EP3461714B1 - 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
EP3461714B1
EP3461714B1 EP18196732.4A EP18196732A EP3461714B1 EP 3461714 B1 EP3461714 B1 EP 3461714B1 EP 18196732 A EP18196732 A EP 18196732A EP 3461714 B1 EP3461714 B1 EP 3461714B1
Authority
EP
European Patent Office
Prior art keywords
tensioning
piece
bogie
bogie according
wheel
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
EP18196732.4A
Other languages
German (de)
English (en)
Other versions
EP3461714A1 (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
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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.)
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Publication date
Application filed by Siemens Mobility Austria GmbH filed Critical Siemens Mobility Austria GmbH
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
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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
    • 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
    • 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 running gear for a rail vehicle, having at least one internally mounted first wheel set with a first wheel set axle, a first wheel and a second wheel.
  • sensors of train protection systems such as antennas or release levers for travel locks must be attached as far forward as possible in the direction of travel of a rail vehicle and in the vertical direction close to the top edge of the rail.
  • train protection sensors can be arranged on a longitudinal beam of a bogie frame.
  • this is often only possible with difficulty since, according to the principle of internal mounting, the longitudinal member of the bogie frame runs within pairs of wheels and external wheels prevent train protection sensors from being directly connected to a front side of the bogie.
  • pantographs and other components whose design must take into account vertical movements relative to the upper edge of the rail.
  • stepladders In addition, an arrangement of stepladders, brake calipers, sensors and grounding contacts on the outside of the undercarriage is difficult for undercarriages with internal bearings.
  • Siemens SF7000 bogie with internal bearings is known from the prior art.
  • the DE 33 09 969 A1 which shows a clamping element for a shaft-hub connection.
  • the clamping element is designed as a conical cylindrical clamping ring made of a resilient material.
  • the cylindrical clamping ring has recesses which facilitate a change in shape of the clamping element under load.
  • conical ring elements are provided, which can be pivoted against each other under load.
  • the U.S. 2,636,451 A an internally mounted chassis for a rail vehicle with disc brakes, which are arranged on the outside of the wheel.
  • the DE 198 26 448 A1 discloses a chassis with inner bearings in which various components are provided on wheel outer sides.
  • a lane change chassis is described.
  • a support device is provided, which is connected to a chassis frame via screws.
  • the DE 533 784 C shows a drawbar chassis in which each drawbar arm is connected to a wheelset shaft end via a socket-bolt connection.
  • the invention is therefore based on the object of specifying a chassis that is further developed than the prior art.
  • components such as pantographs or train protection sensors etc. can be arranged in the vicinity of a railway infrastructure, thus facilitating interaction of these interface components with train protection devices provided in the outer regions of tracks, for example in a track body.
  • stepladders or steps, brake calipers, sensors and grounding contacts etc. can also be arranged on the carrying device, whereby the chassis with internally mounted first wheel set has the flexibility known from externally mounted chassis with regard to an arrangement of components on the chassis outer sides.
  • first tensioning arrangement a favorable transmission of force from the carrying device via the first tensioning arrangement to the first wheel set is achieved. Impacts or forces and moments transmitted unsprung from a track, for example due to track geometry errors, to the first wheel and the second wheel can be transmitted to a large extent or completely by means of the first clamping arrangement.
  • the use of screw connections between the first clamping arrangement and the wheelset can be reduced or it can be dispensed with entirely.
  • Screws are only required for redundancy.
  • an advantageous flexibility in terms of maintenance, servicing and retrofitting is the first Clamping arrangement achieved because it is easy to assemble and disassemble.
  • This measure also ensures that the first clamping arrangement can be assembled and disassembled easily and quickly. For example, it is only necessary for a clamping process of the first clamping arrangement to tighten or loosen the central screw.
  • the at least first clamping arrangement is at least partially encased by a first hollow shaft segment of the first wheelset shaft.
  • This measure causes a favorable transmission of forces from the central screw to the clamping piece and thus a prestressing of the clamping piece or a radial force between the first clamping arrangement and the first wheel set via a wedge effect.
  • the clamping piece is at least partially crowned, in particular at its outlet. This measure on the one hand has the advantage of tolerance compensation when the clamping piece is inserted into the first hollow shaft segment or when the Achieved clamping piece with the first wheelset shaft and on the other hand avoided an edged support of the clamping piece on a surface of the first wheelset shaft.
  • clamping piece has at least one first longitudinal slot. This measure facilitates a change in shape of the clamping piece when the first clamping arrangement is loaded. An exact fit is effected between the clamping piece and the first wheel set.
  • the at least first guide pin is guided in the at least first longitudinal slot.
  • the carrying device has an inspection hole.
  • the first clamping arrangement can be easily checked from the outside by means of a visual inspection. For example, markings on the central screw can be checked with regard to their assembly status. It is not necessary to dismantle the carrying device for the visual inspection due to the inspection hole.
  • 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 wheelset shaft 3 , ie it is partially encased by the first hollow shaft segment 10 .
