EP3554913B1 - Châssis destiné à des véhicules ferroviaires - Google Patents

Châssis destiné à des véhicules ferroviaires Download PDF

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Publication number
EP3554913B1
EP3554913B1 EP17711124.2A EP17711124A EP3554913B1 EP 3554913 B1 EP3554913 B1 EP 3554913B1 EP 17711124 A EP17711124 A EP 17711124A EP 3554913 B1 EP3554913 B1 EP 3554913B1
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EP
European Patent Office
Prior art keywords
drive motor
support structure
wheel set
wheelset
chassis
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
EP17711124.2A
Other languages
German (de)
English (en)
Other versions
EP3554913A1 (fr
Inventor
Thilo Hoffmann
Andreas Kienberger
Martin Teichmann
Klemens Becher
Michael Sumnitsch
Reinhard WILDING
Michael Zekoll
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
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Publication date
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Publication of EP3554913A1 publication Critical patent/EP3554913A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • 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
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • 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 running gear for rail vehicles, which has at least one supporting structure, at least a first primary spring and a second primary spring, at least one first drive motor/gear unit, which is connected to the at least one supporting structure via at least one first suspension element, at least one first wheel set and at least one first clutch, which is connected to the at least first drive motor transmission unit and the at least first wheel set.
  • the EP 0 235 644 B1 discloses a running gear with a drive motor mounted against a wheelset shaft and connected to a running gear frame via an articulation device.
  • the articulation device has two steering rods.
  • the drive motor is connected to a wheel set shaft via two bearings.
  • the AT514023A1 discloses a running gear for a rail vehicle in which a drive unit is mounted via spring devices with elastic bodies.
  • the drive unit is coupled to a wheelset shaft.
  • the WO 2009/056415 A1 a bogie with a motor unit that is transversely elastically connected to a bogie frame via three attachment points.
  • An axle-riding gearbox is arranged on a wheelset shaft and connected to the motor unit via a gearbox torque arm and a clutch.
  • the approaches mentioned have the disadvantage of limited mobility of the wheelset shafts or wheelsets depending on the track geometry, curve radii, track position errors, etc.
  • the one in the EP 0 235 644 B1 disclosed drive motor on a wheelset shaft and increases on the one hand their inertia with respect to rotations about a chassis vertical axis and on the other hand unsprung masses of the chassis.
  • the invention is therefore based on the object of specifying a running gear that is improved over the prior art.
  • this object is achieved with a chassis of the type mentioned at the outset, in which the at least first drive motor/gear unit is connected to the at least one support structure via a first coupling element that can be loaded primarily in the direction of a chassis longitudinal axis.
  • first suspension element performs a bearing function in relation to the first drive motor gear unit
  • forces in the direction of the chassis longitudinal axis are primarily transmitted from the first drive motor gear unit to the support structure via the first coupling element.
  • Storage and longitudinal force transmission functions are therefore designed separately from one another.
  • Wheelset actuating devices of active wheelset controls can be designed to be compact.
  • a first cross-sectional area of the first coupling element is arranged in a vertical longitudinal center plane of the at least one support structure.
  • a particularly advantageous solution results if the first cross-sectional area is arranged centrally in the first coupling element.
  • longitudinal force is introduced approximately or exactly in the middle from the first drive motor/gear unit into the support structure.
  • a further improvement in the course of force and torque in the support structure is thus achieved. Torques that act against twisting of the support structure relative to the first wheel set about a vertical axis of the running gear are reduced.
  • a second cross-sectional area of the at least first clutch is arranged in a vertical transverse center plane of the at least first wheel set.
  • the second cross-sectional area is arranged centrally in the at least first clutch.
  • driving and braking forces or driving and braking torques from the drive motor-gear unit are introduced approximately or exactly in the middle via the first clutch into the first wheel set.
  • Torques that act against twisting of the first wheel set relative to the support structure about a vertical axis of the running gear are reduced.
  • Rotational movements of the first wheel set about the vertical axes of the running gear which can be carried out with little resistance due to the lack of support for the drive motor/gear unit on the first wheel set (e.g. via appropriate bearings on a wheel set shaft) and due to the resulting low inertia of the first wheel set and low unsprung masses of the running gear further relieved.
  • a in 1 Section of an exemplary variant of a running gear according to the invention for a rail vehicle shown in a plan view comprises a support structure 1 designed as a running gear frame with a cross member 3 and a first longitudinal member 4 and a second longitudinal member 5.
  • a support structure 1 designed as a running gear frame with a cross member 3 and a first longitudinal member 4 and a second longitudinal member 5.
  • the supporting structure 1 can be made in one piece or in several pieces. In the case of multi-part embodiments, it is possible, for example, to connect individual parts to one another in an articulated manner, etc.
  • the chassis also has a transverse drive motor and a gearbox, which are connected via a common housing to form a first drive motor/gear unit 8 .
  • a first wheel set 21 is connected via a first wheel set bearing to a first wheel set bearing housing 24, a second wheel set bearing to a second wheel set bearing housing 25 and via in 1 not shown Radsatz enclosures wornen coupled to the support structure 1.
  • the first wheel set 21 comprises a first wheel 26, a second wheel 27 and a wheel set shaft 23.
