EP4013655A1 - Chassis for a rail vehicle - Google Patents
Chassis for a rail vehicleInfo
- Publication number
- EP4013655A1 EP4013655A1 EP20789489.0A EP20789489A EP4013655A1 EP 4013655 A1 EP4013655 A1 EP 4013655A1 EP 20789489 A EP20789489 A EP 20789489A EP 4013655 A1 EP4013655 A1 EP 4013655A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- spring
- chassis
- bearing device
- drive unit
- axis
- 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
Links
- 230000008878 coupling Effects 0.000 claims abstract description 89
- 238000010168 coupling process Methods 0.000 claims abstract description 89
- 238000005859 coupling reaction Methods 0.000 claims abstract description 89
- 230000003449 preventive effect Effects 0.000 claims 1
- 230000005540 biological transmission Effects 0.000 description 14
- 238000003466 welding Methods 0.000 description 5
- 238000005516 engineering process Methods 0.000 description 4
- 239000000725 suspension Substances 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 3
- 230000002349 favourable effect Effects 0.000 description 3
- 229910052751 metal Inorganic materials 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000003044 adaptive effect Effects 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Classifications
-
- 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
-
- 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
- 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
- B61F5/52—Bogie frames
Definitions
- the invention relates to a running gear of a rail vehicle, with at least one running gear frame, to which at least a first set of wheels and a second set of wheels are coupled and to which at least a first drive unit and a second drive unit are connected.
- Tie rods or tie rods / push rods as longitudinal drivers can hardly be connected to head girders of chassis frames of chassis of rail vehicles, since on the one hand the lengths of the tie rods or the pull / push rods would be too short and consequently angles would become too large due to turning and pitching processes of the chassis and on the other hand, free spaces to guide the tie rods or the tie rods / push rods under a drive unit to cross members of the chassis frames are only available to a limited extent due to the limited installation space budget.
- Such longitudinal entrainments have the disadvantage that they have to be made massive and that a significant shift in weight is caused due to the relatively high force introduction points between the car bodies and the chassis.
- different load conditions on the wheel sets of the chassis must be compensated for electrically, for example by means of a drive control or by means of actuators.
- motors, converters, Cabling, wheelset shafts, etc. are appropriately oversized.
- WO 2015/117678 A1 for example, is known from the prior art, which shows a rail vehicle with a vehicle body being carried along longitudinally by a chassis via a pivot.
- WO 2011/141510 A1 describes a drive for a rail vehicle.
- the drive is cardanically connected on the one hand to a running gear or a car body of the rail vehicle and on the other hand to a wheel set of the running gear. Due to its cardanic mounting, the drive is rotatable with respect to two axes of rotation which are aligned perpendicular to one another and which in turn are aligned perpendicular to a rotor rotation axis of the drive.
- EP 3272 614 A1 discloses a chassis for a rail vehicle, the wheel sets of which have a smooth steering behavior which is achieved due to ball-and-socket connections between a drive of the rail vehicle and a chassis frame.
- the two last-mentioned approaches in their known forms have the disadvantage of excessive mobility of the drives relative to the chassis frames, wheel sets and / or car bodies of the rail vehicles for certain categories of rail vehicles or running gears and / or for certain driving speed ranges.
- the invention is based on the object of specifying a chassis that has been further developed compared to the prior art, the longitudinal entrainment of which and the drive mounting of which enable acceleration and deceleration with little displacement of weight. According to the invention, this object is achieved with a chassis of the type mentioned at the outset, in which a first coupling rod is articulated to the at least first drive unit and is designed to be resiliently coupled to a car body of the rail vehicle.
- the at least first drive unit is slidably connected to the at least first wheel set via a coupling in the direction of a chassis transverse axis, is connected resiliently and movably in the direction of the chassis transverse axis to a first cross member of the at least one chassis frame via a first bearing device and via a second Bearing device is connected resiliently and movably in the direction of the chassis transverse axis with a second cross member of the at least one chassis frame, wherein the at least first drive unit is rotatably mounted about a drive vertical axis which is displaceable in the direction of the chassis transverse axis.
- a drive mounting adapted to the longitudinal entrainment via the first coupling rod is achieved.
