EP3974280B1 - Bogie pour véhicule ferroviaire - Google Patents

Bogie pour véhicule ferroviaire Download PDF

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Publication number
EP3974280B1
EP3974280B1 EP21199498.3A EP21199498A EP3974280B1 EP 3974280 B1 EP3974280 B1 EP 3974280B1 EP 21199498 A EP21199498 A EP 21199498A EP 3974280 B1 EP3974280 B1 EP 3974280B1
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EP
European Patent Office
Prior art keywords
damper
chassis
drive unit
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.)
Active
Application number
EP21199498.3A
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German (de)
English (en)
Other versions
EP3974280A1 (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
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Siemens Mobility Austria GmbH
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Publication date
Application filed by Siemens Mobility Austria GmbH filed Critical Siemens Mobility Austria GmbH
Publication of EP3974280A1 publication Critical patent/EP3974280A1/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
    • B61F5/50—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 chassis for a rail vehicle, with at least one chassis 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 load-appropriate dimensioning and arrangement of drive bearings is important, as this usually introduces very high bearing reactions into the chassis frame. Therefore, the longitudinal members and cross members of the chassis frame as well as the drive carriers and the drive bearings themselves often have to be made solid, which results in heavy and expensive chassis.
  • EP 0 025 410 A1 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.
  • US 4,982,671A a chassis with controllable wheel sets.
  • the chassis has two frames in which drive motors of the chassis can be mounted and which are coupled to the wheel sets.
  • a connecting rod is arranged between the frames and is connected to the frames in an articulated manner.
  • WO 2006/051046 A1 a chassis for a rail vehicle with sprung direct drives is shown, whereby two direct drive units are coupled to one another via a pull-push rod.
  • EP 0 420 801 A1 a rail vehicle with a chassis in which a first set of wheels is connected to a car body via a trailing arm.
  • a first drive is coupled to the first set of wheels and a second drive is coupled to a second set of wheels.
  • the first drive and the second drive are coupled to one another via a drawbar-like device which is guided through a cross member of a chassis frame.
  • a chassis of a rail vehicle which includes a chassis frame, a first wheelset, a second wheelset, a first drive unit and a second drive unit.
  • the first drive unit and the second drive unit are connected to the chassis frame and are articulated and resiliently coupled to a car body via coupling rods.
  • the invention is based on the object of specifying a chassis that has been further developed compared to the prior art, which enables both a 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 causes a distribution of bearing reactions of the first drive unit and the second drive unit introduced into the chassis frame.
  • a connection is achieved between the first drive unit and the second drive unit, which does not or only insignificantly reduces transverse elasticities of the first drive unit and the second drive unit.
  • Longitudinal forces from the first drive unit and the second drive unit e.g. 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 into the chassis frame in the area of the second drive unit.
  • 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 vibration absorbers.
  • the chassis frame By connecting the first drive unit and the second drive unit to one another and the distribution of the bearing reactions introduced into the chassis frame, the chassis frame can be designed easily and no massive longitudinal driving between the chassis and a car body is required.
  • This measure also results in a compact device and thus a low utilization of an existing installation space budget.
  • a first self-aligning bearing is positioned on the at least first drive unit, like a second self-aligning bearing on the second drive unit.
  • 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 chassis frame.
  • Arranging the first damper between the connecting means and the first cross member saves space on the one hand and, on the other hand, achieves an effective damping effect.
  • 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 chassis transverse axis.
  • Damping preferably takes place primarily in the direction of the chassis transverse axis.
  • a favorable embodiment 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 axis of the damper, and via a second damper joint, which has a second damper joint axis oriented at right angles to the first longitudinal axis of the damper , connected to the first cross member.
  • This measure achieves a connection of the first damper, which does not or only insignificantly influences the mobility of the connecting means.
  • the at least first damper is connected to a lower flange 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.
