ES2457591T3 - Railway vehicle unit with articulated traction mechanism - Google Patents

Abstract

A railway vehicle unit, comprising - a chassis (104, 204) of the undercarriage of a tread mechanism, - a supported component of the vehicle (111), and - an articulated traction mechanism element (112.1) ; - the said chassis (104; 204) of the undercarriage defining a longitudinal direction, a transverse direction and a height direction; - said chassis (104, 204) of the undercarriage being substantially H-shaped and comprising two longitudinal beams (104.2) and a transverse beam (104.1; 204.1) providing a structural connection between said longitudinal beams (104.2) in said transverse direction; - the said supported vehicle components (111) being supported on said chassis (104, 204) of the undercarriage by means of a spring unit; - the said supported vehicle component (111) and said chassis (104; 204) of the undercarriage being connected in said longitudinal direction by means of said articulated traction mechanism element (112.1), a first end of said element of articulated traction mechanism (112.1) in a first articulation location is articulated to said chassis (104; 204) of the undercarriage and a second end of said articulated traction mechanism element (112.1) in a second articulation location is articulated to said supported vehicle component (111); - said transverse beam (104.1; 204.1) being a substantially box-shaped element formed by a plurality of wall elements (104.3 to 104.6; 204.3 to 204.6); characterized in that - said articulated traction mechanism element (112.1) is received within said transverse beam (104.1; 204.1) and is connected to a console element (113); - said console element (113) extends within said transverse beam (104.1; 204.1) and is connected to said supported vehicle component (111).

Description

Railway vehicle unit with articulated traction mechanism

Background of the invention

The present invention relates to a rail vehicle unit, as is known from GB-PS

1,057,237 (Travilla), which comprises a chassis of the undercarriage of a undercarriage mechanism, a supported vehicle component, and an articulated traction mechanism element, the undercarriage chassis defining a longitudinal direction, a cross direction and a height direction. The chassis of the undercarriage is substantially H-shaped and comprises two longitudinal beams and a box-shaped cross beam that provides a structural connection between the longitudinal beams in the transverse direction. The supported vehicle component is supported on the chassis of the undercarriage by means of a spring unit. The supported vehicle component and the undercarriage chassis are connected in the longitudinal direction by means of the articulated traction mechanism element, a first end of the articulated traction mechanism element being articulated, in a first articulation location, to the chassis of the undercarriage and a second end of the articulated traction mechanism element being articulated, in a second articulation location, to the supported vehicle component. The present invention further relates to a rail vehicle comprising a rail vehicle unit of this type.

EP 0 831 003 B1 (Bohms et al.) Discloses a so-called Jacobs bogie or boge, in which the articulated traction mechanism is connected to a vertical arm of a coupling used to couple the ends of the two boxes of the wagons supported on the bogie. The articulation of the articulated traction mechanism to the bogie chassis is located between two transverse beams generally in the form of a tread box, providing the box-shaped transverse beam that makes an interface with the articulated traction mechanism sufficient solidity and resistance to bending to accept the (considerable) loads introduced through the articulated traction mechanism.

Such placement of the articulated traction mechanism at a low level (in the height direction) has certain advantages over the introduction of the reaction forces of the carriage in the bogie produced by the traction and traction forces. braking. In particular, such a configuration is beneficial in terms of reduced unloading of the individual wheels on these occasions.

Such a configuration with an articulated traction mechanism located low between two transverse beams can be easily feasible in a Jacobs bogie of this type, due to its generally large dimension in the longitudinal direction that provides a sufficient space between the two beams. transversal. However, in a generally shorter bogie such as those that support a single wagon box, the problem arises that there is not enough space between the two transverse beams for the placement of the articulated mechanism that is comparatively long. In addition, such a configuration with two transverse beams has the disadvantage that it is comparatively heavy which adds to the total weight of the bogie. A high weight of this type, among other things, is disadvantageous in terms of the dynamic properties of the vehicle, in particular at high speeds.

Another type of additional connection between a treadmill mechanism and a car box is known, for example, from DE 37 01 424 A1 (Weigel). Here, for a generally shorter bogie of this type that supports a single car box, a longitudinally compact pivot pivot arrangement is chosen. However, here too, two transverse beams are supporting the abutment elements that cooperate with the pivot which, again, has the disadvantages that refer to the total weight of the bogie. In addition, there is considerable clearance between the car box and the bogie in the longitudinal direction, which is disadvantageous in terms of the vehicle's running properties, in particular at high speeds.