- the longitudinal entrainment disturbing movements (i.e. turning or Tilting movements about a longitudinal axis of the chassis and about the transverse axis of the chassis) of the first drive unit are avoided. Only slight rotational movements around the drive vertical axis are possible, which can move along with the first drive unit in the direction of the chassis transverse axis due to the translational mobility of the first drive unit in the direction of the chassis transverse axis.
- the first drive unit functioning as a damper with respect to vibrations transversely to a direction of travel of the rail vehicle.
- first stiffnesses of the first bearing device and the second bearing device in a plane formed by a longitudinal axis and a vertical axis of the chassis and second stiffnesses of the first bearing device and the second bearing device in the direction of the transverse axis of the chassis can be set independently of one another.
- a particularly strong spread of stiffnesses of the first bearing device and the second bearing device and thus a great resistance to rotating or tilting movements of the first drive unit about the longitudinal axis and the transverse axis of the chassis and smooth translational mobility of the first drive unit in the direction of the transverse axis are achieved if a rigidity ratio between the first rigidity and the second rigidity is set to be at least 1 to 40.
- first coupling rod is articulated to the at least first drive unit via the second bearing device, the first coupling rod being connected to the second bearing device via a joint that is closer to the second cross member than to the first cross member is.
- the angle of attack of the first coupling rod remains moderate even with strong turning and pitching movements or the first coupling rod is sufficiently long for strong turning and pitching movements.
- the first coupling rod can be designed with a simple geometry, since a guidance of the first coupling rod up to the first cross member is avoided.
- a favorable solution is achieved if the first bearing device is arranged so as to protrude into at least one carrier recess of the first cross member.
- At least one first spring device of the first bearing device is connected to the first cross member, the first spring longitudinal axis of which is aligned parallel to a chassis vertical axis.
- This measure contributes to a stiff characteristic of the drive mounting in the direction of the chassis vertical axis and to a soft characteristic in the direction of the chassis transverse axis.
- An advantageous embodiment is also obtained when a second spring device of the second bearing device, the second spring longitudinal axis of which is aligned parallel to a longitudinal axis of the chassis, a third spring device of the second bearing device, the third longitudinal spring axis of which is oriented parallel to a chassis vertical axis, and a fourth spring device the second bearing device, the fourth longitudinal spring axis of which is aligned parallel to the vertical axis of the chassis, are connected.
- the second bearing device has a spring recess, the second spring device being arranged so as to protrude into the spring recess.
- the spring recess causes a mass reduction of the second bearing device; on the other hand, the spring recess functions as an assembly opening for the second spring device, thereby simplifying assembly and disassembly of the second spring device.
- An advantageous solution is achieved when the second bearing device has a feed-through recess through which a wheelset shaft of the at least first wheel set is passed, the feed-through recess being closed at the bottom by means of a locking piece detachably connected to the second bearing device.
- This measure also implements a lightweight construction principle with regard to the second storage device. At the same time, due to the locking piece, it is possible to assemble and disassemble the first wheel set with the second bearing device installed.
- the second drive unit is connected to the first cross member via a third bearing device, the first bearing device and the third bearing device being arranged so as to protrude into one another like a fork.
- the first storage device and the third storage device are connected to the first cross member in a space-saving manner, or an installation space available on the first cross member is used efficiently.
- An adaptive suspension behavior of the longitudinal entrainment is made possible if a coupling spring device is connected to the first coupling rod, via which the first coupling rod can be coupled to the car body, the coupling spring device having at least a first spring stiffness and a second spring stiffness which are different from one another.
- the first spring stiffness can be dimensioned, for example, with regard to high tensile forces of the rail vehicle, the second spring stiffness with regard to low tensile forces and low resistance to twisting out and in or out. This means that suitable spring forces are available for different tensile force ranges. It is also advantageous if a second coupling rod is articulated to the second drive unit and is designed to be resiliently coupled to the car body of the rail vehicle. By doing this, stresses are reduced at first
- Coupling rod and the second coupling rod distributed. Depending on the direction of travel or pull of the rail vehicle, either the first coupling rod or the second coupling rod is subjected to tension. Pressure loads on the first coupling rod and the second coupling rod are avoided.
- the first coupling rod and the second coupling rod can be dimensioned as pure pull rods, i.e. do not have to be designed as pull / push rods.
- a mutual cancellation of the reaction forces is achieved in part along the longitudinal axis of the chassis.
