EP3615396B1 - Schienenfahrzeugwagen - Google Patents

Schienenfahrzeugwagen Download PDF

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Publication number
EP3615396B1
EP3615396B1 EP18723424.0A EP18723424A EP3615396B1 EP 3615396 B1 EP3615396 B1 EP 3615396B1 EP 18723424 A EP18723424 A EP 18723424A EP 3615396 B1 EP3615396 B1 EP 3615396B1
Authority
EP
European Patent Office
Prior art keywords
car body
coupling device
bogie
body underframe
rail vehicle
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
EP18723424.0A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3615396A1 (de
Inventor
Wolfgang Langert
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 GmbH
Original Assignee
Siemens Mobility 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 GmbH filed Critical Siemens Mobility GmbH
Publication of EP3615396A1 publication Critical patent/EP3615396A1/de
Application granted granted Critical
Publication of EP3615396B1 publication Critical patent/EP3615396B1/de
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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/12—Cross bearers
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/12—Bolster supports or mountings incorporating dampers
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • the invention relates to a rail vehicle according to the preamble of claim 1.
  • Such a rail vehicle car is, for example, from WO 2012/031807 A1 known.
  • a rail vehicle is described there in which a chassis is articulated via drawbars to a fixed point of the underframe of the rail vehicle.
  • the fixed point is located in a middle section of an end base part.
  • longitudinal forces are introduced from the chassis into the car body via the fixed point.
  • the technical environment will continue to the EP 2 204 309 A1 referred.
  • Car bodies of modern rail vehicle cars are nowadays mostly designed as self-supporting metal constructions.
  • Such a car body is made up of an underframe, side walls, end walls and a roof.
  • Car body underframes are usually assembled from a number of different beams, such as external longitudinal beams and main cross beams arranged in between.
  • a coupling device of a bogie on which a car body is supported with its underframe, is used to transmit a force between the bogie and the car body underframe.
  • narrow bogies are increasingly preferred over wide bogies because of narrow ones Bogies can have a lower weight and/or lower air resistance than wide bogies.
  • cranked consoles can be used, for example, which are screwed or welded to the outer longitudinal beams in order to be able to transmit forces between the bogie and the longitudinal beam via these consoles.
  • the production of such consoles and their attachment to the longitudinal beams are associated with great effort.
  • One object of the invention is to provide a rail vehicle car that can be produced at low cost, particularly if its car body underframe is to be supported on a narrow bogie.
  • the rail vehicle car according to the invention comprises a car body underframe with two external longitudinal beams, a main transverse beam arranged between these two longitudinal beams and a further carrier arranged between these two longitudinal beams. Furthermore, the rail vehicle according to the invention comprises a bogie with an external coupling device for transmitting a force between the bogie and the car body underframe.
  • the other carrier is a to the main cross member of the car body underframe and inner longitudinal member adjoining one of the two outer longitudinal members, the further carrier being arranged between one of the two outer longitudinal members and the main cross member.
  • the coupling device is on coupled to the further carrier of the car body underframe, that the coupling device can introduce a force via the further carrier into the car body underframe.
  • a force to be transmitted by means of the coupling device from the bogie to the car body underframe can (instead of via one of the outer longitudinal beams) be introduced into the car body underframe via the further carrier arranged between the two outer longitudinal beams.
  • said further support can act as that element of the car body underframe through which a force to be transmitted by means of the coupling device from the bogie to the car body underframe reaches the car body underframe.
  • the further beam can in turn transmit the force transmitted to it by the bogie to at least one of the outer longitudinal beams.
  • a force to be transmitted from the bogie to the underframe by means of the coupling device can be introduced into the underframe at a predetermined distance from the longitudinal center plane of the underframe, regardless of the width of the underframe.
  • the introduction of the force to be transmitted from the bogie to the car body underframe can take place at a constant distance from the longitudinal center plane of the car body underframe.
  • the distance from the longitudinal center plane of the car body underframe, in which the force is introduced into the car body underframe is expediently matched to the distance that the coupling device has from the longitudinal center plane of the bogie.
  • a large width of the car body underframe can be realized over a large extension of the further carrier in the transverse direction of the car.
  • a small width of the car body underframe can be realized over a small extension of the further carrier in the transverse direction of the car.
  • a structural adjustment of the bogie to the selected width of the car body underframe can be dispensed with.
  • the outer longitudinal beams of the car body underframe each form a longitudinal edge of the car body underframe.
  • the outer longitudinal beams are preferably each arranged directly under one of the side walls of the rail vehicle carriage, i.e. not offset from the respective side wall in the transverse direction of the carriage.
  • the outer coupling device of the bogie is a device for transmitting a force between the bogie and the car body underframe, which—relative to the longitudinal center plane of the bogie—is arranged in an outer region of the bogie.
  • the wording “to transmit a force between the bogie and the underframe of the car body” should be understood to mean that the coupling device can transmit a force from the bogie to the underframe of the car body and in the opposite direction, i.e. from the underframe of the car to the bogie.