  • first clamping arrangement 7 it would also be conceivable to connect the first clamping arrangement 7 to a stub shaft of a first wheel 5, for example.
  • the first wheel set shaft 3 and the first wheel 5 and a second wheel form an internally mounted first wheel set 1 of a running gear of a rail vehicle.
  • the clamping piece 11 has a flange-like area in which it is non-positively connected to the first wheelset axle 3 by means of a first hexagonal screw 25 and a second hexagonal screw 26 .
  • the first hexagonal screw 25 and the second hexagonal screw 26 are arranged as a redundancy.
  • a predominant part of the forces and moments (e.g. torsional moments and bending moments) introduced into the clamping piece 11 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, is guided by a first guide pin 14, which is guided in a first longitudinal slot 19 in the clamping piece 11, and a second guide pin 15, which is guided 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, other guide pins are performed.
  • the first longitudinal slit 19, the second longitudinal slit 20, the third longitudinal slit 21, the fourth longitudinal slit 22 as well as the other longitudinal slits are each offset semi-cylindrically at one end, i.e. not designed to be continuous.
  • 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 pins as well as the first longitudinal slot 19, the second longitudinal slot 20, the third longitudinal slot 21, the fourth longitudinal slot 22 and the further longitudinal slots.
  • the counterpart 13 in the clamping piece 11 is relative against unintentional movements secured to the clamping piece 11.
  • the clamping piece 11 has a first bore 27, the counterpart 13 has a 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.
  • the central screw 12 is screwed to the counterpart 13 via the external thread and the internal thread.
  • 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, a radial prestressing force, which presses the clamping piece 11 in the region of the conical interior space 16 against the first hollow shaft segment 10, is generated.
  • the press fit between the clamping piece 11 and the first wheelset shaft 3 is generated and it forces and moments (in particular torsional moments and bending moments) are transmitted between the first clamping arrangement 7 and the first wheel set 1 .
  • the clamping piece 11 is at its in 1 end shown on the right, ie in the region of its outlet 17 crowned.
  • a carrying device 9 is mounted on the clamping piece 11 by means of a first pair of roller bearings 31 .
  • a threaded ring 33 provided on the clamping piece 11 and screwed to the clamping piece and a shoulder 34 of the clamping piece 11 or a seal 35 arranged between the shoulder 34 and the first pair of roller bearings 31 on the clamping piece 11 and a correspondingly shaped inside of the carrying device 9, the first pair of roller bearings 31 is fixed on the clamping piece 11.
  • the first pair of roller bearings 31 is protected or sealed against environmental influences such as moisture, particles etc. by means of the seal 35 and a cover 36 .
  • the seal 35 is screwed to the carrying device 9 by means of a first Allen screw 37, a second Allen screw 38 and further Allen screws (not shown).
  • the cover 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 screws (not shown).
  • the cover 36 has an inspection hole 23 through which an in 1 not shown rotation mark of the central screw 12 can be inspected. This can be checked quickly whether the central screw 12 has unintentionally loosened.
  • the carrying device 9 On the carrying device 9 is an in 2 shown release lever 43 arranged a driving lock for a train protection system.
  • the carrying device 9 is, as in 2 shown, with a chassis frame 24 of the chassis, ie connected to another chassis component.
  • a in 2 The side view shown shows a first exemplary variant of a running gear according to the invention for a rail vehicle.
  • the running gear comprises a running gear frame 24, an internally mounted first wheel set 1 with a first wheel set axle 3, a first wheel 5 and a second wheel that is not visible, and an internally mounted second wheel set 2 with a second wheel set axle 4, a third wheel 6 and a fourth wheel that is also not visible wheel, i.e. the first wheel set 1 is connected to the running gear frame 24 in an area between the first wheel 5 and the second wheel, and the second wheel set 2 in an area between the third wheel 6 and the fourth wheel.
  • first wheelset shaft 3 With the first wheelset shaft 3 is associated with 1 described first clamping arrangement 7 braced.
  • a carrying device 9 is mounted on the first clamping arrangement 7 by means of a first pair of roller bearings 31 .
  • the carrying device 9 is also connected via a swivel joint 44 to the chassis frame 24, ie to another chassis component.
  • a tripping lever 43 known from the prior art, of a travel lock for a train protection system is arranged on the carrying device 9. According to the invention, it is also conceivable that a brake caliper, a sensor, a grounding contact or, as in 3 shown, a step 45 or a step ladder, etc. is provided.
  • FIG. 3 shows a side view of a second exemplary embodiment of a running gear of a rail vehicle according to the invention with a running gear frame 24, an internally mounted first wheel set 1 and an internally mounted second wheel set 2.
  • the first wheel set 1 has a first wheel set shaft 3, a first wheel 5 and a second wheel that is not visible , the second wheel set 2, a second wheel set shaft 4, a third wheel 6 and a fourth wheel that is not visible.
  • first axle 3 is, as in connection with 1 and 2 described, a first clamping arrangement 7 braced, with the second wheel set shaft 4 a structurally identical to the first clamping arrangement 7 trained second clamping arrangement 8.
  • the second clamping arrangement 8 is equipped with an in 3 not shown second hollow shaft segment of the second wheelset shaft 4 braced.
  • the carrying device 9 is mounted on the first clamping arrangement 7 by means of a first pair of roller bearings 31, and on the second clamping arrangement 8 by means of a second pair of roller bearings 32, i.e. on a further chassis component.
  • a release lever 43 known from the prior art, of a travel lock for a train control system and a step 45 for entering a driver's cab, not shown, of the rail vehicle are arranged on the carrying device 9.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Clamps And Clips (AREA)

