EP3752402B1 - Train de roulement pour un véhicule ferroviaire - Google Patents

Train de roulement pour un véhicule ferroviaire Download PDF

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Publication number
EP3752402B1
EP3752402B1 EP18716932.1A EP18716932A EP3752402B1 EP 3752402 B1 EP3752402 B1 EP 3752402B1 EP 18716932 A EP18716932 A EP 18716932A EP 3752402 B1 EP3752402 B1 EP 3752402B1
Authority
EP
European Patent Office
Prior art keywords
spring device
running gear
damper
spring
gear according
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
EP18716932.1A
Other languages
German (de)
English (en)
Other versions
EP3752402A1 (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
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Siemens Mobility Austria GmbH
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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
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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
    • 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 running gear for a rail vehicle, in particular a running gear with internal bearings, with at least one first drive unit and at least one running gear frame to which at least one wheel set is coupled via a first wheel set bearing and a second wheel set bearing, the at least first drive unit having a first spring device and a second spring device is mounted on a first wheel set bearing housing or a first swing arm and via a third spring device and a fourth spring device on a second wheel set bearing housing or a second swing arm.
  • Fastening modules can be provided between the drive motor and the chassis frame, which enable the drive motors to be replaced quickly.
  • the EP 2 964 506 B1 is known, in which a running gear for a rail vehicle is described, which has a running gear frame, a drive unit and, in particular, wheel sets with internal bearings.
  • the drive unit includes an electric motor, a gear and a clutch and is mounted at least partially elastically or movably on the chassis frame.
  • Spring devices are provided between the drive unit and wheel set bearing housings.
  • a telescopic damper is arranged between the drive unit and a wheelset bearing housing, which is aligned transversely or predominantly transversely to the direction of travel.
  • the invention is therefore based on the object of specifying a chassis which is further developed compared to the prior art and has a compact drive bearing which nevertheless greatly reduces vibration.
  • this object is achieved with a chassis of the type mentioned, in which at least between the first wheel set bearing housing or the first swing arm on the one hand and the at least first drive unit on the other hand there is a first damper device which has a damper and, functionally connected in series with the damper, a first stop buffer and a second stop buffer, in
  • first bump stop and the second bump stop on the first damper device Due to the first bump stop and the second bump stop on the first damper device, this can be installed at a certain distance from surrounding components of the chassis (e.g. from the first wheel set bearing housing).
  • first spring device the second spring device, the third spring device and the fourth spring device are made possible and on the other hand, defined damping is achieved from an intervention of the first stop buffer or the second stop buffer that limits these free expansion and compression processes achieved by movements of the first drive unit.
  • first spring device the second spring device, the third spring device and the fourth spring device are prestressed in the direction of a longitudinal axis of the running gear.
  • the at least first damper device is arranged between the first spring device and the second spring device.
  • first spring device the second spring device, the third spring device and the fourth spring device are designed as layered springs.
  • Layered springs have rigidities defined in three spatial directions, whereby a high load capacity of the first spring device, the second spring device, the third spring device and the fourth spring device is achieved in three spatial directions and flexible installation positions are made possible. Furthermore, due to the layered springs, a certain self-damping of the first spring device, the second spring device, the third spring device and the fourth spring device is achieved.
  • a favorable solution is achieved when the first spring device, the second spring device, the third spring device and the fourth spring device are designed as wire cable dampers.
  • This measure effectively absorbs impacts between the first drive unit on the one hand and the first wheel set bearing housing and the second wheel set bearing housing on the other hand.