Summary of the invention

Therefore, an object of the present invention is to provide a rail vehicle unit as described above which, at least to a certain extent, overcomes the disadvantages cited above. A further object of the present invention is to provide a railway vehicle unit that provides better dynamic properties in a general lightweight and space saving configuration.

The above objects are achieved by starting in a rail vehicle unit according to the preamble of claim 1 by the characteristics of the characterizing part of claim 1.

The present invention is based on the technical teaching that the improvement of the dynamic behavior of the undercarriage mechanism, in particular at high speeds, can be achieved with a general configuration of light weight and space saving, if the mechanism element Traction articulation is integrated or received, respectively, within a single transverse beam formed as a substantially box-shaped element by a plurality of wall elements. It has been found that a single box-shaped transverse beam can be properly designed to withstand the considerable loads introduced by means of the articu

laction of the articulated traction mechanism element inside. Therefore, since the two transverse beams can be avoided, a very compact and lightweight design is achieved, relaxing, to some extent, the strict requirements of construction space within a modern tread mechanism, in particular for a high speed application. On the other hand, such a configuration allows the beneficial effects of an articulated traction mechanism to be achieved substantially without clearance at a very low height level, as initially outlined.

Therefore, in accordance with one aspect, the present invention relates to a railway vehicle unit comprising a chassis of the tread of a tread mechanism, a supported vehicle component, and an articulated mechanism element of traction, the chassis of the undercarriage defining a longitudinal direction, a transverse direction and a height direction. The chassis of the undercarriage is substantially H-shaped and comprises two longitudinal beams and a transverse beam that provides a structural connection between the longitudinal beams in the transverse direction. The supported vehicle component is supported on the chassis of the undercarriage by means of a spring unit. In addition, the supported vehicle component and the chassis of the undercarriage are connected in the longitudinal direction by means of the articulated traction mechanism element, a first end of the articulated traction mechanism element being articulated in a first location of articulation to the chassis of the undercarriage and a second end of the articulated traction mechanism element being articulated at a second articulation location to the supported vehicle component. The transverse beam is a substantially box-shaped element formed by a plurality of wall elements, the articulated traction mechanism element being received within the transverse beam and being connected to a console element. The console element extends within the transverse beam and is connected to the supported vehicle component.

It will be appreciated that the structural connection between the two longitudinal beams, in addition to the transverse beam, can be provided by other additional structural components. Preferably, however, at least in the central area (longitudinally), the single transverse beam forms a single structural connection between the two longitudinal beams such that a very compact and lightweight configuration is achieved. Therefore, preferably, the transverse beam is formed by a front wall element, a rear wall element, an upper wall element and a lower wall element, in the cross beam area, the structural connection between the beams Longitudinal is provided exclusively by means of the front wall element, the rear wall element, the upper wall element and the lower wall element.

These wall elements can have any suitable configuration. For example, among these wall elements at least those that are unique can be formed as sandwich elements comprising two or more layers. A space-saving and easily fabricated configuration is favorably achieved if the front wall element and / or the rear wall element are formed exclusively by a sheet metal element. This is in particular the case if the metal sheet element is a single layer element which considerably facilitates manufacturing.

The structural stability of a single transverse beam of this type that receives the articulated traction mechanism in its interior can generally be achieved by any suitable means. Preferably, the transverse beam, in the region of the articulated traction mechanism element, has a longitudinally projecting section within at least one of between a front wall section and a rear wall section of the cross beam. A protruding section of this type (in particular, if this wall section is also supporting or forming the interface with the articulated traction mechanism element) not only improves the introduction and support of the loads within the transverse beam, but also it also provides more space locally for the reception of the articulated traction mechanism element while the rest of the transverse beam remains compact.

It will be appreciated that, with certain embodiments of the invention that acquire a very good design with respect to structural stability with compact dimensions, the protruding section, in the longitudinal direction, provides a maximum longitudinal distance between the front wall section and the cross section. rear wall, which is 105% to 130% of a minimum longitudinal distance between the front wall section and the rear wall section. Preferably, a value from 110% to 120% of the minimum longitudinal distance is chosen, more preferably from 110% to 115% of the minimum longitudinal distance.