- Fig. 1 A floor plan of an exemplary
- FIG. 2 A side elevation of a detail from the exemplary embodiment variant of a chassis according to the invention, in which a bearing device is shown between a drive unit and a cross member, and FIG
- Fig. 3 A side elevation of a detail from a
- Cross member of the chassis frame of the exemplary embodiment of a chassis according to the invention having a carrier recess into which a bearing device of a drive unit of the chassis protrudes.
- FIG. 1 shows a running gear and a car body 1 of a rail vehicle in a plan view.
- the running gear has a running gear frame 2 which comprises a first longitudinal member 3, a second longitudinal member 4, a first cross member 5, a second cross member 6 and a third cross member 7.
- the first cross member 5 is designed as a central cross connector of the chassis
- the second cross member 6 and the third cross member 7 are designed as head girders of the chassis.
- a first set of wheels 8 and a second set of wheels 9 are coupled to the chassis frame 2.
- the first wheel set 8 has a first wheel 10, a second wheel 11 and a wheel set shaft 12.
- the first wheel set 8 is a first wheel set bearing, a first wheel set bearing housing
- Wheelset guidance device which are not visible in Fig. 1, as well as a first primary spring 13 with the first longitudinal member 3 and a second wheelset bearing, a second wheelset bearing housing, a second wheelset guidance device, which are not visible in Fig. 1, and a second primary spring 14 connected to the second longitudinal member 4.
- the second wheel set 9 is designed in the same way as the first wheel set 8 in terms of its structural design and its connection technology with the chassis frame 2.
- the car body 1 is arranged above the chassis.
- a first secondary spring 15 and a second secondary spring 16 are provided between the first cross member 5 and an underside of the car body 1.
- a first drive unit 17 and a second drive unit 18 are mounted in the chassis in a transversely elastic manner, that is to say to dampen vibrations with respect to movements in the direction of a chassis transverse axis 19.
- the first drive unit 17 is connected to the first cross member 5 via a first bearing device 20 and to the second cross member 6 via a second bearing device 21.
- the second drive unit 18 is coupled to the first cross member 5 and to the third cross member 7 via two further storage devices.
- the first storage device 20, the second storage device 21 and the two further storage devices are aligned parallel to a longitudinal axis 23 of the chassis.
- a first coupling rod 24 is arranged between the first drive unit 17 and the underside of the car body 1, and a second coupling rod 25 is arranged between the second drive unit 18 and the underside of the car body 1.
- the first coupling rod 24 is connected in an articulated manner to the first drive unit 17 via the second bearing device 21, a joint 26 being provided between the first coupling rod 24.
- the joint 26 is arranged closer to the second cross member 6 than to the first cross member 5.
- the joint 26 has a joint axis 27 shown in FIG. 2, which is aligned rotated about a parallel to the chassis transverse axis 19 from a parallel to a chassis vertical axis 28 that appears projecting in FIG. 1.
- the first coupling rod 24 is rotatable about this joint axis 27.
- Coupling spring device 29 connected via which the first coupling rod 24 is coupled to the car body 1.
- the coupling spring device 29 has a first coupling spring element 30 with a first spring stiffness ki, a second coupling spring element 31 with a second spring stiffness k2 and a third coupling spring element 32 with a third spring stiffness k3, the first spring stiffness ki, the second spring stiffness k2 and the third
- the first coupling spring element 30 and the second coupling spring element 31 are designed as rubber-metal layer springs, the third coupling spring element 32 as a metallic helical spring.
- the third coupling spring element 32 is connected to a welding bracket 33 of the car body 1, whereby the first coupling rod 24 is coupled to the car body 1.
- the coupling spring device 29 is clamped between a spring support 34 of the first coupling rod 24 and the welding bracket 33 under a pretension.
- the first spring stiffness ki is greater than the second spring stiffness k2, the second spring stiffness k2 is greater than the third spring stiffness k3.
- the first spring stiffness ki is 37 kN / mm
- the first coupling spring element 30 enables a maximum spring deflection of 12 mm.
- the second spring stiffness k2 has an amount of 6 kN / mm
- the second coupling spring element 31 allows a maximum deflection of 7 mm.
- the third spring stiffness k3 is 0.2 kN / mm.
