load.
  • the invention is therefore based on the object to provide a comparison with the prior art further developed chassis.
  • this object is achieved with a chassis of the type mentioned, in which at least one first clamping arrangement is braced with the at least first set of wheels, and in which a carrying device is mounted on the at least first clamping arrangement and a further chassis component.
  • components such as pantographs or train safety sensors, etc., can be arranged in the vicinity of a railway infrastructure, thus facilitating an interaction of these interface components with train control devices provided in the outer regions of tracks, for example in a track body.
  • brake calipers, sensors and grounding contacts, etc. are arranged, which is caused in the chassis with innengelagertem first wheel known from externally mounted trolleys flexibility in terms of an arrangement of components on the chassis outer sides.
  • a favorable force transmission is achieved by the carrying device via the first clamping arrangement on the first set of wheels.
  • a track for example, due to track position errors unsprung on the first wheel and the second wheel transmitted shocks and forces and moments can to a large extent or completely transferred by means of the first clamping arrangement.
  • a use of screw connections between the first clamping arrangement and the wheelset can be reduced or it can be completely dispensed with. Screws are only required as redundancy.
  • an advantageous flexibility in terms of maintenance, repair and retrofitting of the first clamping arrangement is achieved because it is easy to assemble and disassemble.
  • the at least first clamping arrangement is at least partially encased by a first hollow shaft segment of the first axle of the wheelset. This measure results in a compact, space-saving design of the first clamping arrangement. Furthermore, the first clamping arrangement is thereby at least partially protected against environmental influences.
  • the at least first clamping arrangement comprises a clamping piece, a central screw and a counterpart, wherein the clamping piece is biased by means of the central screw and the counterpart.
  • a favorable solution is achieved when the clamping piece has a conical interior.
  • the counterpart has a conical lateral surface.
  • the clamping piece is at least partially, in particular at its outlet, crowned.
  • the clamping piece has at least a first longitudinal slot.
  • a change in shape of the clamping piece is facilitated under load of the first clamping arrangement. It will cause an exact fit between the spanner and the first set of wheels.
  • the at least first guide pin is guided in the at least first longitudinal slot.
  • the carrying device has a sight hole.
  • the first clamping arrangement can be easily checked from the outside by visual inspection. By way of example, this makes it possible to check markings on the central screw with respect to their mounting state. It is for the visual inspection due to the inspection hole no disassembly of the carrying device required.
  • Fig. 1 shows a perspective view of an exemplary embodiment of a first clamping arrangement 7 according to the invention in a sectional view.
  • the first clamping arrangement 7 has a clamping piece 11, a counterpart 13 and a central screw 12 and is partially arranged in a first hollow shaft segment 10 of a first wheel set shaft 3, ie is partially encased by the first hollow shaft segment 10.
  • This is a cheap solution.
  • the clamping piece 11 has a flange-like region, in which it is non-positively connected by means of a first hexagonal screw 25 and a second hexagonal screw 26 with the first axle 3.
  • the first hexagonal screw 25 and the second hexagonal screw 26 are arranged as redundancy.
  • a predominant part of introduced into the clamping piece 11 forces and moments (eg, torsional moments and bending moments) is transmitted via a press fit between the clamping piece 11 and the first hollow shaft segment 10.
  • the counterpart 13 which has a conical lateral surface 18, via a first guide pin 14 which is guided in a first longitudinal slot 19 of the clamping piece 11 and a second guide pin 15 which in a second longitudinal slot 20 of the clamping piece 11 is positioned in the clamping piece 11.
  • a third longitudinal slot 21, a fourth longitudinal slot 22 and, not shown, further longitudinal slots are provided on the clamping piece 11, in which a third guide pin, a fourth Guide pins and, also not shown, further guide pins are guided.
  • the first longitudinal slot 19, the second longitudinal slot 20, the third longitudinal slot 21, the fourth longitudinal slot 22 and the other longitudinal slots are each half cylindrically offset at one end, that is not carried out consistently.
  • the counterpart 13 is threaded into the clamping piece 11 by means of the first guide pin 14, the second guide pin 15 and the further guide pin and the first longitudinal slot 19, the second longitudinal slot 20, the third longitudinal slot 21, the fourth longitudinal slot 22 and the other longitudinal slots. Due to the first guide pin 14, the second guide pin 15 and the other guide pin and the first longitudinal slot 19, the second longitudinal slot 20, the third longitudinal slot 21, the fourth longitudinal slot 22 and the other longitudinal slots, the counterpart 13 in the clamping piece 11 against unintentional movements relative secured to the clamping piece 11.
  • the clamping piece 11 has a first bore 27, the counterpart 13 a second bore 28. In the first bore 27 and the second bore 28, the central screw 12 is guided.
  • the second bore 28 has an internal thread and the central screw 12 has an external thread. About the external thread and the internal thread, the central screw 12 is bolted to the counterpart 13.
  • the counterpart 13 moves in the direction of a longitudinal axis 29 of the clamping piece 11 in the direction of a screw head 30 of the central screw 12. Due to a wedge effect, which is formed between the conical interior 16 of the clamping piece 11 and the conical counterpart 13, is a radial biasing force, which presses the clamping piece 11 in the region of the conical interior 16 against the first hollow shaft segment 10 is generated. Due to the biasing force of the press fit between the clamping piece 11 and the first axle 3 is generated and it Forces and moments (in particular Torsionsmomente and bending moments) between the first clamping assembly 7 and the first set of wheels 1 are transmitted.
  • the clamping piece 11 is at its in Fig.
  • a carrying device 9 is mounted by means of a first pair of rolling bearings 31.
  • the seal 35 and a cover 36 the first rolling bearing pair 31 is protected or sealed against environmental influences such as moisture, particles, etc.
  • the seal 35 is screwed by means of a first Allen screw 37, a second hexagon socket screw 38 and other, not shown hexagon socket screws with the support device 9.
  • the lid 36 is connected to the carrying device 9 by means of a first fastening screw 39, a second fastening screw 40, a third fastening screw 41, a fourth fastening screw 42 and further fastening screw, not shown.
  • the lid 36 has a sight hole 23, on the one in Fig. 1 not shown Verwarmark ist the central screw 12 can be inspected. This can be checked quickly be whether the central screw 12 has loosened unintentionally.
  • a drive lock arranged for a train protection system.
  • the carrying device 9 is, as in Fig. 2 represented with a chassis frame 24 of the chassis, ie connected to another suspension component.
  • FIG. 2 shown side elevation shows a first, exemplary variant of a chassis according to the invention for a rail vehicle.
  • the chassis comprises a chassis frame 24, an internally mounted first set of wheels 1 with a first set of wheels 3, a first wheel 5 and a non-visible second wheel and an internally mounted second set of wheels 2 with a second set of wheels 4, a third wheel 6 and a likewise not visible fourth Wheel, ie, the first set of wheels 1 is connected in a region between the first wheel 5 and the second wheel to the chassis frame 24 and the second set of wheels 2 in a region between the third wheel 6 and the fourth wheel.
  • first axle 3 is one associated with Fig. 1 described first clamping assembly 7 clamped.
  • a carrying device 9 is mounted by means of a first pair of rolling bearings 31.
  • the support device 9 is further connected via a rotary joint 44 with the chassis frame 24, that is connected to another suspension component.
  • Fig. 3 shows a side elevation of a second exemplary embodiment of a chassis according to the invention of a rail vehicle with a chassis frame 24, an internally mounted first set of wheels 1 and an internally mounted second set of wheels 2.
  • the first set of wheels 1 has a first axle 3, a first wheel 5 and a second wheel not visible , the second set of wheels 2, a second set of wheels 4, a third wheel 6 and a non-visible fourth wheel.
  • a first clamping assembly 7 clamped, with the second set of wheels 4, a structurally same as the first clamping assembly 7 formed second clamping assembly 8.
  • the second clamping assembly 8 is provided with a in Fig. 3 not shown second hollow shaft segment of the second axle 4 braced.
  • the carrying device 9 is mounted on the first clamping arrangement 7 by means of a first pair of rolling bearings 31, by means of a second pair of rolling bearings 32 on the second clamping arrangement 8, i. on another suspension component.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Clamps And Clips (AREA)
  • Vehicle Body Suspensions (AREA)
EP18196732.4A 2017-09-27 2018-09-26 Train de roulement pour un véhicule sur rails Active EP3461714B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA50825/2017A AT520590B1 (de) 2017-09-27 2017-09-27 Fahrwerk für ein Schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP3461714A1 true EP3461714A1 (fr) 2019-04-03
EP3461714B1 EP3461714B1 (fr) 2023-05-31

