EP3974280A1 - Bogie pour véhicule ferroviaire - Google Patents

Bogie pour véhicule ferroviaire Download PDF

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Publication number
EP3974280A1
EP3974280A1 EP21199498.3A EP21199498A EP3974280A1 EP 3974280 A1 EP3974280 A1 EP 3974280A1 EP 21199498 A EP21199498 A EP 21199498A EP 3974280 A1 EP3974280 A1 EP 3974280A1
Authority
EP
European Patent Office
Prior art keywords
damper
drive unit
running gear
axis
joint
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
EP21199498.3A
Other languages
German (de)
English (en)
Other versions
EP3974280B1 (fr
Inventor
Thomas Weidenfelder
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 EP3974280A1 publication Critical patent/EP3974280A1/fr
Application granted granted Critical
Publication of EP3974280B1 publication Critical patent/EP3974280B1/fr
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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • 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, having at least one running gear frame to which at least a first wheel set and a second wheel set are coupled and to which at least a first drive unit and a second drive unit are connected.
  • a dimensioning and arrangement of drive bearings that is appropriate to the load is important, as this usually initiates very high bearing reactions in the chassis frame. Longitudinal members and cross members of the running gear frame, as well as drive carriers and the drive bearings themselves, therefore often have to be made solid, resulting in heavy and expensive running gears.
  • EP 0 025 410 A1 is known, in which a rail vehicle with a transverse drive is described, in which motors are connected to a car body via pendulums with level control devices. A rigid intermediate support is provided between the motors.
  • the invention is based on the object of specifying a chassis which is further developed compared to the prior art and which enables both power transmission between the first drive unit and the second drive unit and a certain mobility of the first drive unit and the second drive unit relative to one another.
  • this object is achieved with a chassis of the type mentioned in which between the at least first drive unit and the second drive unit Connecting means is provided, which has a greater rigidity in the direction of a chassis longitudinal axis than in the direction of a chassis transverse axis.
  • a connection is achieved between the first drive unit and the second drive unit, which does not or only insignificantly reduce transverse elasticity of the first drive unit and the second drive unit.
  • Longitudinal forces from the first drive unit and the second drive unit e.g. starting traction forces
  • Longitudinal forces from the first drive unit are also partially introduced via the second drive unit into drive bearings of the second drive unit and thus in the area of the second drive unit into the running gear frame.
  • Longitudinal forces from the second drive unit are partially introduced into the chassis frame via the first drive unit.
  • the first drive unit and the second drive unit each act as a vibration absorber.
  • the chassis frame By connecting the first drive unit and the second drive unit to one another and by distributing the bearing reactions introduced into the chassis frame, the chassis frame can be designed to be light and there is also no need for massive longitudinal entrainment between the chassis and a car body.
  • the connecting means is designed as a horizontally arranged pendulum.
  • This measure achieves a compact device and thus low utilization of an existing construction space budget.
  • the pendulum is coupled to the at least first drive unit by means of an elastic first joint, the first joint axis of which is aligned parallel to a vertical axis of the running gear, and to the second drive unit is coupled.
  • a first self-aligning bearing is positioned on the at least first drive unit in the same way as a second self-aligning bearing is positioned on the second drive unit.
  • This measure brings about a symmetrical introduction of force into a housing of the first drive unit and the second drive unit and a uniform loading of the housing and the drive bearing.
  • a favorable solution is achieved if at least one first damper is provided between the connecting means and a first cross member of the at least one running gear frame.
  • a first damper longitudinal axis of the at least first damper is aligned at an angle with respect to the chassis transverse axis.
  • the first damper longitudinal axis has an angle of at most 45°, but preferably an angle of less than 45°, to the transverse axis of the running gear.
  • a favorable configuration is achieved if the at least first damper is connected to the connecting means via a first damper joint, which has a first damper joint axis oriented at right angles to the first longitudinal damper axis, and via a second damper joint, which has a second damper joint axis oriented at right angles to the first longitudinal damper axis , is connected to the first cross member.