- the third coupling spring element 32 is pretensioned by 25 mm and can be deflected by a maximum of 3 mm.
- the coupling spring device 29 does not release during relative movements between the car body 1 and the chassis in the direction of the chassis longitudinal axis 23, i.e. remains clamped between the spring carrier 34 and the welding bracket 33.
- the third coupling spring element 32 locks and the second coupling spring element 31 assumes a suspension function as a harder, second spring stage. Medium-sized tensile forces are thus transmitted between the car body 1 and the chassis.
- the second coupling spring element 31 is soft Executed enough so that turning movements of the undercarriage when cornering, as well as compression and rebound processes of the undercarriage are not influenced and a largely jerk-free approach is made possible.
- the second coupling rod 25 is designed in the same way as the first coupling rod 24 with regard to its structural and connection properties.
- first coupling rod 24 and the second coupling rod 25 are designed as tie rods.
- the first drive unit 17 is furthermore connected to the first wheel set 8 via a coupling 35, which is designed as a curved tooth coupling, and a transmission 36 in the direction of the chassis transverse axis 19.
- the clutch 35 is provided between a drive shaft of the first drive unit 17, which is not visible in FIG. 1, and a transmission shaft of the transmission 36, which is likewise not visible in FIG. 1.
- the transmission shaft is in turn coupled to the wheelset shaft 12.
- a protective tube 37 is provided, as an extension of a transmission housing, which has a flange-like extension section 38 towards the second wheel 11.
- a spacing, not shown in FIG. 1 for reasons of simplicity, is provided between the extension section 38 and the second wheel 11 in order to be able to connect a wheel brake disc to the second wheel 11, for example.
- the first drive unit 17 is connected resiliently and movably in the direction of the chassis transverse axis 19 to the first cross member 5 via the first bearing device 20 and resiliently and movably in the direction of the chassis transverse axis 19 to the second cross member 6 via the second bearing device 21.
- the first drive unit 17 is mounted so that it can rotate to a limited extent about a drive vertical axis 39, which is displaceable in the direction of the chassis transverse axis 19.
- the first bearing device 20 has a first bearing carrier 40 and a second bearing carrier 41, which are screwed to the first drive unit 17 at a distance from one another.
- the first bearing carrier 40 and the second bearing carrier 41 are arranged so as to protrude into carrier recesses of the first cross member 5, a carrier recess 66 being shown in FIG. 3.
- the first bearing device 20 has a first spring device 42, which in turn comprises a first spring arrangement 46 and a second spring arrangement 47.
- the first spring arrangement 46 is provided between the first transverse support 5 and the first bearing support 40
- the second spring arrangement 47 is provided between the first transverse support 5 and the second bearing support 41.
- a first longitudinal spring axis 48 of the first spring arrangement 46 which appears projecting in FIG. 1, is aligned parallel to the vertical axis 28 of the chassis.
- the first spring arrangement 46 comprises a first layer spring 52 and a second layer spring 53 visible in FIG. 3.
- the second spring arrangement 47 corresponds to the first spring arrangement 46 with regard to its structural properties and its alignment.
- the first spring arrangement 46 and the second spring arrangement 47 are arranged within the carrier recesses of the first cross member 5.
- the second bearing device 21 is designed as a lightweight support and is screwed to the first drive unit 17.
- a second spring device 43 whose second longitudinal spring axis 49 shown in Fig. 2 is aligned parallel to the longitudinal axis 23 of the chassis
- a third spring device 44 whose third longitudinal spring axis 50, which appears projecting in Fig. 1, is aligned parallel to the vertical axis 28 of the chassis
- a fourth spring device 45 whose fourth longitudinal spring axis 51, which appears projecting in FIG. 1, is aligned parallel to the chassis vertical axis 28.
- the second spring device 43 is centrally between the third spring device 44 and the fourth spring device
- the second spring device 43 is provided in a first spring cup 58, the third spring device 44 in a second spring cup 59 and the fourth spring device 45 in a third spring cup 60 or connected to it.
- the first Spring cup 58, the second spring cup 59 and the third spring cup 60 are screwed to the second cross member 6.
- the second spring device 43 comprises a third layer spring 54 and a fourth layer spring 55, which are separated from one another by a flat, handle-shaped section of the second bearing device 21.
