EP3521125B1 - Fahrgestell für schienenfahrzeug - Google Patents

Fahrgestell für schienenfahrzeug Download PDF

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Publication number
EP3521125B1
EP3521125B1 EP19150603.9A EP19150603A EP3521125B1 EP 3521125 B1 EP3521125 B1 EP 3521125B1 EP 19150603 A EP19150603 A EP 19150603A EP 3521125 B1 EP3521125 B1 EP 3521125B1
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EP
European Patent Office
Prior art keywords
axle
bogie
frame
railway vehicle
wheels
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EP19150603.9A
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English (en)
French (fr)
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EP3521125A1 (de
Inventor
Alain Rodet
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.)
Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Publication of EP3521125A1 publication Critical patent/EP3521125A1/de
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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
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00—Tramway vehicles
    • 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
    • B61F5/52—Bogie frames

Definitions

  • the present invention relates to a bogie for a railway vehicle, of the type comprising a frame, a front axle, a rear axle and, for each axle, at least one primary suspension device for the axle relative to the frame, the bogie comprising at least a transverse motor and, for each axle, a respective reduction gear coupling the motor to the axle so that the motor drives the axle in rotation around its axis.
  • the motor reducers are each arranged on a respective side of the bogie.
  • the torque generated by the motor is transferred to the reduction gears, which reduce the rotational speed of the rotating components of the motor.
  • the reduction gears then transfer the torque to the axle which thus drives the wheels in rotation.
  • these bogies are not entirely satisfactory. They are in fact not suitable for asymmetrical compartment layouts in which there are two seats on one side of the aisle and one seat on the other side of the aisle, as may be the case on board narrow trams or on board other vehicles when the seats are wider than usual.
  • the nesting of the body in the bogie which has a symmetrical arrangement, then leads to not using the space optimally, or to providing layout oddities likely to complicate the movement of people through the compartment.
  • FR2491023A1 discloses a bogie comprising a frame, front and rear axles, a single motor M, and, for each axle, a reduction gear coupling the motor to the axle, the reduction gears being arranged laterally on the same side of the bogie.
  • An object of the invention is to obtain a better allocation of space to passengers.
  • the subject of the invention is a bogie for a railway vehicle according to claim 1.
  • the invention also relates to a railway vehicle according to claim 14.
  • the railway vehicle 10 represented on the Figure 1 comprises a car 12 and at least one bogie 14 mounted under the car 12.
  • the car 12 is elongated in a main longitudinal direction. It has an interior passenger reception area. In a variant, the car 12 includes a space to contain goods.
  • Car 12 has an asymmetrical configuration in a plane transverse to the main direction. It has in particular two seats 15 on a first side of an aisle 17 and a single seat 15 on the other side of the aisle 17.
  • the aisle 17 itself is shifted towards the side which has fewer seats compared to the other side. On the figure 1 , the lane 17 is thus shifted towards the left side.
  • the bogie 14 is suitable for supporting and guiding the car 12 during the movement of the car 12 along a rail.
  • the bogie 14 comprises, as visible on the Figure 2 , a frame 16, a front axle 18a, a rear axle 18b and, for each of the front 18a and rear 18b axles, at least one primary suspension device 22 of the axle 18a, 18b relative to the frame 16.
  • the bogie 14 further comprises at least one secondary suspension device 23 of said bogie 14 relative to the car 12.
  • the bogie 14 also comprises at least one transverse motor 24 and, for each axle 18a, 18b, two axle boxes 26 respectively.
  • the bogie 14 further comprises, for each axle 18a, 18b, a member 28 for braking the axle 18a, 18b.
  • the bogie 14 also includes two magnetic braking pads 30.
  • the frame 16 comprises at least two transverse crosspieces 34 substantially parallel to each other.
  • the frame 16 comprises two half-frames 38a, 38b each comprising at least one respective crosspiece among the crosspieces 34 of the frame 16.
  • the two half-frames 38a, 38b are arranged successively in the longitudinal direction X, from so that we distinguish a front half-frame 38a and a rear half-frame 38b.
