EP3752402A1 - Train de roulement pour un véhicule ferroviaire - Google Patents

Train de roulement pour un véhicule ferroviaire

Info

Publication number
EP3752402A1
EP3752402A1 EP18716932.1A EP18716932A EP3752402A1 EP 3752402 A1 EP3752402 A1 EP 3752402A1 EP 18716932 A EP18716932 A EP 18716932A EP 3752402 A1 EP3752402 A1 EP 3752402A1
Authority
EP
European Patent Office
Prior art keywords
spring device
damper
suspension according
spring
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.)
Granted
Application number
EP18716932.1A
Other languages
German (de)
English (en)
Other versions
EP3752402B1 (fr
Inventor
Christian Moser
Jochen Ringswirth
Thomas CZERWINKA
David KREUZWEGER
Alexander PRIX
Gerald Schobegger
Peter Seitz
Martin Teichmann
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 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.)
Filing date
Publication date
Application filed by Siemens Mobility Austria GmbH filed Critical Siemens Mobility Austria GmbH
Publication of EP3752402A1 publication Critical patent/EP3752402A1/fr
Application granted granted Critical
Publication of EP3752402B1 publication Critical patent/EP3752402B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • B61F5/26—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
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles
    • 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
    • B61F5/308—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating damping devices
    • 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
    • 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