  • the running gear has internal bearings, the first wheel set bearing with the first wheel set bearing housing 24 and the second wheel set bearing with the second wheel set bearing housing 25 are in an area between the first Wheel 26 and the second wheel 27 arranged. According to the invention, however, externally mounted variants are also conceivable.
  • first primary spring 6 and a second primary spring 7 are provided between the first wheel set 21 and the support structure 1 .
  • the supporting structure 1 is therefore primarily spring-loaded.
  • the first drive motor gear unit 8 is an elastic first suspension member 9 and an elastic second suspension element 10 articulated on the support structure 1.
  • the first suspension element 9 and the second suspension element 10 are designed as fiber-reinforced rubber elements. According to the invention, however, it is also conceivable for the first suspension element 9 and the second suspension element 10 to be made of a metallic material.
  • first coupling element 11 designed as a spherical bearing is furthermore arranged.
  • the first coupling element 11 has a socket 17 through which a bone 14 is guided.
  • the bone 14 has an elastomeric layer in contact with the bushing 17, which provides vibration damping.
  • the bone 14 is connected to the first drive motor gear unit 8 via a first adapter 15 and a second adapter 16 connected to the first drive motor gear unit 8 by means of screw connections.
  • the first coupling element 11 can be loaded radially, axially, torsionally and cardanically, but in particular in the direction of the longitudinal axis 12 of the running gear.
  • a first cross-sectional area 13 of the first coupling element 11 lies in a vertical, in 1 projecting longitudinal center plane 2 of the support structure 1.
  • the first coupling element 11 is arranged centrally in relation to an area between the first longitudinal member 4 and the second longitudinal member 5 . Forces and torques, in particular forces in the direction of the longitudinal axis 12 of the chassis, are transmitted by the first drive motor/gear unit 8 via its housing and introduced centrally into the cross member 3 via the first coupling element 11 .
  • Driving and braking forces or driving and braking torques are transmitted from the drive motor to the first wheel set 21 via the transmission and a first clutch 19 mounted on the first wheel set 21 via a hollow shaft 18 .
  • a second cross-sectional area 20 of the first clutch 19 lies in a 1
  • the first clutch 19 is arranged centrally in relation to an area between ends of the first wheel set 21 .
  • Driving and braking forces or driving and braking torques from the first drive motor/gear unit 8 are therefore introduced centrally into the first wheel set 21 .
  • the transverse center plane 22 of the first wheel set 21 lies in the longitudinal center plane 2 of the support structure 1.
  • the transverse center plane 22 it is also possible, e.g. during wheel set movements, for the transverse center plane 22 to be offset from the longitudinal center plane 2 or rotated relative to the longitudinal center plane 2, etc.
  • Torques which act against twisting of the first wheel set 21 about a vertical axis of the running gear, are reduced.
  • the first wheel set 21 has good mobility, in particular when rotated about a vertical axis of the running gear, and loads and wear on the first wheel set 21 and driving noise are reduced.
  • the first side member 4 has an active first wheel set adjusting device 28 which is designed as a pneumatic actuator.
  • the first wheel set adjusting device 28 is also possible to embody the first wheel set adjusting device 28 as a hydraulic actuator, for example.
  • a cylinder 29 is arranged, in which a piston 30 is guided.
  • a plunger 31 connected to the piston 30 is guided through an opening into an outer area of the first side member 4 and connected to the first wheel set bearing housing 24 .
  • the first wheel set adjusting device 28 mounts on an outside of the support structure 1 .
  • the cylinder 29 can be 1 Compressed air lines, not shown, which connect the pneumatic actuator with an in 1 connect compressed air system of the rail vehicle, also not shown, as well as via in 1 Compressed air connections, not shown, are filled with compressed air.
  • a pressure in the cylinder 29 generates a force on the piston 30 and on the plunger 31 which is transmitted via the first wheel set bearing housing 24 as an actuating force to the first wheel set 21 . Due to the actuating force, the first wheel set 21 is moved by one in 1 not shown, projecting appearing chassis vertical axis twisted, ie a steering angle of the first wheel set 21 is adjusted according to a track geometry.
  • the pressure in the cylinder 29 and thus the actuating force are controlled via an in 1 not shown control unit of Rail vehicle regulated according to the required steering angle.
  • a second drive motor-gear unit which is designed in the same way as the first drive motor-gear unit 8 with regard to structural and connection-technical principles. Accordingly, an elastic second coupling element is provided for power transmission from the second drive motor gear unit to the support structure 1 in the direction of the longitudinal axis 12 of the running gear.
  • the second coupling element is arranged centrally on the cross member 3 with respect to an area between the first longitudinal member 4 and the second longitudinal member 5 .
  • Driving and braking forces or driving and braking torques are introduced into a second wheel set by the second drive motor/gear unit via a second clutch.
  • the second clutch is centered with respect to an area between ends of the second gear set.
  • the second wheel set is designed in the same way as the first wheel set 21 in terms of design principles and storage and coupling technology.
  • bogies with three wheel sets e.g. for locomotives
  • with only one wheel set are also conceivable.
  • the second longitudinal member 5 On the second longitudinal member 5 is, in 1 not shown, arranged a second Radsatzstell thanks which causes actuating forces on the second wheel set.
  • the second wheel set actuating device is designed in the same way as the first wheel set actuating device 28 .
  • first wheel set setting device 28 and the second wheel set setting device is a favorable solution.
  • the invention also includes chassis with passive or semi-active wheelset guidance or without active wheelset guides or wheelset setting devices are conceivable.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (10)