  • the at least first damper is connected to a lower chord of the first cross member. This measure enables a particularly space-saving arrangement of the first damper.
  • a favorable solution is also achieved if a second damper is provided between the connecting means and the first cross member, the first damper longitudinal axis of the at least first damper being aligned parallel to a second damper longitudinal axis of the second damper.
  • the first damper and the second damper are loaded symmetrically.
  • a space-saving arrangement is achieved when the connecting means is arranged below the first cross member.
  • a pendulum longitudinal axis of the pendulum is aligned parallel to the longitudinal axis of the chassis.
  • FIG. 1 shows a chassis of a rail vehicle in plan view. This is a top view of the landing gear.
  • the running gear has a running gear frame 1 which includes a first longitudinal member 2 , a second longitudinal member 3 , a first cross member 4 , a second cross member 5 and a third cross member 6 .
  • the first cross member 4 is designed as a center cross connector of the chassis
  • the second cross member 5 and the third cross member 6 are designed as head carriers of the chassis.
  • a first wheel set 7 and a second wheel set 8 are coupled to the running gear frame 1 .
  • the first wheel set 7 has a first wheel 9 , a second wheel 10 and a wheel set shaft 11 .
  • the first wheel set 7 is connected via a first wheel set bearing, a first wheel set bearing housing, a first wheel set guidance device, which is 1 are not visible, as well as a first primary spring 12 with the first longitudinal member 2 and a second wheel set bearing, a second wheel set bearing housing, a second wheel set guidance device, which is in 1 are not visible, and connected via a second primary spring 13 to the second longitudinal member 3.
  • the second wheel set 8 is designed in the same way as the first wheel set 7 with regard to its design properties and its connection technology to the running gear frame 1 .
  • a first secondary spring 14 and a second secondary spring 15 are provided between the first cross member 4 and an underside of an in 1 Not shown car body.
  • a first drive unit 16 and a second drive unit 17 are mounted in the chassis in a transversely elastic manner, ie in a way that dampens vibrations with respect to movements in the direction of a transverse axis 18 of the chassis.
  • the first drive unit 16 is connected to the first cross member 4 via a first bearing device 19 and to the second cross member 5 via a second bearing device 20 .
  • the second drive unit 17 is coupled to the first cross member 4 and to the third cross member 6 via two further bearing devices.
  • the first bearing device 19, the second bearing device 20 and the two other bearing devices are aligned parallel to a longitudinal axis 21 of the running gear.
  • a first coupling rod 22 is arranged between the first drive unit 16 and the underside of the car body, and a second coupling rod 23 is arranged between the second drive unit 17 and the underside of the car body.
  • the first coupling rod 22 is connected in an articulated manner to the first drive unit 16 via the second bearing device 20 .
  • the second coupling rod 23 is designed in the same way as the first coupling rod 22 with regard to its design and connection properties.
  • first coupling rod 22 and the second coupling rod 23 are designed as tie rods.
  • the first drive unit 16 is also connected to the first wheel set 7 via a clutch 24, which is designed as a curved tooth clutch, and a gear 25 so that it can be displaced in the direction of the transverse axis 18 of the running gear.
  • the coupling 24 is between an in 1 not visible drive shaft of the first drive unit 16 and an in 1 Also not visible gear shaft of the gear 25 is provided.
  • the transmission shaft is in turn coupled to the wheelset shaft 11 .
  • a protective tube 26 is provided between the transmission 25 and the second wheel 10, as an extension of a transmission housing, which has a flange-like extension section 27 towards the second wheel 10. Between the extension section 27 and the second wheel 10, for reasons of simplification, in 1 not shown distance provided to connect, for example, a wheel brake disc with the second wheel 10 can.
  • the first drive unit 16 is connected via the first bearing device 19 in a resilient and movable manner in the direction of the chassis transverse axis 18 to the first cross member 4 and via the second bearing device 20 in a resilient and movable manner in the direction of the chassis transverse axis 18 with the second cross member 5.
  • the first bearing device 19 has a first bearing bracket 28 and a second bearing bracket 29 which, spaced apart from one another, are screwed to the first drive unit 16 .
  • the first bearing support 28 and the second bearing support 29 are arranged so as to project into support recesses in the first cross member 4 .
  • the first bearing device 19 has a first spring device 30 which in turn comprises a first spring arrangement 34 and a second spring arrangement 35 .