Definitions

  • the invention relates to a chassis for a rail vehicle, in particular an internally mounted chassis, with at least a first drive unit and at least one
  • Chassis frame to which at least one wheel is coupled via a first axle and a second axle, wherein the at least first drive unit via a first spring device and a second spring device on a first Radsatzlagergephinuse or a first swing arm and a third spring device and a fourth
  • Spring device is mounted on a second wheelset bearing housing or a second swing arm.
  • a mechanically decoupled storage of drive units on chassis of rail vehicles is particularly important in high-speed trains, as dynamic reactions, which are transmitted for example due to track position errors from a track to components of the chassis, with increasing speed increase in intensity.
  • WO 2017/133954 A1 describes an internally mounted chassis with a chassis frame, a transverse drive motor and a transmission. Between the drive motor and the chassis frame at least three elastic bearings are arranged, wherein on at least one of two longitudinal members of the chassis frame each one of these elastic bearings is provided.
  • EP 2 964 506 Bl is known in which a
  • Chassis for a rail vehicle which has a chassis frame, a drive unit and in particular internally mounted wheelsets.
  • the drive unit comprises an electric motor, a transmission and a clutch and is at least partially elastic or movable on the
  • Radsatzlagergepuse arranged a telescopic damper, which is aligned transversely or predominantly transverse to the direction of travel.
  • the invention is therefore based on the object, a comparison with the prior art further developed chassis with a compact, but strong vibration-reducing
  • Damper device comprising a damper and, operatively connected in series to the damper, a first
  • Bump stop and a second stop buffer in operatively connected in parallel with the first spring device, the second spring device, the third spring device and the fourth spring device.
  • Bump stops on the first damper device may be installed at a certain distance from surrounding components of the landing gear (e.g., to the first wheelset bearing housing).
  • Stomping operations of the first spring device, the second spring device, the third spring device and the fourth spring device allows and on the other hand, from a free expansion and compression operations limiting engagement of the first stop buffer or the second stop buffer, a defined damping of
  • Stopping buffer or the second stop buffer avoids excessive growth of spring forces.
  • first spring device the second spring device, the third spring device and the fourth spring device are prestressed in the direction of a chassis longitudinal axis.
  • Damper device of the first spring device and the second spring device is interposed.
  • first spring device the second spring device, the third spring device and the fourth spring device are designed as laminated springs.
  • Laminated springs have defined in three spatial directions
  • Wire rope attenuator are formed.
  • Bump stop a drive storage achieved in all three spatial directions effective vibration damping on the one hand and defined stiffening on the other.
  • Wheelset bearing housing a first holder, with which the first spring device is connected, and a second holder, with which the second spring device is connected, are formed.
  • Wheelset bearing housing or the swing arm, the first holder, the second holder and a lid connected to the first holder and the second holder is covered.
  • the first damper device e.g., against stone chipping
  • the first wheel set bearing housing or the swing arm on the one hand and the lid on the other act as a contact body for the first stop buffer and the second stop buffer.
  • Drive unit is coupled at least a first carrier, with which the first spring device, the second
  • the first carrier acts as an adapter module and is thus interchangeable.
  • the first Spring device, the second spring device and the first damper device in connected to the first carrier state and therefore quickly swapped.
  • Drive unit for example by a drive unit with smaller dimensions than those of the first
  • the invention is based on
  • Fig. 1 A side view of a section of a
  • a chassis according to the invention with a first drive unit which is sprung and damped mounted on a first Radsatzlagergeratiuse and a second Radsatzlagergeratiuse, and
  • FIG. 2 A plan view of a section of the exemplary embodiment variant of a chassis according to the invention shown in FIG. 1.
  • a section of an internally mounted chassis of a rail vehicle shown in side view in FIG. 1 has a chassis frame, not shown, to which, likewise not shown, a first wheel set and a second wheel set are coupled.
  • first Radsatzlager with a first Radsatzlagergeratiuse 4 and a first swing arm and a first Radsatz enclosuresbuchse also not shown
  • second Radsatzlager with a second
  • Wheelset bearing housing 4 is also a first primary spring, not shown, between the landing gear frame and the second Radsatzlagergeophuse a second primary spring, not shown, between the landing gear frame and the third Radsatzlagergeophuse a third primary spring and between the chassis frame and the fourth
  • Wheelset bearing housing provided a fourth primary spring, not shown.
  • a first drive unit 1 is arranged coaxially with the second wheel set, a second drive unit, not shown.
  • Chassis frames are not shown torque supports for transmitting drive and braking torques or their
  • the first drive unit 1 is a first spring device 2, a second spring device 3 and a first damper device 5, which is a first
  • the second drive unit is over a fifth
  • the first bearing device, the second bearing device, the third bearing device and the fourth bearing device are similar to each other in terms of constructive and
  • the first storage device is in the range of a first
  • the first spring device 2 and the second spring device 3 are designed as laminated springs and arranged lying, ie their longitudinal axes extend in an undeflected State of the first spring device 2 and the second
  • the first wheelset bearing housing 4 has a first holder 11 and a second holder 12, which via a
  • Casting process are formed from the first Radsatzlagergeophuse 4 and extend in the direction of the chassis top 10.
  • the first spring device 2 is connected to a first carrier 14 via a first base plate 21 and to the first holder 11 via a second base plate 22 designed as a mounting bracket.
  • the first base plate 21 has a first threaded bolt 17 and a second threaded bolt 18, via which the first spring device 2 is screwed by means of corresponding nuts with the first carrier 14.
  • the second spring device 3 is connected via a third
  • Base plate 23 is connected to the first carrier 14 and formed as a mounting bracket fourth base plate 24 with the second holder 12th
  • the third base plate 23 has a third threaded bolt 19 and a fourth threaded bolt 20, via which the second spring device 3 is screwed by means of corresponding nuts with the first carrier 14.
  • a lid 13 is arranged above the first holder 11 and the second holder 12, a lid 13 is arranged. This is by means of a first screw 25, a second screw 26 shown in Fig. 2, a third screw 27 and a visible in Fig. 2 fourth screw 28, which as a hexagon screws with