  • the bogie of the rail vehicle can be a bogie with external bearings (also called bogie with external bearings).
  • the bogie is an internal bearing bogie (also called internal bearing bogie).
  • Bogies with internal bearings usually have a lower weight and lower air resistance than bogies with external bearings.
  • the coupling device is connected to the further carrier in a non-positive manner.
  • the coupling device can be screwed onto the additional carrier. This enables the coupling device to be fastened to the other carrier of the car body underframe in a cost-effective manner. Furthermore, in such a case, the coupling device can be uncoupled from the additional carrier in a cost-effective manner, if required, for example if the bogie is to be replaced.
  • the coupling device can have a contact surface with which the coupling device touches the further carrier. That is, the coupling device can be in direct contact with the further carrier. Alternatively, the coupling device can be connected to the further carrier with the intermediate positioning of another element, such as, for example, a screw-on plate.
  • Said coupling device can be designed, for example, as a yaw damper bracket.
  • the coupling device can be designed as a secondary damper or as a limiter for lateral play.
  • said coupling device can be designed as an anti-roll bearing.
  • a roll support bearing is to be understood as meaning a bearing for supporting a roll support rod of a roll support of the bogie.
  • the bogie comprises a further external coupling device for transmitting a force between the bogie and the underframe of the car body, which is coupled in this way to the further carrier of the underframe of the car body is that this coupling device can introduce a force into the car body underframe via the additional carrier.
  • the further coupling device and the first-mentioned coupling device are expediently coupling devices of the same type. This means that if the first-mentioned coupling device is designed, for example, as a yaw damper bracket, then the other coupling device is expediently also designed as a yaw damper bracket. If the first-mentioned coupling device is designed as a secondary damper, for example, then the further coupling device is expediently also designed as a secondary damper, and so on.
  • the first-mentioned coupling device and the further coupling device are arranged mirror-symmetrically with respect to the longitudinal center plane of the bogie.
  • the bogie preferably comprises a number of different coupling units, each with two coupling devices which are coupled to the further carrier of the car body underframe in such a way that the coupling devices of the respective coupling unit can introduce a force via the further carrier into the car body underframe.
  • the coupling units can in particular be arranged one behind the other.
  • the coupling devices can each be designed as an yaw damper console. Furthermore, the coupling devices can each be designed as a secondary damper in another of the plurality of coupling units. In yet another of the plurality of coupling units, the coupling devices can each be designed as a cross play limiter. In addition, in another of the plurality of coupling units, the coupling devices can each be designed as anti-roll bearings.
  • FIG 1 shows a section of a rail vehicle 2 in a view obliquely from below.
  • a longitudinal side of a car body underframe 4 of the rail vehicle 2 and a longitudinal side of a bogie 6 of the rail vehicle 2 can be seen.
  • the car body underframe 4 is supported on the bogie 6 shown and comprises two outer longitudinal beams 8 and a main cross member 10 arranged between the two outer longitudinal beams 8, with in FIG 1 only one of the two longitudinal beams 8 can be seen.
  • the bogie 6 comprises two sets of wheels, each with two wheel discs 12, with FIG 1 only one wheel disc 12 (partly) of the two wheel sets is visible.
  • the bogie 6 is designed as a bogie with internal bearings.
  • the wheelset bearings of the bogie 6 are thus each arranged between the wheel discs 12 .
  • FIG 1 a first coupling device 14a, a second coupling device 14b, a third coupling device 14c and a fourth coupling device 14d of the bogie 6 can also be seen.
  • These coupling devices 14a-14d are arranged on an outer area of the bogie 6 and each serve to transmit a force between the bogie 6 and the car body underframe 4.
  • the coupling devices 14a-14d are coupled to the main cross member 10 of the car body underframe 4 in such a way that the respective coupling device 14a-14d can introduce a force via the main cross member 10 into the car body underframe 4.
  • the first coupling device 14a is a yaw damper bracket to which two yaw dampers 16 of the bogie 6 are attached. In principle, one of these two yaw dampers 16 can be dispensed with. For reasons of redundancy, however, two yaw dampers 16 (each longitudinal side of the bogie 6) are provided in the present exemplary embodiment.
  • the second coupling device 14b is an anti-roll bearing, on which an anti-roll bar 18 (also called a torsion bar) of the bogie 6 is mounted.
  • an anti-roll bar 18 also called a torsion bar
  • the third coupling device 14c is a secondary damper and the fourth coupling device 14d is a bow-dependent lateral play limiter.
  • the first coupling device 14a is screwed to the main cross member 10 and has a contact surface with which it touches the main cross member 10 .
  • the fourth coupling device 14d is screwed to the main cross member 10 and has a contact surface with which it touches the main cross member 10 .
  • the second and third coupling devices 14b, 14c are also screwed to the main cross member 10, although these two coupling devices 14b, 14c are not in direct contact with the main cross member 10.
  • a section of the first coupling device 14a ie the yaw damper bracket
  • the third coupling device 14c is screwed to the main cross member 10 via a section of the fourth coupling device 14d (that is to say the lateral play limiter).
  • the bogie 6 On its opposite long side, the bogie 6 has the same coupling devices, which are coupled to the main cross member 10 of the car body underframe 6 in the same way as the aforementioned coupling devices 14a-14d.
  • FIG 2 shows the car body underframe 4 of the rail vehicle car 2 FIG 1 in an oblique view from below.
  • the two outer longitudinal members 8 each form a longitudinal edge of the car body underframe 4.