  • the first spring arrangement 34 is provided between the first cross member 4 and the first bearing bracket 28 , the second spring arrangement 35 between the first cross member 4 and the second bearing bracket 29 .
  • the second bearing device 20 is designed as a lightweight support and is screwed to the first drive unit 16 .
  • a second spring device 31 , a third spring device 32 and a fourth spring device 33 are connected to the second cross member 5 and the second bearing device 20 .
  • the second drive unit 17 is designed in the same way as the first drive unit 16 and its connection to the first cross member 4, the second cross member 5 and the first wheel set 7 with regard to its connection technology with the first cross member 4, the third cross member 6 and the second wheel set 8 .
  • first drive unit 16 and the second drive unit 17 there is a horizontally arranged pendulum 36 which is coupled in an articulated manner to the first drive unit 16 on the one hand and the second drive unit 17 on the other hand.
  • the pendulum 36 is a connecting means which has greater rigidity in the direction of the longitudinal axis 21 of the running gear than in the direction of the transverse axis 18 of the running gear.
  • a first damper 37 and a second damper 38 are provided between the pendulum 36 and the first cross member 4 , which dampens transverse movements of the first drive unit 16 and the second drive unit 17 .
  • In 2 is a plan view of a detail from that exemplary embodiment variant of a running gear of a rail vehicle according to the invention, which is also shown in 1 shown. This is a bottom view of the landing gear.
  • a horizontally arranged pendulum 36 is provided between a first drive unit 16 and a second drive unit 17 of the chassis, which is articulated to the first drive unit 16 on the one hand and the second drive unit 17 on the other hand.
  • the pendulum 36 is articulated by means of an elastic first joint 39, the first joint axis 41 of which is parallel to an in 2 projecting shown chassis vertical axis 43 is aligned, connected to the first drive unit 16 and by means of an elastic second joint 40, the second Joint axis 42 is also aligned parallel to the chassis vertical axis 43, connected to the second drive unit 17.
  • the pendulum 36 has a pendulum longitudinal axis 44, which in that in 2 shown basic state of the chassis is aligned parallel to a longitudinal axis 21 of the chassis and runs in the longitudinal axis 21 of the chassis. If the rail vehicle is running and the running gear as well as the first drive unit 16 and the second drive unit 17 move, the pendulum 36 can deflect about the first joint 39 and the second joint 40, with radial and rotary movements with respect to the first joint axis 41 and the second joint axis 42 are sprung and damped due to a first elastic ring 45 of the first joint 39 and a second elastic ring 46 of the second joint 40.
  • the pendulum 36 is a connecting means which has greater rigidity in the direction of the longitudinal axis 21 of the chassis than in the direction of a transverse axis 18 of the chassis and in the direction of the vertical axis 43 of the chassis.
  • a first self-aligning bearing 47 welded to the first drive unit 16 has the same position as a second self-aligning bearing 48 welded to the second drive unit 17.
  • a first distance a 1 from a first edge of the first drive unit 16 to the first self-aligning bearing 47 is the same as a second distance a 2 from a second edge of the second drive unit 17 to the second self-aligning bearing 48.
  • the pendulum 36 is provided below a first cross member 4 of a chassis frame 1 of the chassis.
  • a first damper 37 and a second damper 38 are provided between the pendulum 36 and the first cross member 4, with a first damper longitudinal axis 49 of the first damper 37 and a second damper longitudinal axis 50 of the second damper 38 being oriented at an angle with respect to the chassis transverse axis 18.
  • the first longitudinal damper axis 49 is aligned parallel to the second longitudinal damper axis 50 , the first longitudinal damper axis 49 and the second longitudinal damper axis 50 having an angle of approximately 30° to that of the transverse axis 18 of the chassis.
  • the first damper 37 and the second damper 38 are connected to the pendulum 36 on the one hand and to a lower flange 51 of the first cross member 4 on the other hand.
  • the first damper 37 is coupled to the pendulum 36 adjacent to the first joint 39 via a first damper joint 52, which has a first damper joint axis 54 aligned at right angles to the first longitudinal damper axis 49, and via a second damper joint 53, which has a damper joint perpendicular to the first longitudinal damper axis 49 aligned second damper joint axis 55, connected to the first cross member 4.
  • the second damper joint 53 is connected to the first cross member 4 via a cantilever arm 56 , the cantilever arm 56 being screwed to the lower chord 51 .
  • the second damper 38 is designed in the same way as the first damper 37 with regard to its structural properties and its connection technology with the pendulum 36 and the first cross member 4 .