  • the half-frames 38a, 38b are hinged relative to each other by a hinge system 40 so as to be able to pivot relative to each other around an axis of rotation A - A' substantially longitudinal.
  • the front 18a and rear 18b axles each extend transversely relative to the frame 16.
  • each of the front 18a and rear 18b axles is parallel to the crosspieces 34.
  • the front 18a and rear 18b axles each comprise two wheels, respectively 42a, 42b, spaced transversely from one another and a transverse shaft 44 connecting the two wheels 42a, 42b being integral with said wheels 42a, 42b.
  • the front wheels 42a are coaxial. Similarly, the rear wheels 42b are coaxial. Front wheels 42a are longitudinally spaced from rear wheels 42b.
  • the wheels 42a, 42b together define a plane P1 ( Figure 1 ) of bogie bearing 14.
  • the shafts 44 lie substantially in a horizontal plane P2 ( Figure 1 ) substantially parallel to the rolling plane P1. This plane is situated between 200 mm and 400 mm above the rolling plane P1, preferably between 250 mm and 350 mm and typically being 300 mm for wheels having their diameters when new of 600 mm.
  • the shafts 44 are advantageously parallel to the crosspieces 34.
  • the transverse motors 24a, 24b are two in number. A first of the transverse motors 24a is coupled to the front axle 18a, and the second transverse motor 24b is coupled to the rear axle 18b.
  • Each transverse motor 24a, 24b is rigidly fixed to the frame 16 of the bogie 14.
  • each transverse motor 24a, 24b is integrated into a respective crossmember 34 among the crossmembers of the frame 16.
  • the first transverse motor 24a is integrated into a cross member 34 of the front half-frame 38a and the second transverse motor 24b is integrated into a cross member 34 of the rear half-frame 38b.
  • Each of the front 18a and rear 18b axles is rotatably mounted with respect to the chassis 16 via two axle boxes 26 each arranged between the wheels 42a, 42b of the axle 18a, 18b.
  • the 26 axle boxes are placed transversely towards the inside of the axle 18a, 18b with respect to the wheels 42a, 42b.
  • Each axle box 26 is in particular attached to a respective wheel 42a, 42b among the wheels 42a, 42b of the axle 18a, 18b, and extends only over a fraction of the transverse length of the axle shaft 44.
  • the shaft 44 of each axle 18a, 18b thus passes through each of the axle boxes 26 and is guided in rotation inside them by bearings, for example ball bearings.
  • each reducer 46 couples the transverse motor 24 to the axle 18a, 18b so that the motor 24 drives the axle 18a, 18b in rotation around its axis.
  • each reducer 46 incorporates one of the axle boxes 26 of the axle 18a, 18b.
  • the reducer 46 comprises an input linked in rotation to the shaft of the motor 24 by means of a coupling (not shown in the figures), and an output directly fixed to the axle 18a, 18b.
  • Each axle 18a, 18b is connected to the frame 16 via at least one primary suspension device 22, 25.
  • these primary suspension devices 22, 25 are two in number per axle 18a, 18b.
  • each primary suspension device 22, 25 is of the arm box type. It comprises an arm 48 secured to an axle box 26, and an elastic member 50 interposed between the arm 48 and the frame 16.
  • the arm 48 is rotatably articulated to the frame 16 around an axis of rotation B - B' transverse relative to the frame 16, axis materialized by two elastic joints 52.
  • the axis of rotation B - B' is advantageously substantially parallel to the crosspieces 34, and is preferably substantially offset vertically from the plane P2.
  • the elastic member 50 is placed at a distance from the axis of rotation B - B'.
  • the elastic member 50 is for example a sandwich comprising a plurality of layers of an elastic material and a plurality of metal plates interposed between the layers of elastic material and adherent to the elastic layers.
  • a first primary suspension device 22 is arranged laterally on a first side of the frame 16 consisting of the side where the reducers 46 are placed.
  • the elastic member 50 of the first primary suspension device 22 is arranged above the plane P2, at a distance from the plane P2 greater than 200 mm, above the reducer 46.
  • a second primary suspension device 25 is arranged laterally on the second side of the frame 16 opposite the first side of the frame 16.
  • the elastic member 50 of the second primary suspension device 25 is crossed by the plane P2. In other words, it sits at substantially the same height as the axle shafts 44.
  • Each primary suspension device 22, 25 is arranged transversely towards the inside of the bogie 14 with respect to the wheels 42 of the axle 18 which it suspends.