  • the first carrier 14 is screwed to the first drive unit 1 by means of a fifth screw 29, a sixth screw 30 visible in FIG. 2, a seventh screw 31, an eighth screw 32 shown in FIG. 2 and further screws, not shown. Longitudinal axes of the fifth screw 29, the sixth screw 30, the seventh screw 31, the eighth screw 32 and the other screws extend in the direction of the vehicle uprights 10.
  • the first carrier 14 is in the region of the first
  • Spring device 2 and the second spring device 3 frame-shaped.
  • the first spring device 2 and the second spring device 3 are, each other
  • the first spring device 2 and the second spring device 3 can be loaded in three spatial directions (eg by drive, braking and weight forces of the first drive unit 1) and have corresponding stiffnesses in the direction of the chassis longitudinal axis 8, in the direction of a chassis transverse axis 9 visible in FIG and in the direction of the landing gear axle 10, wherein the rigidity in the direction of
  • Chassis top 10 largest and in the direction of
  • Chassis transverse axis 9 is the lowest, with 9 maximum deflections of 15 mm in the direction of the chassis transverse axis are provided, whereby a reduction in wear and thus an increase in life of the first bearing device is achieved.
  • Spring device 2 and the second spring device 3 as laminated springs can also be used as wire rope dampers or fluid springs (for example as air springs or oil pressure springs).
  • corresponding fastening modules are connected to the first carrier 14 and the first holder 11 and the second holder 12, respectively. Between the fastening modules or between the first carrier 14 and the first holder 11 on the one hand and the first carrier 14 and the second holder 12 on the other hand wire ropes are stretched, which produce a suspension and damping effect between the first drive unit 1 and the first Radsatzlagergephaseuse 4.
  • first spring device 2 and the second spring device 3 as air springs
  • the first spring device 2 and the second spring device 3 are pneumatically connected to a compressed air system of the rail vehicle, for example for a brake and a secondary spring. connected via compressed air lines.
  • first carrier 14 and the first holder 11 and the second holder 12 are in the execution of the first spring device 2 and the second spring device 3 as air springs corresponding air bellows arranged whose stiffness over a
  • the first damper device 5 is further screwed, wherein between the first carrier 14 and the first damper device 5, a ninth screw 33, a visible in Fig. 2 tenth screw 34, an eleventh screw 35 and a in FIG. 2 shown Twelfth screw 36, which are designed as hexagonal blind hole screws, are provided.
  • the first damper device 5 is between the first damper device 5
  • Spring device 2 and the second spring device 3 is arranged, operatively connected in parallel with these and encased by the first Radsatzlagergetude 4, the first holder 11, the second holder 12 and the lid 13.
  • the first damper device 5 has a damper designed as a hydraulic bearing and a first stop buffer 6 on its underside and a second stop buffer 7 on its upper side.
  • the damper includes two with
  • Hydraulic fluid filled chambers and has stiffness and damping effects in the direction of the chassis longitudinal axis 8, the chassis transverse axis 9 and the landing gear axle 10 on.
  • By means of the hydraulic bearing effective damping is effected both at low and at high exciter frequencies.
  • a rubber damper may also be used as damper of the first damper device 5.
  • the damper is operatively connected to the first stop buffer 6 and the second stop buffer 7 in series or in series. Between the first stop buffer 6 and the first wheel set bearing housing 4 and between the second stop buffer 7 and the lid 13, i. between the first stop buffer 6 and the second stop buffer 7 and these surrounding components of the chassis, is in the non-deflected state of the first shown in Fig. 1
  • Spring device 2 and the second spring device 3 each provided a distance of 5 mm.
  • Wheelset bearing housing 4 sets the damping effect of the damper.
  • Damper device 5 and the second damper device is at relatively small spring travel on tracks with poor track condition effective damping of
  • Bump stop 6 and / or the second stop buffer 7 of the first damper device 5 of the damper spatially, but not functional, are separated / is.
  • the first stop buffer 6 may be arranged on the first wheelset bearing housing 4 and / or the second stop buffer 7 on an underside of the cover 13.
  • Fig. 2 shows that shown in Fig. 1 variant of a chassis according to the invention as a floor plan. Therefore, some of the same reference numerals as in Fig. 1 are used.
  • Chassis frame no primary springs of the chassis etc.
  • the chassis has a first drive unit 1, which via a first bearing device with a first
  • Wheelset bearing housing 4 and via a not shown,
  • the first bearing device comprises a first spring device 2, a second spring device 3, which are formed as laminated springs, and a first damper device 5 with a first stop buffer 6 shown in FIG. 1 and a second stop buffer 7, and the first
  • the first spring device 2 and the second spring device 3 are provided within a frame-shaped first recess 16 of a first carrier 14, wherein the first
  • Spring device 2 via a first threaded bolt 17 and a second threaded bolt 18 with corresponding nuts and the second spring device 3 via a third
  • Threaded bolt 19 and a fourth threaded bolt 20 and corresponding nuts are screwed to the first carrier 14.
  • the first spring device 2 is further connected via a first screw 25 and a second screw 26 with a first holder 11 of the first Radsatzlagergeratiuses 4, the second spring device 3 via a third screw 27 and a fourth screw 28 with a second holder 12 of the first Radsatzlagergeratiuses 4th ,
  • the first carrier 14 is symmetrical with respect to one
  • Chassis longitudinal axis 8 executed, framed the first
  • Drive unit 1 and is connected by means of a fifth screw 29, a sixth screw 30, a seventh screw 31, an eighth screw 32 and not shown further screws with the first drive unit 1.
  • the fifth screw 29 and the seventh screw 31 are as hexagonal blind-end screws, the sixth screw 30 and the eighth screw 32 as hexagonal through-bolts
  • Damper device 5 via a ninth screw 33, a tenth screw 34, an eleventh screw 35 and a twelfth screw 36 with the first carrier 14 screwed.
  • a visible in Fig. 1 cover 13 is arranged and connected by means of the first screw 25 and the second screw 26 with the first holder 11 and by means of the third screw 27 and the fourth screw 28 with the second holder 12.
  • the first spring device 2 and the second spring device 3 can in the direction of the chassis longitudinal axis 8, a
  • the first damper device 5 damps as soon as the first stop buffer 6, the first wheelset bearing housing 4 or the second stop buffer 7 contacts the lid 13.
  • the first damper device 5 is in terms of their
  • the first carrier 14 can also be dispensed with and the first storage device can be connected directly to a housing of the first drive unit 1.
  • Second stop buffer 8 Suspension longitudinal axis