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Gear Transmission (AREA)
EP21199498.3A 2020-09-29 2021-09-28 Bogie pour véhicule ferroviaire Active EP3974280B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA50832/2020A AT524028B1 (de) 2020-09-29 2020-09-29 Fahrwerk für ein Schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP3974280A1 true EP3974280A1 (fr) 2022-03-30
EP3974280B1 EP3974280B1 (fr) 2024-01-10

Family

ID=78179145

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21199498.3A Active EP3974280B1 (fr) 2020-09-29 2021-09-28 Bogie pour véhicule ferroviaire

Country Status (2)

Country Link
EP (1) EP3974280B1 (fr)
AT (1) AT524028B1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0025410A1 (fr) 1979-09-07 1981-03-18 Siemens Aktiengesellschaft Motrice ferroviaire électrique
US4982671A (en) * 1987-12-03 1991-01-08 Alsthom Vehicle with steerable axles
EP0420801A1 (fr) * 1989-09-29 1991-04-03 Schweizerische Lokomotiv- und Maschinenfabrik VÀ©hicule ferroviaire
WO2006051046A1 (fr) * 2004-11-11 2006-05-18 Siemens Aktiengesellschaft Entrainement direct a ressort semi-elliptique pour vehicule ferroviaire
WO2021063947A1 (fr) * 2019-09-30 2021-04-08 Siemens Mobility Austria Gmbh Train de roulement pour véhicule ferroviaire

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH670228A5 (fr) * 1986-02-27 1989-05-31 Schweizerische Lokomotiv
ES2201427T3 (es) * 1998-04-20 2004-03-16 Bombardier Transportation Gmbh Unidad motriz para un vehiculo ferroviario.

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0025410A1 (fr) 1979-09-07 1981-03-18 Siemens Aktiengesellschaft Motrice ferroviaire électrique
US4982671A (en) * 1987-12-03 1991-01-08 Alsthom Vehicle with steerable axles
EP0420801A1 (fr) * 1989-09-29 1991-04-03 Schweizerische Lokomotiv- und Maschinenfabrik VÀ©hicule ferroviaire
WO2006051046A1 (fr) * 2004-11-11 2006-05-18 Siemens Aktiengesellschaft Entrainement direct a ressort semi-elliptique pour vehicule ferroviaire
WO2021063947A1 (fr) * 2019-09-30 2021-04-08 Siemens Mobility Austria Gmbh Train de roulement pour véhicule ferroviaire

Also Published As

Publication number Publication date
EP3974280B1 (fr) 2024-01-10
AT524028B1 (de) 2022-02-15
AT524028A4 (de) 2022-02-15

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