  • a first holder, to which the first spring device is connected, and a second holder, to which the second spring device is connected are formed at least from the first wheel set bearing housing.
  • This measure makes it possible to dispense with separate adapters or welding brackets, for example screwed to the first wheel set bearing housing, for fastening the first spring device and the second spring device.
  • This measure provides a certain degree of protection for the first damper device (e.g. against stone chipping) and, in addition, the first wheel set bearing housing or the swing arm on the one hand and the cover on the other act as contact bodies for the first bump stop and the second bump stop.
  • At least one first carrier is coupled to the at least first drive unit, to which the first spring device, the second spring device and the at least first damper device are connected.
  • the first carrier acts as an adapter module and is therefore interchangeable. This measure allows the first The spring device, the second spring device and the first damper device are in the state connected to the first carrier and are therefore quickly exchanged.
  • the first drive unit when the first drive unit is replaced, for example by a drive unit with smaller dimensions than those of the first drive unit, the first spring device, the second spring device and the first damper device can continue to be used. In such a case, if necessary, only the first carrier has to be exchanged.
  • the section of an internally mounted undercarriage of a rail vehicle shown in a side view has an undercarriage frame, not shown, to which a first wheel set and a second wheel set are coupled, also not shown.
  • first wheel set bearing Between the first wheel set and the running gear frame are a first wheel set bearing, not shown, with a first wheel set bearing housing 4 or a first swing arm and a first wheel set guide bush, also not shown, and a second wheel set bearing with a second wheel set bearing housing or a second swing arm and a second wheel set guide bush, which are also are not shown, provided.
  • a third wheel set bearing with a third wheel set bearing housing and a third wheel set bushing and a fourth wheel set bearing with a fourth wheel set bearing housing and a fourth wheel set bushing, which are also not shown, are arranged between the second wheel set and the chassis frame.
  • Wheelset bearing housing 4 is also a first primary spring (not shown), a second primary spring (not shown) between the running gear frame and the second axlebox bearing housing, a third primary spring (not shown) between the running gear frame and the third axlebox bearing housing, and a fourth primary spring (not shown) between the running gear frame and the fourth axlebox bearing housing.
  • a first drive unit 1 is arranged coaxially to the first wheel set, and a second drive unit (not shown) is arranged coaxially to the second wheel set.
  • first drive unit 1 and the chassis frame and between the second drive unit and the chassis frame are arranged torque arms (not shown) for transmitting drive and braking torques or introducing them from the first drive unit 1 and the second drive unit into the chassis frame.
  • the first drive unit 1 is connected via a first spring device 2, a second spring device 3 and a first damper device 5, which form a first bearing device, to the first wheel set bearing housing 4 and via a third spring device, a fourth spring device and a second damper device, which is a non-illustrated form the second bearing device, connected to the second wheel set bearing housing.
  • the second drive unit is connected via a fifth spring device, a sixth spring device and a third damper device, which form a third bearing device (not shown), to the third wheel set bearing housing and via a seventh spring device, an eighth spring device and a fourth damper device, which form a fourth bearing device (not shown). , connected to the fourth wheel set bearing housing.
  • the first bearing device, the second bearing device, the third bearing device and the fourth bearing device are similar to one another with regard to structural and functional properties. Therefore, only the first bearing device is described in detail here.
  • the first bearing device is mounted in front of the first drive unit 1 in the area of a first drive end face 15 .
  • the first spring device 2 and the second spring device 3 are designed as layer springs and arranged horizontally, ie their longitudinal axes run in a non-deflected State of the first spring device 2 and the second spring device 3, which in 1 is shown, parallel to a longitudinal axis 8 of the running gear.