  1. Châssis pour véhicules ferroviaires avec au moins une structure de support (1), au moins un premier ressort primaire (6) et un deuxième ressort primaire (7), au moins une première unité de transmission de moteur d'entraînement (8), laquelle est reliée par l'intermédiaire d'au moins un premier élément de suspension (9) à l'au moins une structure de support (1), avec au moins un premier train de roues (21) ainsi qu'avec au moins un premier embrayage (19), lequel est relié à l'au moins une première unité de transmission de moteur d'entraînement (8) et à l'au moins un premier train de roues (21), dans lequel l'au moins une première unité de transmission de moteur d'entraînement (8) est reliée à l'au moins une structure de support (1) par l'intermédiaire d'un premier élément d'accouplement (11) résistant principalement dans la direction d'un axe longitudinal de châssis (12), dans lequel une première surface en coupe transversale (13) du premier élément d'accouplement (11) est disposée dans un plan médian longitudinal vertical (2) de l'au moins une structure de support (1), dans lequel une deuxième surface en coupe transversale (20) de l'au moins un premier embrayage (19) est disposée dans un plan médian transversal vertical (22) de l'au moins un premier train de roues (21), dans lequel une application de force longitudinale approximativement ou exactement centrale s'effectue par l'au moins une première unité de transmission de moteur d'entraînement (8) dans l'au moins une structure de support (1) et une application approximativement ou exactement centrale de forces d'entraînement et de freinage ou de couples d'entraînement et de freinage s'effectue à partir de l'au moins une première unité de transmission de moteur d'entraînement (8) par l'intermédiaire de l'au moins un premier embrayage (19) dans l'au moins un premier train de roues (21).
  2. Châssis selon la revendication 1, caractérisé en ce que la première surface en coupe transversale (13) est disposée au centre du premier élément d'accouplement (11).
  3. Châssis selon la revendication 1 ou la revendication 2, caractérisé en ce que la deuxième surface en coupe transversale (20) est disposée au centre de l'au moins un premier embrayage (19).
  4. Châssis selon l'une des revendications 1 à 3, caractérisé en ce qu'il est prévu au moins un premier dispositif de réglage de train de roues (28).
  5. Châssis selon l'une des revendications 1 à 4, caractérisé en ce que le premier élément d'accouplement (11) se présente sous la forme d'un palier sphérique.
  6. Châssis selon l'une des revendications 1 à 4, caractérisé en ce que le premier élément d'accouplement (11) se présente sous la forme d'une barre de direction.
  7. Châssis selon l'une des revendications 1 à 6, caractérisé en ce que l'au moins une structure de support (1) est conçue sous la forme d'un cadre de châssis.
  8. Châssis selon l'une des revendications 1 à 7, caractérisé en ce que l'au moins un premier train de roues (21) comprend un palier intérieur.
  9. Châssis selon l'une des revendications 1 à 7, caractérisé en ce que l'au moins un premier train de roues (21) comprend un palier extérieur.
  10. Châssis selon l'une des revendications 1 à 9, caractérisé en ce qu'entre l'au moins une première unité de transmission de moteur d'entraînement (8) et l'au moins une structure de support (1) est disposé un deuxième élément de suspension (10).
EP17711124.2A 2017-03-14 2017-03-14 Châssis destiné à des véhicules ferroviaires Active EP3554913B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2017/055941 WO2018166582A1 (fr) 2017-03-14 2017-03-14 Châssis destiné à des véhicules ferroviaires