- the third layer spring 54 is connected to the first spring cup 58, the fourth layer spring 55 to the second cross member 6.
- the third layer spring 54 and the fourth layer spring 55 are interposed by the flat, handle-shaped section of the second bearing device 21.
- the third spring device 44 and the fourth spring device 45 are designed in the same way as the second spring device 43 with regard to their structural properties, but are oriented rotated by 90 ° relative to the second spring device 43.
- the second spring device 43 is provided in the area of a spring recess 61 of the second bearing device 21, the second spring device 43 being arranged so as to protrude into the spring recess 61.
- the flat, handle-shaped section of the second bearing device 21 is provided, which the third layer spring 54 and the fourth layer spring 55 contact.
- the third layer spring 54 is provided inside the spring recess 61
- the fourth layer spring 55 is provided outside the spring recess 61.
- a first overall stiffness of the first bearing device 20 and the second bearing device 21 are in a plane formed by the chassis longitudinal axis 23 and the chassis vertical axis 28 as well as a second plane
- Overall rigidity of the first bearing device 20 and of the second bearing device 21 can be adjusted precisely and independently of one another in the direction of the chassis transverse axis 19.
- the first total rigidity of the first bearing device 20 and the second bearing device 21 is greater than the second total rigidity of the first bearing device 20 and the second bearing device 21.
- a stiffness ratio between the first total stiffness and the second total stiffness of approximately 1 to 50 is set.
- the second bearing device 21 has a lead-through recess 62 through which the wheel set shaft 12 of the first wheel set 8 is passed.
- the lead-through recess 62 is closed at the bottom by means of a closure piece 63 which is detachably connected to the second bearing device 21 and is visible in FIG. 2.
- the second drive unit 18 is designed in the same way as the first drive unit 17 and its connection to the first cross member 5, the second cross member 6 and the first wheel set 8 .
- the second drive unit 18 is connected to the first cross member 5 via a third bearing device 22 which, like the first bearing device 20, comprises two bearing supports to which spring arrangements are connected.
- the first bearing bracket 40 with the first spring arrangement 46 and the second bearing bracket 41 with the second spring arrangement 47 of the first bearing device 20 on the one hand and the Bearing carrier and the spring arrangements of the third bearing device 22 on the other hand are arranged in a fork-like manner protruding into one another.
- a horizontally arranged pendulum 64 is provided between the first drive unit 17 and the second drive unit 18 and is articulated to the first drive unit 17 on the one hand and the second drive unit 18 on the other hand.
- FIG. 2 shows a side elevation of a detail from that exemplary embodiment variant of a running gear according to the invention for a rail vehicle, which is also shown in FIG. 1.
- a first drive unit 17 of the chassis is connected via a first bearing device 20 with a first spring device 42 comprising a first spring arrangement 46 with a first layer spring 52 and a second layer spring 53 as well as a second spring arrangement 47 designed like the first spring arrangement 46, which is shown in FIGS 3, are connected to a first cross member 5 of a running gear frame 2 shown in FIGS. 1 and 3.
- the first drive unit 17 is coupled via a second bearing device 21, which comprises a second spring device 43, a third spring device 44 and a fourth spring device 45 visible in FIG. 1, to a second cross member 6 of the chassis frame 2 designed as a head carrier.
- a second bearing device 21 which comprises a second spring device 43, a third spring device 44 and a fourth spring device 45 visible in FIG. 1, to a second cross member 6 of the chassis frame 2 designed as a head carrier.
- the second bearing device 21 is designed as a lightweight steel support, is screwed to the first drive unit 17 and has a feed-through recess 62 and a spring recess 61.
- a wheel set shaft 12 of a first wheel set 8 of the chassis is passed through the lead-through recess 62.
- the lead-through recess 62 is closed at the bottom by means of a closure piece 63 which is screwed to the second bearing device 21 and is thus releasably connected.
- the first wheel set 8 can be threaded downward out of the feed-through recess 62 for dismantling or assembly or can be threaded upward into the feed-through recess 62.
- the second bearing device 21 has a flat, handle-shaped section.
- a third layer spring 54 and a fourth layer spring 55 of the second spring device 43 contact the flat, handle-shaped section.
- the third layer spring 54 is connected to a first spring cup 58 shown in section in FIG. 2, and the fourth layer spring 55 is connected laterally to a detachable insert 65 of the second cross member 6.