  • the first wheel set bearing housing 4 has a first holder 11 and a second holder 12 which are formed from the first wheel set bearing housing 4 via a casting process and run in the direction of the running gear vertical axis 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 to the first support 14 by means of corresponding nuts.
  • the second spring device 3 is connected to the first carrier 14 via a third base plate 23 and to the second holder 12 via a fourth base plate 24 designed as a mounting bracket.
  • 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 to the first carrier 14 by means of corresponding nuts.
  • a cover 13 is arranged above the first holder 11 and the second holder 12 . This is by means of a first screw 25, an in 2 shown second screw 26, a third screw 27 and in 2 visible fourth screw 28, which are designed as hexagonal screws with blind holes, with tops of the first holder 11 and the second holder 12 and with cover sides of the second base plate 22 and the fourth base plate 24, these cover sides are aligned in the direction of the chassis longitudinal axis 8, connected.
  • the second base plate 22 is clamped in the area of its top side between the cover 13 and the first holder 11, the fourth base plate 24 in the area of its top side between the cover 13 and the second holder 12.
  • the first carrier 14 is secured by a fifth screw 29, an in 2 visible sixth screw 30, a seventh screw 31, an in 2 shown eighth screw 32 and other screws, not shown, are screwed to the first drive unit 1 .
  • Longitudinal axes of the fifth screw 29, the sixth screw 30, the seventh screw 31, the eighth screw 32 and the other screws run in the direction of the chassis vertical axis 10.
  • the first carrier 14 is designed in the shape of a frame in the area of the first spring device 2 and the second spring device 3 .
  • the first spring device 2 and the second spring device 3 are arranged opposite each other in this frame-shaped area between the first support 14 and the first holder 11 or the second holder 12 under pretension, with corresponding pretensioning forces of the first spring device 2 and the second spring device 3 act opposite to each other.
  • the first spring device 2 and the second spring device 3 can be loaded in three spatial directions (e.g. by driving, braking and weight forces of the first drive unit 1) and have corresponding rigidities in the direction of the chassis longitudinal axis 8, in the direction of an in 2 visible chassis transverse axis 9 and in the direction of the chassis vertical axis 10, the stiffness in the direction of the chassis vertical axis 10 being greatest and in the direction of the chassis transverse axis 9 being lowest, with maximum deflections of 15 mm in the direction of the chassis transverse axis 9 are provided, whereby a reduction in wear and thus an increase in the service life of the first bearing device is achieved.
  • first spring device 2 and the second spring device 3 can also be designed as wire cable dampers or fluid springs (e.g. as air springs or oil pressure springs).
  • corresponding fastening modules are connected to the first carrier 14 and the first holder 11 or the second holder 12 .
  • wire ropes are stretched, which produce a springing and damping effect between the first drive unit 1 and the first wheel set bearing housing 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 connected to a compressed air system of the rail vehicle, for example for a brake and a secondary spring, pneumatically, i.e. via compressed air lines.
  • corresponding air bellows are arranged between the first carrier 14 and the first holder 11 or the second holder 12, the stiffness of which can be adjusted via an electronic air spring control device.
  • the first damper device 5 is also screwed to an upper side of the first carrier 14, with a ninth screw 33 between the first carrier 14 and the first damper device 5, a screw in 2 visible tenth screw 34, an eleventh screw 35 and an in 2 shown twelfth screw 36, which are designed as hexagonal blind screws, are provided.
  • the first damper device 5 is arranged between the first spring device 2 and the second spring device 3 , is connected in parallel with these in terms of effect and is encased by the first wheel set bearing housing 4 , the first holder 11 , the second holder 12 and the cover 13 . In this way, on the one hand, a particularly space-saving arrangement and, on the other hand, protection of the first damper device 5 (e.g. against stone chipping) is achieved.
  • 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 comprises two chambers filled with hydraulic fluid and exhibits stiffness and damping effects in the direction of the longitudinal axis 8 of the chassis, the transverse axis 9 of the chassis and the vertical axis 10 of the chassis. Effective damping is achieved by means of the hydraulic bearing at both low and high excitation frequencies.
  • a rubber damper can also be used as a damper of the first damper device 5 instead of the hydraulic bearing.