Publications (2)

Publication Number Publication Date
EP3554913A1 EP3554913A1 (fr) 2019-10-23
EP3554913B1 true EP3554913B1 (fr) 2023-01-25

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Application Number Title Priority Date Filing Date
EP17711124.2A Active EP3554913B1 (fr) 2017-03-14 2017-03-14 Châssis destiné à des véhicules ferroviaires

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Country Link
US (1) US11400961B2 (fr)
EP (1) EP3554913B1 (fr)
ES (1) ES2937717T3 (fr)
WO (1) WO2018166582A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT519633B1 (de) * 2017-01-18 2021-11-15 Siemens Mobility Austria Gmbh Federanordnung für ein Schienenfahrzeug
DE102017002926A1 (de) * 2017-03-27 2018-09-27 Liebherr-Transportation Systems Gmbh & Co. Kg Aktuator zum Steuern eines Radsatzes eines Schienenfahrzeugs
DE102019104415A1 (de) * 2019-02-21 2020-08-27 Voith Patent Gmbh Radsatzgetriebe

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2843830C2 (fr) * 1978-10-07 1988-05-05 Bbc Brown Boveri Ag, 6800 Mannheim, De
EP0589864B1 (fr) * 1992-09-21 1997-07-09 Siemens SGP Verkehrstechnik GmbH Automotrice, en particulier automotrice ferroviaire
EP0930210B1 (fr) * 1998-01-14 2004-04-28 Bombardier Transportation GmbH Train de roulement pour véhicules ferroviaires et véhicule ferroviaire avec au moins un tel train de roulement
AT514023B1 (de) * 2013-03-06 2015-04-15 Siemens Ag Oesterreich Fahrwerk für Schienenfahrzeuge

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4046080A (en) 1973-06-08 1977-09-06 Wegmann & Co. Motorized swiveling streetcar trucks
CH670228A5 (fr) 1986-02-27 1989-05-31 Schweizerische Lokomotiv
AT505902B1 (de) 2007-10-31 2009-05-15 Siemens Transportation Systems Drehgestell für eine lokomotive mit achsreitend angeordneten getrieben

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2843830C2 (fr) * 1978-10-07 1988-05-05 Bbc Brown Boveri Ag, 6800 Mannheim, De
EP0589864B1 (fr) * 1992-09-21 1997-07-09 Siemens SGP Verkehrstechnik GmbH Automotrice, en particulier automotrice ferroviaire
EP0930210B1 (fr) * 1998-01-14 2004-04-28 Bombardier Transportation GmbH Train de roulement pour véhicules ferroviaires et véhicule ferroviaire avec au moins un tel train de roulement
AT514023B1 (de) * 2013-03-06 2015-04-15 Siemens Ag Oesterreich Fahrwerk für Schienenfahrzeuge

Also Published As

Publication number Publication date
EP3554913A1 (fr) 2019-10-23
ES2937717T3 (es) 2023-03-30
US20200130712A1 (en) 2020-04-30
US11400961B2 (en) 2022-08-02
WO2018166582A1 (fr) 2018-09-20

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