Family

ID=63685626

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18196732.4A Active EP3461714B1 (fr) 2017-09-27 2018-09-26 Train de roulement pour un véhicule sur rails

Country Status (2)

Country Link
EP (1) EP3461714B1 (fr)
AT (1) AT520590B1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022122918A1 (fr) 2020-12-11 2022-06-16 Siemens Mobility Austria Gmbh Train de roulement pour un véhicule ferroviaire
WO2023011930A1 (fr) 2021-08-04 2023-02-09 Siemens Mobility Austria Gmbh Agencement de capteur et bogie

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE533784C (de) * 1928-09-15 1931-09-26 Aeg Zweiachsiges Deichselgestell fuer Schienenfahrzeuge
US2636451A (en) * 1947-12-30 1953-04-28 Budd Co Railway truck and body organization
FR2383810A1 (fr) * 1977-03-18 1978-10-13 Bulgarski Darjavni Jelesnizi Train de roues pour vehicules ferroviaires adaptable a differents ecartements de voies
DE19826448A1 (de) * 1998-06-13 2000-01-20 Abb Daimler Benz Transp Fahrwerk für ein Schienenfahrzeug

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT518697B1 (de) * 2016-05-10 2021-12-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE533784C (de) * 1928-09-15 1931-09-26 Aeg Zweiachsiges Deichselgestell fuer Schienenfahrzeuge
US2636451A (en) * 1947-12-30 1953-04-28 Budd Co Railway truck and body organization
FR2383810A1 (fr) * 1977-03-18 1978-10-13 Bulgarski Darjavni Jelesnizi Train de roues pour vehicules ferroviaires adaptable a differents ecartements de voies
DE19826448A1 (de) * 1998-06-13 2000-01-20 Abb Daimler Benz Transp Fahrwerk für ein Schienenfahrzeug

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022122918A1 (fr) 2020-12-11 2022-06-16 Siemens Mobility Austria Gmbh Train de roulement pour un véhicule ferroviaire
WO2023011930A1 (fr) 2021-08-04 2023-02-09 Siemens Mobility Austria Gmbh Agencement de capteur et bogie

Also Published As

Publication number Publication date
AT520590A1 (de) 2019-05-15
AT520590B1 (de) 2020-09-15
EP3461714B1 (fr) 2023-05-31

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