- the third layer spring 54 is arranged within the spring recess 61.
- the first spring cup 58 encompassing the second bearing device 21 in the area of the spring recess 61, is screwed laterally to the second cross member 6.
- the insert 65 which is also screwed laterally to the second cross member 6, closes an assembly opening for the second spring device 43.
- the fourth layer spring 55 is arranged between the insert 65 and the flat, handle-shaped section of the second bearing device 21.
- the third spring device 44 has a third longitudinal spring axis 50, which is aligned parallel to a chassis vertical axis 28 shown in FIG. 1.
- a fifth layer spring 56 and a sixth layer spring 57 are arranged in a second spring cup 59, which is screwed to an underside of the second cross member 6.
- the fifth layer spring 56 is connected to the second spring cup 59 and a bracket of the second bearing device 21, the sixth layer spring 57 with the tab and the underside of the second cross member 6.
- the tab of the second bearing device 21 is arranged between the fifth layer spring 56 and the sixth layer spring 57.
- the fourth spring device 45 and a third spring cup 60 shown in FIG. 1 are designed in the same way as the third spring device 44 and the second spring cup 59 with regard to their structural properties and their connection technology with the second cross member 6.
- a first coupling rod 24, shown in detail in FIG. 2, is connected to the second bearing device 21 via a joint 26, which in turn is coupled to a car body 1 of the rail vehicle shown in FIG. 1.
- the joint 26 is designed as a swivel joint and has a joint axis 27 which is oriented at an incline with respect to the chassis vertical axis 28, parallel to a plane formed by the chassis longitudinal axis 23 and the chassis vertical axis 28.
- the first coupling rod 24 accordingly runs from the second bearing device 21 upwards to the car body 1 and is mounted on the second bearing device 21 so as to be rotatable about the hinge axis 27.
- FIG. 3 a detail from a first cross member 5 of a chassis frame 2, which is part of an exemplary embodiment variant of a chassis according to the invention of a rail vehicle shown in FIG. 1, is disclosed as a side elevation.
- the first cross member 5 has a carrier recess 66 which is formed from a first chord 67 designed as an upper chord, a second chord 68 designed as a lower chord, and from a first side wall 69 and a second side wall 70 of the first cross member 5.
- the first side wall 69 and the second side wall 70 are welded to the first belt 67, the second belt 68 and to a web 71 of the first cross member 5.
- the web 71 is designed to be interrupted in the region of the carrier recess 66.
- the first layer spring 52 and the second layer spring 53 are designed as rubber-metal layer springs.
- the first layer spring 52 is connected to the first belt 67, the second layer spring 53 to the second belt 68.
- the first spring device 42 is part of the first bearing device 20 and has a first longitudinal spring axis 48.
- the first cross member 5 has a cylindrical opening in the region of the carrier recess 66, which opening is closed by means of a cover 72.
- the opening is provided in the second belt 68, extends in the vertical direction and widens the carrier recess 66 downwards and forwards.
- the second layer spring 53 protrudes into the opening and is arranged in contact with the cover 72.
- the cover 72 is screwed to the second belt 68.
- annular stop 73 made of rubber is provided, which surrounds the second layer spring 53 and with screws provided for connecting the cover 72 to the second belt 68 connected is.
- the second spring arrangement 47 of the first spring device 42 shown in FIG. 1 is embodied in the same way as the first spring arrangement 46 with regard to its structural properties and its connection technology to the first cross member 5.