  • the damper is functionally connected in series or in series with the first stop buffer 6 and the second stop buffer 7 .
  • non-deflected state of the first spring device 2 and the second spring device 3 are each provided a distance of 5 mm.
  • the first one hits Stop buffer 6 after a travel of 5 mm based on the shown non-deflected state of the first spring device 2 and the second spring device 3 (i.e. in a defined deflection state of the first spring device 2 and the second spring device 3) on the first wheel set bearing housing 4 and is supported on it from or can slide on it (the first stop buffer 6 also functions as a sliding plate). Only when the first stop buffer 6 engages or when it makes contact with the first wheel set bearing housing 4 does the damping effect of the damper begin.
  • the second stop buffer 7 hits after a travel of 5 mm in relation to the shown non-deflected state of the first spring device 2 and the second spring device 3 the cover 13 and is supported on it or can slide on it (the second stop buffer 7 can also function as a slide plate).
  • the second stop buffer 7 engages or makes contact with the cover 13, the damping effect of the damper begins.
  • first stop buffer 6 and/or the second stop buffer 7 of the first damper device 5 can be spatially, but not functionally, separated from the damper.
  • first stop buffer 6 can be arranged on the first wheel set bearing housing 4 and/or the second stop buffer 7 on an underside of the cover 13.
  • FIG. 2 shows those in 1 illustrated variant of a chassis according to the invention as a floor plan. Therefore, some of the same reference numbers are used as in 1 used.
  • the running gear has a first drive unit 1, which is connected via a first bearing device to a first wheel set bearing housing 4 and via a second bearing device, not shown, which is structurally and functionally the same as the first bearing device, to a second wheel set bearing housing, also not shown.
  • the first bearing device has a first spring device 2, a second spring device 3, which are designed as layered springs, and a first damper device 5 with an in 1 shown first stop buffer 6 and a second stop buffer 7 and is, the first drive unit 1 upstream, arranged in the region of a first drive end face 15.
  • 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, 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 bolted to the first bracket 14.
  • the first spring device 2 is also connected via a first screw 25 and a second screw 26 to a first holder 11 of the first wheel set bearing housing 4, the second spring device 3 via a third screw 27 and a fourth screw 28 to a second holder 12 of the first wheel set bearing housing 4 .
  • the first carrier 14 is designed symmetrically with respect to a chassis longitudinal axis 8, frames the first drive unit 1 and is connected to the first drive unit 1 by means of a fifth screw 29, a sixth screw 30, a seventh screw 31, an eighth screw 32 and other screws (not shown). .
  • the fifth screw 29 and the seventh screw 31 are designed as hexagon blind hole screws, the sixth screw 30 and the eighth screw 32 as hexagon through screws.
  • the second bearing device is arranged in the region of a second drive end face (not shown) that is opposite the first drive end face 15 or upstream of it.
  • a third spring device and a fourth spring device, which are not shown, are provided in a frame-shaped second recess of the first carrier 14, which is also not visible.
  • the first damper device 5 On an upper side of the first support 14 in the region of the first recess 16 between the first spring device 2 and the second spring device 3, the first damper device 5 is connected via a ninth screw 33, a tenth screw 34, an eleventh screw 35 and a twelfth screw 36 to the first carrier 14 screwed.
  • an in 1 Visible cover 13 Above the first damper device 5 is an in 1 Visible cover 13 is arranged and connected to the first holder 11 by means of the first screw 25 and the second screw 26 and to the second holder 12 by means of the third screw 27 and the fourth screw 28 .
  • the first spring device 2 and the second spring device 3 can be moved in the direction of the chassis longitudinal axis 8, a chassis transverse axis 9 and in the direction of an in 1 visible chassis vertical axis 10 are deflected and also bent or twisted about their longitudinal axes.
  • the first damper device 5 dampens as soon as the first stop buffer 6 contacts the first wheel set bearing housing 4 or the second stop buffer 7 contacts the cover 13 .
  • the first damper device 5 is related to its functioning 1 described in detail.
  • the first carrier 14 can also be dispensed with and the first bearing device can be connected directly to a housing of the first drive unit 1 .