  • the longitudinal extension of the respective longitudinal member 8 extends in the longitudinal direction 20 of the car, whereas the longitudinal extension of the main cross member 10 extends in the transverse direction 22 of the car.
  • the main cross member 10 borders on the two outer longitudinal members 8, so that the car body underframe 4 has a width 24 which is the sum of the dimensions of the main cross member 10 and the two longitudinal beams 8 in the transverse direction 22 of the carriage.
  • FIG 2 three dotted lines parallel to each other are drawn.
  • the middle of the three dash-dotted lines lies in the longitudinal center plane of the car body underframe 4.
  • the two outer dash-dotted lines are arranged at the same distance 26 from the middle dash-dotted line and run along the fastening points of the coupling devices 14a-14d of the bogie 6.
  • the main cross member 10 has a plurality of screw-on openings 28 for screwing on the aforementioned coupling devices 14a-14d. These can each be provided with an internal thread. Alternatively, one or more threaded plates can be arranged on the screw-on openings.
  • FIG 3 shows a sectional view of the car body underframe 4 FIG 2 .
  • one of the two outer longitudinal members 8 of the car body underframe 4 and a section of the main cross member 10 are shown. Also shown is a coupling device 14 of the bogie 6 which is bolted to the main cross member 10 and represents an example of any of the previously mentioned coupling devices 14a-14d.
  • a passage 30 of the main cross member 10 can be seen, through which one or more electrical lines and/or one or more fluid lines can be routed.
  • the coupling device 14 is arranged centrally with respect to the passage 30 of the main cross member 10, that is to say not offset in relation to the passage 30 in the transverse direction 22 of the carriage.
  • FIG 4 shows a car body underframe 32 of another rail vehicle car in a view obliquely from below.
  • This car body underframe 32 has a greater width 24 than the car body underframe 4 FIG 2 .
  • the greater width 24 of the car body underframe 32 FIG 4 compared to the car body underframe 4 FIG 2 is due to the fact that the main cross member 10 arranged between the two outer longitudinal members 8 has a greater extension in the transverse direction 22 of the car.
  • the solebars 8, on the other hand, are off in the case of the car body underframe 4 FIG 2 and the car body underframe 32 FIG 4 identical in terms of their dimensions.
  • the greater width 24 of the car body underframe 32 is thus achieved solely by the greater extent of the main cross member 10 in the transverse direction 22 of the car.
  • the screw-on openings 28 for the coupling devices 14a-14d are arranged at the same distance 26 from the longitudinal center plane of the car body underframe 32 as in the case of the main cross member 10 of the car body underframe 4 FIG 2 .
  • the car body underframe 32 can FIG 4 on the same bogie as the car body underframe 4 FIG 2 , without the structural modifications to the bogie are required.
  • FIG 5 shows a sectional view of the car body underframe 32 FIG 4 .
  • the coupling device 14 screwed to the main cross member 10 is located at the same distance from the longitudinal center plane of the car body underframe 32 as in the case of the car body underframe 4 from FIG FIG 2 .
  • the coupling device 14 is at a greater distance from the nearest longitudinal beam 8 than in the case of the car body underframe 4 due to the greater extent of the main cross member 10 in the transverse direction 22 of the car FIG 2 .
  • the coupling device 14 is arranged offset in the transverse direction 22 of the carriage in relation to the passage 30 of the main cross member 10 .
  • FIG. 6 shows a sectional view of a car body underframe 34 of another rail vehicle car.
  • This car body underframe 34 differs from the previously described car body underframes 4, 32 in that between the main cross member 10 and each of the two outer longitudinal members 8 there is an inner longitudinal member 36 which is aligned parallel to the outer longitudinal members 8.
  • the width of the car body underframe 34 corresponds to the sum of the dimensions of the two outer longitudinal beams 8, the main cross member 10 and the two inner longitudinal beams 36 in the transverse direction 22 of the car.
  • the outer coupling devices of a bogie are coupled to the inner longitudinal beams 36 in such a way that the respective coupling device can introduce a force into the car body underframe 34 via the associated inner longitudinal beam 36 .
  • the inner longitudinal beams 36 In order to enable the coupling devices to be screwed onto the inner longitudinal beams 36, in the present case (instead of the main cross member 10) the inner longitudinal beams 36 have a Plurality of screw-on openings for the coupling devices.
  • FIG 7 shows a sectional view of a car body underframe 38 of yet another rail vehicle car.
  • This car body underframe 38 has a greater width than the car body underframe 34 6 .
  • the greater width of the car body underframe 38 FIG 7 compared to the car body underframe 34 6 is due to the fact that the two inner longitudinal beams 36 have a greater extent in the transverse direction 22 of the carriage.
  • the outer longitudinal beams 8, on the other hand, are off in the case of the car body underframe 34 6 and the car body underframe 38 FIG 7 identical in terms of their dimensions.
  • the main cross member 10 in the car body underframe 38 has FIG 7 the same dimensions as the car body underframe 34 6 .
  • the greater width of the car body underframe 38 is thus achieved solely by the greater extent of the inner longitudinal beams 36 in the transverse direction 22 of the car.
  • the screw openings for coupling devices are in the main cross member 10 of the car body underframe 38 FIG 7 arranged at the same distance from the longitudinal center plane of the car body underframe 38 as in the case of the main cross member 10 of the car body underframe 34 6 .
  • Identically constructed bogies can therefore be used for these two car body underframes 34, 38.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Handcart (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
EP18723424.0A 2017-06-22 2018-04-20 Schienenfahrzeugwagen Active EP3615396B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017210478.3A DE102017210478B3 (de) 2017-06-22 2017-06-22 Schienenfahrzeugwagen
PCT/EP2018/060161 WO2018233904A1 (de) 2017-06-22 2018-04-20 Schienenfahrzeugwagen