  • the articulation system 40 comprises, on each side of the bogie 14, a longitudinal connecting rod 56, and in the central part an elastic articulation 58 which connects the two half-frames 38a and 38b.
  • Each connecting rod 56 is hinged at each of its longitudinal ends to a respective half-frame 38a, 38b. It is in particular pivotally mounted about a transverse axis (not shown) with respect to each half-frame 38a, 38b.
  • Each connecting rod 56 is moreover interposed between a front wheel 42a and a rear wheel 42b while being substantially aligned longitudinally with said wheels 42a, 42b.
  • the elastic joint 58 is itself formed by two arms 60 each projecting from the crosspiece 34 of a respective half-frame 38a, 38b, in the direction of the other half-frame 38a, 38b, and fitting together one into the other so as to form a pivot with a transverse axis, as seen on the Figure 5 .
  • each axle 18a, 18b is arranged on the side of the bogie 14 opposite to the side where the reduction gears 46 are placed. axle 18a, 18b.
  • Each braking member 28 is typically constituted by a disc brake.
  • it comprises a brake disc 64 integral in rotation with the axle 18a, 18b and at least one caliper 66 mounted on the frame 16 capable of clamping said disc 64.
  • the secondary suspension devices 23 are suitable for suspending the car 12 of the railway vehicle 10 from the frame 16 of the bogie. These devices 23 are, in the example shown, two in number.
  • Each secondary suspension device 23 is arranged longitudinally between the crosspieces 34 of the bogie 14, and transversely towards the inside of the bogie 14 with respect to the wheels 42a, 42b of the axles 18a, 18b.
  • Each secondary suspension device 23 comprises two secondary elastic members 68, and a plate 70 arranged between the elastic members 68.
  • the secondary elastic members 68 are arranged in a herringbone pattern on either side of the plate 70.
  • Each secondary elastic member 68 has a first end rigidly fixed to the plate 70, and a second end, opposite the first, fixed to one of the crosspieces 34 of frame 16.
  • Each secondary elastic member 68 is typically formed by a sandwich comprising a plurality of layers of an elastic material and a plurality of metal plates interposed between the layers of elastic material and adherent to the elastic layers, said layers and plates being stacked in a direction from from the first to the second end of the elastic member 68.
  • the plate 70 is substantially horizontal and comprises at its ends, near the elastic members 68, support zones 72 of the car 12 of the vehicle 10.
  • the secondary suspension devices 23 are arranged transversely on either side of the central plate 70 integral with said secondary suspension devices 23, said central plate 70 carrying a central pivot 74.
  • This central plate 70 transversely connects the two secondary suspension devices 23. It advantageously has a central region lower than the support zones 72.
  • the pivot 74 connects the central plate 70 to the car 12. It is fixed to the car 12 and to the central plate 70 and is adapted to allow a rotational movement of the car 12 relative to the plate 70 around a substantially vertical axis .
  • the secondary suspension devices 23, in particular their secondary elastic members 68, are traversed by the plane P2. Furthermore, the distance from the high point of each support zone 72 to the plane P2 is less than the distance to the plane P2 from the high point of each first primary suspension device 22.
  • each magnetic braking pad 30 is, as visible on the Figure 2 , interposed between a front wheel 42a and a rear wheel 42b being substantially longitudinally aligned with said wheels 42a, 42b. It is movable relative to frame 16 between a retracted position above plane P1 and an extended position in which it is flush with or descends below plane P1.
  • Each magnetic braking pad 30 is in particular arranged below a respective connecting rod among the connecting rods 56 of the articulation system 40.
  • Each magnetic braking pad 30 is preferably elongated in the longitudinal direction L and is articulated by its longitudinal ends to each of the half-frames 38a, 38b, and in particular to the crosspieces 34.
  • the bogie 14 is suitable for the layout of asymmetrical compartments, with an optimal occupation of the space. Indeed, the fact of having the reducers on the same side makes it possible to produce railway vehicles with an offset corridor without projections in the corridor. This allows the disabled in particular to move the wheelchair forward without difficulty.
  • transverse configuration of the motors 24 avoids having to arrange the motors 24 outside the bogie 14 and therefore avoids exposing them to an unfavorable environment, for example in the rain or snow.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Vibration Prevention Devices (AREA)