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

Claims (15)

  1. Train de roulement pour un véhicule ferroviaire, et plus particulièrement train de roulement intégré, comportant au moins une première unité de propulsion (1) et au moins un châssis de train de roulement auquel est couplé au moins un jeu de roues via un premier palier de jeu de roues et un deuxième palier de jeu de roues, l'au moins première unité de propulsion (1) étant logée via un premier dispositif à ressort (2) ainsi qu'un deuxième dispositif à ressort (3) sur un premier boîtier de palier de jeu de roues (4) ou une première biellette et via un troisième dispositif à ressort ainsi qu'un quatrième dispositif à ressort sur un deuxième boîtier de palier de jeu de roues ou une deuxième biellette, caractérisé en ce que, au moins entre le premier boîtier de palier de jeu de roues (4) ou la première biellette, d'une part, et l'au moins première unité de propulsion (1), d'autre part, un premier dispositif amortisseur (5), qui comporte un amortisseur et, montés en série fonctionnellement avec l'amortisseur, un premier tampon de butée (6) et un deuxième tampon de butée (7), est agencé en montage parallèle fonctionnellement avec le premier dispositif à ressort (2), le deuxième dispositif à ressort (3), le troisième dispositif à ressort et le quatrième dispositif à ressort.
  2. Train de roulement selon la revendication 1, caractérisé en ce qu'une première surface de butée de l'au moins premier tampon de butée (6) présente, jusqu'à un état de déviation défini du premier dispositif à ressort (2), du deuxième dispositif à ressort (3), du troisième dispositif à ressort et du quatrième dispositif à ressort, une distance par rapport à des composants du train de roulement entourant l'au moins premier tampon de butée (6).
  3. Train de roulement selon la revendication 1 ou 2, caractérisé en ce que le premier dispositif à ressort (2), le deuxième dispositif à ressort (3), le troisième dispositif à ressort et le quatrième dispositif à ressort sont précontraints en direction d'un axe longitudinal du train de roulement (8).
  4. Train de roulement selon l'une des revendications 1 à 3, caractérisé en ce qu'au moins le premier dispositif à ressort (2) et le deuxième dispositif à ressort (3) sont agencés en vis-à-vis l'un de l'autre.
  5. Train de roulement selon l'une des revendications 1 à 4, caractérisé en ce que des raideurs du premier dispositif à ressort (2) et du deuxième dispositif à ressort (3) sont plus grandes en direction de l'axe longitudinal du train de roulement (8) qu'en direction d'un axe transversal du train de roulement (9) et en direction d'un axe vertical du train de roulement (10).
  6. Train de roulement selon l'une des revendications 1 à 5, caractérisé en ce que l'au moins premier dispositif amortisseur (5) est intercalé entre le premier dispositif à ressort (2) et le deuxième dispositif à ressort (3).
  7. Train de roulement selon l'une des revendications 1 à 6, caractérisé en ce que le premier dispositif à ressort (2), le deuxième dispositif à ressort (3), le troisième dispositif à ressort et le quatrième dispositif à ressort sont agencés horizontalement.
  8. Train de roulement selon l'une des revendications 1 à 7, caractérisé en ce que le premier dispositif à ressort (2), le deuxième dispositif à ressort (3), le troisième dispositif à ressort et le quatrième dispositif à ressort sont réalisés en forme de ressorts multicouches.
  9. Train de roulement selon l'une des revendications 1 à 7, caractérisé en ce que le premier dispositif à ressort (2), le deuxième dispositif à ressort (3), le troisième dispositif à ressort et le quatrième dispositif à ressort sont réalisés en forme d'amortisseurs à câble.
  10. Train de roulement selon l'une des revendications 1 à 7, caractérisé en ce que le premier dispositif à ressort (2), le deuxième dispositif à ressort (3), le troisième dispositif à ressort et le quatrième dispositif à ressort sont réalisés en forme de ressort à fluide.
  11. Train de roulement selon l'une des revendications 1 à 10, caractérisé en ce que l'amortisseur de l'au moins premier dispositif amortisseur (5) est réalisé en tant que palier hydraulique.
  12. Train de roulement selon l'une des revendications 1 à 10, caractérisé en ce que l'amortisseur de l'au moins premier dispositif amortisseur (5) est réalisé en tant qu'amortisseur en caoutchouc.
  13. Train de roulement selon l'une des revendications 1 à 12, caractérisé en ce que sont formées, au moins à partir du premier boîtier de palier de jeu de roues (4), une première fixation (11) à laquelle est relié le premier dispositif à ressort (2) ainsi qu'une deuxième fixation (12) à laquelle est relié le deuxième dispositif à ressort (3).
  14. Train de roulement selon la revendication 13, caractérisé en ce que l'au moins premier dispositif amortisseur (5) est enveloppé du premier boîtier de palier de jeu de roues (4) ou de la biellette, de la première fixation (11), de la deuxième fixation (12) et d'un couvercle (13) relié à la première fixation (11) et à la deuxième fixation (12).
  15. Train de roulement selon l'une des revendications 1 à 14, caractérisé en ce qu'est couplé à l'au moins première unité de propulsion (1) au moins un premier support (14) auquel sont reliés le premier dispositif à ressort (2), le deuxième dispositif à ressort (3) ainsi que l'au moins premier dispositif amortisseur (5).
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 EP3752402A1 (fr) 2020-12-23
EP3752402B1 true EP3752402B1 (fr) 2022-03-23

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EP18716932.1A Active EP3752402B1 (fr) 2018-03-27 2018-03-27 Train de roulement pour un véhicule ferroviaire

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Country Link
US (1) US12030532B2 (fr)
EP (1) EP3752402B1 (fr)
CN (1) CN112533814B (fr)
ES (1) ES2909654T3 (fr)
WO (1) WO2019185119A1 (fr)

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Publication number Priority date Publication date Assignee Title
AT523116B1 (de) 2019-10-31 2021-09-15 Siemens Mobility Austria Gmbh Elastikelement

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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

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EP3752402A1 (fr) 2020-12-23
WO2019185119A1 (fr) 2019-10-03
US12030532B2 (en) 2024-07-09
CN112533814B (zh) 2023-11-07
CN112533814A (zh) 2021-03-19
ES2909654T3 (es) 2022-05-09
US20210094591A1 (en) 2021-04-01

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