  • a space-saving arrangement is achieved if the connecting means is arranged below the first cross member.
  • a longitudinal axis of the pendulum is aligned parallel to the longitudinal axis of the chassis.
  • Fig. 1 shows a floor plan of the chassis of a rail vehicle. This is a view from above of the chassis.
  • the chassis has a chassis frame 1, which comprises 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 wheelset 7 and a second wheelset 8 are coupled to the chassis frame 1.
  • the first wheelset 7 has a first wheel 9, a second wheel 10 and a wheelset shaft 11.
  • the first wheelset 7 has a first wheelset bearing, a first wheelset bearing housing, a first wheelset guiding device, which is in Fig. 1 are not visible, as well as a first primary spring 12 with the first longitudinal member 2 and a second wheelset bearing, a second wheelset bearing housing, a second wheelset guide device, which in Fig. 1 are not visible, and connected to the second longitudinal member 3 via a second primary spring 13.
  • a first drive unit 16 and a second drive unit 17 are mounted in the chassis in a transversely elastic manner, that is, to absorb vibrations with respect to movements in the direction of a chassis transverse axis 18.
  • 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 storage device 19, the second storage device 20 and the two further storage devices are aligned parallel to a chassis longitudinal axis 21.
  • 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 articulated to the first drive unit 16 via the second bearing device 20.
  • the second coupling rod 23 is designed to be the same as the first coupling rod 22 in terms of its structural and connection properties.
  • first coupling rod 22 and the second coupling rod 23 are designed as tie rods.
  • the first drive unit 16 is further connected to the first wheelset 7 via a clutch 24, which is designed as a curved tooth clutch, and a gear 25 in the direction of the chassis transverse axis 18.
  • the clutch 24 is between one in Fig. 1 not visible drive shaft of the first drive unit 16 and an in Fig. 1 also not visible transmission shaft of the transmission 25 is provided.
  • the transmission shaft is in turn coupled to the wheelset shaft 11.
  • the first drive unit 16 is resiliently and movably connected in the direction of the chassis transverse axis 18 to the first cross member 4 via the first bearing device 19 and is connected to the second cross member 5 via the second bearing device 20 in a resilient and movable manner in the direction of the chassis transverse axis 18.
  • the first bearing device 19 has a first bearing carrier 28 and a second bearing carrier 29, which are screwed to the first drive unit 16 at a distance from one another.
  • 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 to be the same as the first drive unit 16 in terms of its connection technology with the first cross member 4, the third cross member 6 and the second wheel set 8 and its connection to the first cross member 4, the second cross member 5 and the first wheel set 7 .
  • a horizontally arranged pendulum 36 is provided between the first drive unit 16 and the second drive unit 17, which is articulatedly coupled to the first drive unit 16 on the one hand and the second drive unit 17 on the other.
  • the pendulum 36 is a connecting means which has greater rigidity in the direction of the chassis longitudinal axis 21 than in the direction of the chassis transverse axis 18.
  • a first damper 37 and a second damper 38 are provided, which dampens transverse movements of the first drive unit 16 and the second drive unit 17.
  • the pendulum 36 has a pendulum longitudinal axis 44, which in that in Fig. 2 shown basic state of the chassis is aligned parallel to a chassis longitudinal axis 21 and runs in the chassis longitudinal axis 21. If the rail vehicle moves and the chassis 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 rotational movements relative 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 chassis longitudinal axis 21 than in the direction of a chassis transverse axis 18 and in the direction of the chassis vertical axis 43.
  • a first pendulum bearing 47 welded to the first drive unit 16 has the same position as a second pendulum 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 size as a second distance a 2 from a second edge of the second drive unit 17 to the second self-aligning bearing 48.
  • a first damper 37 and a second damper 38 are provided, 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 aligned at an angle with respect to the chassis transverse axis 18.
  • the first damper longitudinal axis 49 is aligned parallel to the second damper longitudinal axis 50, with the first damper longitudinal axis 49 and the second damper longitudinal axis 50 having angles of approximately 30 ° to that of the chassis transverse axis 18.
  • 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 oriented at right angles to the first longitudinal axis 49 of the damper, and via a second damper joint 53, which has a first damper joint axis 54 at right angles to the first longitudinal axis of the damper 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)