Claims (13)

  1. Train de roulement pour un véhicule sur rails, avec au moins un premier essieu monté logé à l'intérieur avec un premier arbre d'essieu monté, une première roue et une deuxième roue, caractérisé en ce qu'avec le au moins premier essieu monté (1) est tendu au moins un premier dispositif de tension (7), dans lequel le au moins premier dispositif de tension (7) présente un tendeur (11), une vis centrale (12) et un pendant (13), dans lequel le tendeur (11) est prétendu au moyen de la vis centrale (12) et du pendant (13), au moyen de la transmission de forces de la vis centrale (12) sur le tendeur (11) et sous l'effet d'une force radiale entre le au moins premier dispositif de tension (7) et le au moins premier essieu monté (1), dans lequel est logé, sur le au moins premier dispositif de tension (7) et un autre composant du train de roulement, un dispositif de support (9) pour l'agencement de composants sur les côtés externes du train de roulement, dans lequel le dispositif de support (9) est logé sur le tendeur (11) au moyen d'une première paire de paliers à roulement (31).
  2. Train de roulement selon la revendication 1, caractérisé en ce que le au moins premier dispositif de tension (7) est relié au premier arbre d'essieu monté (3).
  3. Train de roulement selon la revendication 1, caractérisé en ce que le au moins premier dispositif de tension (7) est relié à la première roue (5).
  4. Train de roulement selon la revendication 2, caractérisé en ce que le au moins premier dispositif de tension (7) est enveloppé au moins partiellement par un premier segment à arbre creux (10) du premier arbre d'essieu monté (3).
  5. Train de roulement selon l'une des revendications 1 à 4, caractérisé en ce que le pendant (13) est positionné dans le tendeur (11) au moyen d'au moins un premier tourillon de guidage (14) .
  6. Train de roulement selon l'une des revendications 1 à 5, caractérisé en ce que le tendeur (11) présente un espace interne conique (16).
  7. Train de roulement selon l'une des revendications 1 à 6, caractérisé en ce que le tendeur (11) est conçu au moins partiellement d'une manière bombée, plus particulièrement à son extrémité (17).
  8. Train de roulement selon la revendication 6 ou 7, caractérisé en ce que le pendant (13) présente une surface d'enveloppe conique (18).
  9. Train de roulement selon l'une des revendications 1 à 8, caractérisé en ce que le tendeur (11) présente au moins une première fente longitudinale (19).
  10. Train de roulement selon la revendication 9, caractérisé en ce que le au moins premier tourillon de guidage (14) est guidé dans la au moins première fente longitudinale (19).
  11. Train de roulement selon l'une des revendications 1 à 10, caractérisé en ce que le dispositif de support (9) présente un trou de regard (23).
  12. Train de roulement selon l'une des revendications 1 à 11, caractérisé en ce que le dispositif de support (9) est relié à un cadre de train de roulement (24).
  13. Train de roulement selon l'une des revendications 1 à 12, caractérisé en ce que le dispositif de support (9) est logé sur un deuxième essieu monté (2).
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 EP3461714A1 (fr) 2019-04-03
EP3461714B1 true 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)

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

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT524207B1 (de) 2020-12-11 2022-04-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
AT525305A1 (de) 2021-08-04 2023-02-15 Siemens Mobility Austria Gmbh Sensoranordnung und Fahrwerk

Family Cites Families (5)

* 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
BG25275A1 (en) * 1977-03-18 1978-09-15 Idarov Ga An axle shaft for differnt wheel bases
DE19826448C2 (de) * 1998-06-13 2001-07-26 Daimler Chrysler Ag Fahrwerk für ein Schienenfahrzeug
AT518697B1 (de) * 2016-05-10 2021-12-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug

Also Published As

Publication number Publication date
AT520590B1 (de) 2020-09-15
EP3461714A1 (fr) 2019-04-03
AT520590A1 (de) 2019-05-15

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