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT508272019 | 2019-09-30 | ||
PCT/EP2020/077232 WO2021063947A1 (en) | 2019-09-30 | 2020-09-29 | Chassis for a rail vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP4013655A1 true EP4013655A1 (en) | 2022-06-22 |
EP4013655B1 EP4013655B1 (en) | 2024-04-24 |
Family
ID=72826837
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20789489.0A Active EP4013655B1 (en) | 2019-09-30 | 2020-09-29 | Chassis for a rail vehicle |
Country Status (4)
Country | Link |
---|---|
US (1) | US20220355831A1 (en) |
EP (1) | EP4013655B1 (en) |
CN (1) | CN217753755U (en) |
WO (1) | WO2021063947A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
AT524028B1 (en) * | 2020-09-29 | 2022-02-15 | Siemens Mobility Austria Gmbh | Running gear for a rail vehicle |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ZA906623B (en) * | 1989-09-29 | 1991-11-27 | Schweizerische Lokomotiv | A rail vehicle |
DE4143519C2 (en) * | 1991-02-27 | 1998-10-29 | Abb Daimler Benz Transp | Rail vehicle bogie structure |
DE19751742C2 (en) * | 1997-11-21 | 1999-11-11 | Krauss Maffei Verkehrstechnik | End stop for drives of rail vehicles |
DE102006053642B4 (en) * | 2006-11-14 | 2011-04-21 | Siemens Ag | Suspension for a rail vehicle |
DE102010020981A1 (en) | 2010-05-12 | 2011-11-17 | Bombardier Transportation Gmbh | Drive for rail vehicles |
EP3071467B1 (en) | 2014-02-10 | 2020-01-01 | Siemens Mobility GmbH | Rail vehicle, in particular a locomotive |
CN105292139A (en) * | 2015-10-19 | 2016-02-03 | 中国北车集团大同电力机车有限责任公司 | Locomotive bogie |
AT518916A1 (en) | 2016-07-19 | 2018-02-15 | Siemens Ag Oesterreich | Suspension for a rail vehicle |
-
2020
- 2020-09-29 US US17/764,597 patent/US20220355831A1/en active Pending
- 2020-09-29 CN CN202090000979.1U patent/CN217753755U/en active Active
- 2020-09-29 EP EP20789489.0A patent/EP4013655B1/en active Active
- 2020-09-29 WO PCT/EP2020/077232 patent/WO2021063947A1/en unknown
Also Published As
Publication number | Publication date |
---|---|
EP4013655B1 (en) | 2024-04-24 |
US20220355831A1 (en) | 2022-11-10 |
CN217753755U (en) | 2022-11-08 |
WO2021063947A1 (en) | 2021-04-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP1905620B1 (en) | Suspension device with Watt-linkage | |
EP2964506B1 (en) | Running chassis for rail vehicles | |
DE3442584A1 (en) | SUSPENSION OF A AXLE GEAR CASE FOR MOTOR VEHICLES | |
WO2009155912A1 (en) | Suspension device having active watt linkage | |
EP3272614B1 (en) | Undercarriage for a rail vehicle | |
EP3544875B1 (en) | Chassis for rail vehicles | |
EP4013655B1 (en) | Chassis for a rail vehicle | |
AT523285B1 (en) | Undercarriage for a rail vehicle | |
EP2121408B1 (en) | Undercarriage for a rail vehicle | |
DE102018207616B4 (en) | Wheel suspension for a motor vehicle | |
AT523656B1 (en) | Support arrangement for a chassis of a rail vehicle | |
DE102008040505B4 (en) | Self-steering wheel suspension with straight guidance | |
EP2089263A1 (en) | Bogie for a rail vehicle | |
EP2061690B1 (en) | Mount for a wheelset link of a rail vehicle | |
EP3752402B1 (en) | Running gear for a rail vehicle | |
DE102013210235A1 (en) | Torque support for a rail vehicle | |
EP3974280B1 (en) | Bogie for a rail vehicle | |
AT524029A4 (en) | elastic element and chassis | |
DE102021208304B4 (en) | Motor vehicle wheel suspension with a leaf spring device on each wheel side | |
AT517180B1 (en) | Chassis frame for a rail vehicle | |
DE102016124839B3 (en) | Arrangement for damping mechanical vibrations | |
DE102021213986A1 (en) | Axle assembly for a vehicle | |
AT518809B1 (en) | Device for blocking the torsional movement between two coupled rail vehicles | |
DE102019110843A1 (en) | Chassis arrangement of a motor vehicle | |
EP2619065A1 (en) | Weight-optimized connection of the chassis of a rail vehicle to a wagon body |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: UNKNOWN |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE |
|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE |
|
17P | Request for examination filed |
Effective date: 20220318 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
DAV | Request for validation of the european patent (deleted) | ||
DAX | Request for extension of the european patent (deleted) | ||
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: GRANT OF PATENT IS INTENDED |
|
INTG | Intention to grant announced |
Effective date: 20231123 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE PATENT HAS BEEN GRANTED |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Free format text: NOT ENGLISH |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: EP |