Claims (10)

  1. Train de roulement pour un véhicule ferroviaire, avec au moins un châssis de train de roulement, auquel sont couplés au moins un premier essieu monté et un deuxième essieu monté et auquel sont reliées au moins une première unité d'entraînement et une deuxième unité d'entraînement, dans lequel un moyen de liaison présentant dans la direction d'un axe longitudinal de train de roulement (21) une rigidité plus grande que dans la direction d'un axe transversal de train de roulement (18) est prévu entre la au moins une première unité d'entraînement (16) et la deuxième unité d'entraînement (17), et dans lequel le moyen de liaison est réalisé sous forme de balancier (36) agencé à plat, caractérisé en ce que le balancier (36) est couplé à la au moins une première unité d'entraînement (16) au moyen d'une première articulation élastique (39) dont le premier axe d'articulation (41) est orienté de manière parallèle à un axe vertical de train de roulement (43) et est couplé à la deuxième unité d'entraînement (17) au moyen d'une deuxième articulation élastique (40) dont le deuxième axe d'articulation (42) est orienté de manière parallèle à l'axe vertical de train de roulement (43).
  2. Train de roulement selon la revendication 1, caractérisé en ce qu'un premier palier oscillant (47) est positionné sur la au moins une première unité d'entraînement (16) tout comme un deuxième palier oscillant (48) sur la deuxième unité d'entraînement (17).
  3. Train de roulement selon la revendication 1 ou 2, caractérisé en ce qu'au moins un premier amortisseur (37) est prévu entre le moyen de liaison et une première traverse (4) du au moins un châssis de train de roulement (1).
  4. Train de roulement selon la revendication 3, caractérisé en ce qu'un premier axe longitudinal d'amortisseur (49) du au moins un premier amortisseur (37) est orienté avec un angle par rapport à l'axe transversal de train de roulement (18).
  5. Train de roulement selon la revendication 4, caractérisé en ce que le premier axe longitudinal d'amortisseur (49) présente un angle d'au plus 45°, mais de manière préférée un angle inférieur à 45°, par rapport à l'axe transversal de train de roulement (18).
  6. Train de roulement selon l'une quelconque des revendications 3 à 5, caractérisé en ce que le au moins un premier amortisseur (37) est relié au moyen de liaison par l'intermédiaire d'une première articulation d'amortisseur (52) présentant un premier axe d'articulation d'amortisseur (54) orienté de manière perpendiculaire au premier axe longitudinal d'amortisseur (49) et est relié à la première traverse (4) par l'intermédiaire d'une deuxième articulation d'amortisseur (53) présentant un deuxième axe d'articulation d'amortisseur (55) orienté de manière perpendiculaire au premier axe longitudinal d'amortisseur (49).
  7. Train de roulement selon l'une quelconque des revendications 3 à 6, caractérisé en ce que le au moins un premier amortisseur (37) est relié à une membrure inférieure (51) de la première traverse (4).
  8. Train de roulement selon l'une quelconque des revendications 3 à 7, caractérisé en ce qu'un deuxième amortisseur (38) est prévu entre le moyen de liaison et la première traverse (4), dans lequel le premier axe longitudinal d'amortisseur (49) du au moins un premier amortisseur (37) est orienté de manière parallèle à un deuxième axe longitudinal d'amortisseur (50) du deuxième amortisseur (38).
  9. Train de roulement selon l'une quelconque des revendications 1 à 8, caractérisé en ce que le moyen de liaison est agencé en dessous de la première traverse (4).
  10. Train de roulement selon l'une quelconque des revendications 1 à 9, caractérisé en ce qu'un axe longitudinal de balancier (44) du balancier (36) est orienté de manière parallèle à l'axe longitudinal de train de roulement (21).
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 EP3974280A1 (fr) 2022-03-30
EP3974280B1 true EP3974280B1 (fr) 2024-01-10

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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)

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

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2936732C2 (de) 1979-09-07 1982-03-04 Siemens AG, 1000 Berlin und 8000 München Schienengebundenes elektrisches Triebfahrzeug
CH670228A5 (fr) * 1986-02-27 1989-05-31 Schweizerische Lokomotiv
FR2624081A1 (fr) * 1987-12-03 1989-06-09 Alsthom Vehicule a essieux orientables
ZA906623B (en) * 1989-09-29 1991-11-27 Schweizerische Lokomotiv A rail vehicle
ES2201427T3 (es) * 1998-04-20 2004-03-16 Bombardier Transportation Gmbh Unidad motriz para un vehiculo ferroviario.
WO2006051046A1 (fr) * 2004-11-11 2006-05-18 Siemens Aktiengesellschaft Entrainement direct a ressort semi-elliptique pour vehicule ferroviaire
EP4013655B1 (fr) * 2019-09-30 2024-04-24 Siemens Mobility Austria GmbH Train de roulement pour véhicule ferroviaire

Also Published As

Publication number Publication date
AT524028B1 (de) 2022-02-15
EP3974280A1 (fr) 2022-03-30
AT524028A4 (de) 2022-02-15

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