Claims (14)

  1. Drehgestell (14) für Schienenfahrzeug (10), das Drehgestell (14) umfassend einen Rahmen (16), eine Vorderachse (18a) und eine Hinterachse (18b), wobei jede Achse (18a, 18b) zwei in Querrichtung voneinander beabstandete Räder (42a, 42b) und eine Querwelle (44) umfasst, die zwei Räder (42a, 42b) verbindet, wobei die Räder (42a, 42b) fest verbunden sind, das Drehgestell (14) für jede Achse (18a, 18b) ferner umfassend mindestens eine primäre Aufhängungsvorrichtung (22, 25) der Achse (18a, 18b) in Bezug auf das Fahrgestell (16), das Drehgestell (14) umfassend Quermotoren (24a, 24b), wobei ein erster der Quermotoren (24a) mit der Vorderachse (18a) und der zweite Quermotor (24b) mit der Hinterachse (18b) gekoppelt ist, und, für jede Achse (18a, 18b), ein jeweiliges Untersetzungsgetriebe (46), das den Motor (24a, 24b) mit der Achse (18a, 18b) koppelt, sodass der Motor (24) die Achse (18a, 18b) in Drehung um ihre Achse antreibt, wobei die Untersetzungsgetriebe (46) seitlich auf einer gleichen Seite des Drehgestells (14) angeordnet sind.
  2. Drehgestell (14) für Schienenfahrzeug nach Anspruch 1, wobei jede Achse (18a, 18b) über mindestens ein Achslager (26) drehbar in Bezug auf den Rahmen (16) gelagert ist.
  3. Drehgestell (14) für Schienenfahrzeug nach Anspruch 2, wobei für jede Achse (18a, 18b) das jeweilige Untersetzungsgetriebe (46) der Achse (18a, 18b) in ein Achslager (26) der Achse (18a, 18b) integriert ist.
  4. Drehgestell (14) für Schienenfahrzeug nach Anspruch 2 oder 3, wobei jede Achse (18a, 18b) zwei Räder (42a, 42b) aufweist, wobei die Räder (42a, 42b) quer zu der Außenseite der Achse (18a, 18b) in Bezug auf die Achslager (26) der Achse (18a, 18b) angeordnet sind.
  5. Drehgestell (14) für Schienenfahrzeug nach einem der Ansprüche 2 bis 4, wobei jede der primären Aufhängungsvorrichtungen (22, 25) Folgendes umfasst:
    o einen Arm (48), der fest mit einem Achslager (26) verbunden ist, wobei der Arm (48) an dem Rahmen (16) angelenkt ist, dass er um eine quer verlaufende Drehachse in Bezug auf den Rahmen (16) drehbar ist, und
    o ein elastisches Organ (50), das zwischen dem Arm (48) und dem Rahmen (16) in einem Abstand von der Drehachse eingefügt ist.
  6. Drehgestell (14) für Schienenfahrzeug nach Anspruch 5, umfassend für jede Achse (18a, 18b) eine erste primäre Aufhängungsvorrichtung (22), die seitlich auf einer ersten Seite des Rahmens (16) angeordnet ist, die durch die Seite gebildet ist, auf der die Untersetzungsgetriebe (46) angeordnet sind, und eine zweite primäre Aufhängungsvorrichtung (25), die seitlich auf der zweiten Seite des Rahmens (16) angeordnet ist, wobei das elastische Element (50) der ersten primären Aufhängungsvorrichtung (22) sich über einem der Untersetzungsgetriebe (46) befindet.
  7. Drehgestell (14) für Schienenfahrzeug nach Anspruch 6, wobei sich die Wellen (44) im Wesentlichen in einer Achsebene (P2) befinden, die im Wesentlichen parallel zu einer durch die Räder (42a, 42b) definierten Rollebene (P1) verläuft, wobei das elastische Organ (50) der zweiten primären Aufhängungsvorrichtung (25) von der Achsebene (P2) durchquert wird.
  8. Drehgestell (14) für Schienenfahrzeug nach einem der Ansprüche 1 bis 7, wobei der Rahmen (16) mindestens zwei Querträger (34) aufweist.
  9. Drehgestell (14) für Schienenfahrzeug nach Anspruch 8, wobei jeder Quermotor (24) in einen jeweiligen Querträger (34) der Querträger (34) des Rahmens (16) integriert ist.
  10. Drehgestell (14) für Schienenfahrzeug nach Anspruch 8 oder 9, wobei das Fahrgestell (16) zwei Fahrgestellhälften (38) mit jeweils mindestens einem jeweiligen Querträger (34) unter den Querträgern (34) des Fahrgestells (16) umfasst, wobei die Fahrgestellhälften (34) durch ein Gelenksystem (40) gelenkig miteinander verbunden sind, sodass sie in Bezug aufeinander um eine im Wesentlichen längs verlaufender Drehachse schwenken können.
  11. Drehgestell (14) für Schienenfahrzeug nach Anspruch 10, wobei das Gelenksystem (40) zwei längsgerichtete Gestänge (56) umfasst, die jeweils gelenkig mit jeder Rahmenhälfte (38) verbunden sind.
  12. Drehgestell (14) für Schienenfahrzeug nach einem der Ansprüche 1 bis 11, wobei jede Achse (18) zwei Räder (42a, 42b) umfasst, wobei jede primäre Aufhängungsvorrichtung (22, 25) quer zum Inneren des Drehgestells (14) in Bezug auf die Räder (42a, 42b) der Achse (18), die sie aufhängt, angeordnet ist.
  13. Drehgestell (14) für Schienenfahrzeug nach einem der Ansprüche 1 bis 12, wobei jede Achse (18a, 18b) zwei Räder (42a, 42b) umfasst und das Drehgestell (14) für jede Achse (18a, 18b) umfasst, ein Bremsorgan (28) der Achse (18a, 18b), wobei das Bremsorgan (28) quer zu der Außenseite des Drehgestells (14) in Bezug auf die Räder (42a, 42b) der Achse (18a, 18b) angeordnet ist.
  14. Schienenfahrzeug (10), umfassend mindestens ein Drehgestell (14) nach einem der vorherigen Ansprüche.
EP19150603.9A 2018-01-15 2019-01-07 Fahrgestell für schienenfahrzeug Active EP3521125B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1850287A FR3076792B1 (fr) 2018-01-15 2018-01-15 Bogie pour vehicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3521125A1 EP3521125A1 (de) 2019-08-07
EP3521125B1 true EP3521125B1 (de) 2022-05-25