Publications (2)

Publication Number Publication Date
EP3615396A1 EP3615396A1 (de) 2020-03-04
EP3615396B1 true EP3615396B1 (de) 2023-03-08

Family

ID=62143114

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18723424.0A Active EP3615396B1 (de) 2017-06-22 2018-04-20 Schienenfahrzeugwagen

Country Status (6)

Country Link
EP (1) EP3615396B1 (ru)
CN (1) CN212353991U (ru)
DE (1) DE102017210478B3 (ru)
ES (1) ES2946139T3 (ru)
RU (1) RU199335U1 (ru)
WO (1) WO2018233904A1 (ru)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113291342B (zh) * 2021-07-12 2023-05-30 中车长春轨道客车股份有限公司 一种轨道车辆及其底架

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3375119D1 (en) * 1982-11-22 1988-02-11 Mte Soc Bogie for a railway vehicle
DE19638763C2 (de) 1996-09-21 2001-02-15 Daimler Chrysler Ag Drehgestellanbindung für Jacobs-Drehgestelle
DE19819412C1 (de) 1998-04-30 1999-10-07 Talbot Gmbh & Co Kg Wankstützeinrichtung für den Rahmen des Laufwerks eines Schienenfahrzeugs
JP2006001501A (ja) * 2004-06-21 2006-01-05 Hitachi Ltd 台車及びそれを用いた鉄道車両
RU2345918C1 (ru) * 2007-07-06 2009-02-10 Открытое Акционерное Общество "Российские Железные Дороги" Полувагон из алюминиевых сплавов
JP5227234B2 (ja) * 2009-01-05 2013-07-03 株式会社日立製作所 鉄道車両用の車体構造
AT510340B1 (de) * 2010-09-06 2018-02-15 Siemens Ag Oesterreich Schienenfahrzeug
WO2013157464A1 (ja) 2012-04-17 2013-10-24 株式会社 日立製作所 軌条車両構体
DE102014216965A1 (de) 2014-08-26 2016-03-03 Siemens Aktiengesellschaft Fahrwerk für ein Schienenfahrzeug
DE102014117047B4 (de) * 2014-11-21 2017-12-14 Lothar Thoni Traverse für Schienenfahrzeuge zur Anlenkung eines Wagenkastens eines Schienenfahrzeugs an dessenDrehgestell

Also Published As

Publication number Publication date
EP3615396A1 (de) 2020-03-04
CN212353991U (zh) 2021-01-15
DE102017210478B3 (de) 2018-07-26
ES2946139T3 (es) 2023-07-13
WO2018233904A1 (de) 2018-12-27
RU199335U1 (ru) 2020-08-28

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