Landscapes

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

Abstract

L'invention concerne un train de roulement pour un véhicule ferroviaire, pourvu d'au moins une première unité d'entraînement (1), d'au moins une armature de train de roulement ainsi que d'au moins un ensemble de roues, la ou les premières unités d'entraînement (1) étant disposées par le biais d'un premier dispositif élastique (2) ainsi que d'un deuxième dispositif élastique (3) sur un premier boîtier de disposition (4) d'ensemble de roues ou un premier bras oscillant et étant disposées par le biais d'un troisième dispositif élastique ainsi que d'un quatrième dispositif élastique sur un deuxième boîtier de disposition d'ensemble de roues ou un deuxième bras oscillant. L'invention présente l'avantage qu'au moins un premier dispositif d'amortisseur (5) pourvu d'un amortisseur, d'un premier tampon de butée (6) et d'un deuxième tampon de butée (7) auxquels il est connecté en série, qui est agencé entre le premier boîtier de disposition (4) d'ensemble de roues ou le premier bras oscillant d'une part et la ou les premières unités d'entraînement (1) d'autre part est connecté en parallèle au premier dispositif élastique (2), au deuxième dispositif élastique (3), au troisième dispositif élastique et au quatrième dispositif élastique, et à un premier tampon de butée (6) et à un deuxième tampon de butée (7) auquel il est connecté en série. Une installation d'entraînement peu encombrante dont l'élasticité et l'amortissement sont efficaces est ainsi obtenue.
EP18716932.1A 2018-03-27 2018-03-27 Train de roulement pour un véhicule ferroviaire Active EP3752402B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2018/057720 WO2019185119A1 (fr) 2018-03-27 2018-03-27 Train de roulement pour un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3752402A1 true EP3752402A1 (fr) 2020-12-23
EP3752402B1 EP3752402B1 (fr) 2022-03-23

Family

ID=61952644

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18716932.1A Active EP3752402B1 (fr) 2018-03-27 2018-03-27 Train de roulement pour un véhicule ferroviaire

Country Status (4)

Country Link
EP (1) EP3752402B1 (fr)
CN (1) CN112533814B (fr)
ES (1) ES2909654T3 (fr)
WO (1) WO2019185119A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT523116B1 (de) 2019-10-31 2021-09-15 Siemens Mobility Austria Gmbh Elastikelement

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2657447C3 (de) * 1976-12-15 1979-07-26 Siemens Ag, 1000 Berlin Und 8000 Muenchen Lagerung des elektrischen Fahrmotors eines Schienentriebf ahrzeuges
AT406854B (de) * 1992-09-21 2000-10-25 Siemens Sgp Verkehrstech Gmbh Triebdrehgestell für eine elektrische lokomotive
AT405166B (de) * 1996-12-19 1999-06-25 Siemens Sgp Verkehrstech Gmbh Drehgestell-fahrwerk für ein schienenfahrzeug
ATE265345T1 (de) * 1998-01-14 2004-05-15 Bombardier Transp Gmbh Fahrwerk für schienenfahrzeuge und schienenfahrzeug mit mindestens einem derartigen fahrwerk
GB0500236D0 (en) * 2005-01-07 2005-02-16 Wagon Rail Interface Technolog Railway bogies
AT502306A1 (de) * 2005-07-13 2007-02-15 Evoinvent Ag Laufwerk für schienenfahrzeuge
CN202016475U (zh) * 2011-04-21 2011-10-26 湘电重型装备股份有限公司 一种v形弹簧减震限位装置
AT513078A1 (de) * 2012-04-26 2014-01-15 Siemens Ag Oesterreich Vorrichtung zur Kraftübertragung zwischen Fahrwerk und Wagenkasten eines Schienenfahrzeugs
AT514023B1 (de) * 2013-03-06 2015-04-15 Siemens Ag Oesterreich Fahrwerk für Schienenfahrzeuge
CN105443654A (zh) * 2015-12-31 2016-03-30 株洲名扬橡塑有限公司 一种轨道车辆转向架用锥形橡胶弹簧
AT518243B1 (de) 2016-02-01 2021-12-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
CN207128903U (zh) * 2017-07-03 2018-03-23 四川建筑职业技术学院 一种低地板轻轨车动力转向架

Also Published As

Publication number Publication date
CN112533814A (zh) 2021-03-19
US20210094591A1 (en) 2021-04-01
CN112533814B (zh) 2023-11-07
ES2909654T3 (es) 2022-05-09
EP3752402B1 (fr) 2022-03-23
WO2019185119A1 (fr) 2019-10-03

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