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19150603.9A Active EP3521125B1 (de) 2018-01-15 2019-01-07 Fahrgestell für schienenfahrzeug

Country Status (4)

Country Link
EP (1) EP3521125B1 (de)
ES (1) ES2925461T3 (de)
FR (1) FR3076792B1 (de)
HU (1) HUE059939T2 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111994115B (zh) * 2020-08-14 2022-02-01 中车唐山机车车辆有限公司 转向架

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2491023A1 (fr) * 1980-09-26 1982-04-02 Alsthom Atlantique Systeme de transmission pour bogie monomoteur
GB9410479D0 (en) * 1994-05-25 1994-07-13 Abb Transportation Ltd Rail vehicle bogies
FR2822780B1 (fr) * 2001-04-02 2003-05-16 Alstom Bogie pour vehicules ferroviaires a roues a ecartement variable
FR2914607B1 (fr) * 2007-04-05 2014-03-28 Alstom Transport Sa Bogie motorise pour tramway
FR2914609B1 (fr) * 2007-04-05 2009-07-10 Alstom Transport Sa Bogie pour vehicule ferroviaire
FR2946308B1 (fr) * 2009-06-05 2011-08-05 Alstom Transport Sa Bogie de vehicule ferroviaire articule

Also Published As

Publication number Publication date
ES2925461T3 (es) 2022-10-18
FR3076792A1 (fr) 2019-07-19
HUE059939T2 (hu) 2023-01-28
FR3076792B1 (fr) 2020-11-20
EP3521125A1 (de) 2019-08-07

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