The transverse beam can be a simple generally hollow component. Preferably, the transverse beam, in the region of the articulated traction mechanism element, has at least one side wall element that confines to a receptacle for the articulated traction mechanism element, the side wall element of a beam being spaced adjacent to the longitudinal beams. Such a side wall element can serve as an inner reinforcing element that allows compact dimensions of the cross beam with improved structural stability.

The respective side wall element may be rigidly connected only to a single adjacent wall of the cross beam. However, preferably, it is connected to at least two of these adjacent walls to obtain, for example, the desired reinforcing properties. Therefore, in certain embodiments of the

invention, the transverse beam is formed by a set of wall elements consisting of a front wall element, a rear wall element, an upper wall element and a lower wall element, the side wall element forming an element of internal reinforcement of the transverse beam rigidly connected to at least two, preferably at least three, more preferably to all, the walls of the set of wall elements.

The side wall element may have any suitable shape selected, for example, depending on the desired or necessary flow of force within the transverse beam. In particular, good reinforcing properties are achieved if the side wall element, in a view along the height direction, is substantially V-shaped. Such a configuration has the advantage that, for example, stiffness The torsion of the transverse beam is greatly improved. Furthermore, preferably, a root section of the V-shaped side wall element is arranged such that it is oriented away from the articulated traction mechanism element. In this case, a compact configuration is achieved with a reinforcement concentrated in the area of the articulated traction mechanism. In addition, the root section of the V-shaped side wall element can serve as an interface that is highly structurally stable for a transverse damping element connected to the articulated traction mechanism element and dampens the transverse movement of the articulated mechanism element of traction.

With certain embodiments of the invention, the transverse beam, in the region of the articulated traction mechanism element, has at least one lateral abutment element adapted to limit the lateral movement of the articulated traction mechanism element in the transverse direction. A very simple arrangement is achieved that is easy to manufacture if the side stop element is located, at least partially, outside the transverse beam.

Preferably, the side stop element is located in the region of an upper wall section of the cross beam. Here, preferably, the side stop element is abutted transversely against an edge section of the upper wall section, so that a favorable introduction of the transverse forces into the upper wall section is achieved resulting predominantly in pure loads and largely avoiding bending loads in the upper wall section.

Additionally, in addition or as an alternative, the lateral stop element can be made to protrude in the height direction of the transverse beam. In this case, preferably, at least one lateral support element is associated with the lateral stop element, the lateral support element extending in the transverse direction. By this means, adequate introduction and support of the flexural loads in the upper wall of the transverse beam is achieved. This effect is improved if the lateral support element reaches the region of an inner reinforcement element located within the transverse beam.

The articulation points of the articulated traction mechanism element, in the height direction can be located at any desired height level. Preferably, they are as low as possible in order to reduce the pitching moments on the contact points of the wheel with the rail leading to unwanted discharge of the wheel into the driving wheel unit (when accelerating) or in the driven wheel unit (when braking), which increases the risk of derailment.

In addition, preferably, the articulation points are located near the level of the height of the wheel unit axis to reduce the pitching moment (around the wheel axis) and, therefore, the arrangement of the train mechanism of tread to develop a pitch oscillation (that is, an oscillation around a pitch axis that travels in the transverse direction) of the chassis of the undercarriage, since such a pitch oscillation is adverse in terms of stability gear, risk of derailment and passenger comfort, particularly at high speeds.

Therefore, preferably, in a variant of the invention with a chassis of the undercarriage having a nominal load and which is supported on a wheel unit adapted to operate on a track having a track level, the wheel unit defines a wheel unit axle that has, in the height direction, a first height level above the track level. Here, the first location of the articulation of the articulated traction mechanism element, in the height direction, is at a second level of height above the level of the track, in which the second level of height, at least under the nominal load, it deviates from the first height level by less than 30% from the first height level. Preferably, the deviation is less than 20%, more preferably from 0% to 10%, of the first height level.

In addition or as an alternative, the second articulation location of the articulated traction mechanism element, in the height direction, is located at a third height level above the level of the track, the third level of height deviating, at least under the nominal load, of the first height level at less than 30%, preferably less than 20%, more preferably from 0% to 10%, of the first height level.

With any of these solutions, in particular with their combination, a particularly good compromise is achieved between the reduced risk of derailment, the reduction of the willingness to develop oscillation of

pitching when accelerating or braking, and track clearance (relevant, among others, in terms of the aerodynamic properties of the undercarriage mechanism).

With a certain preferred embodiment, the second level of height and the third level of height, at least under the nominal load, are substantially identical, such that the above advantages are achieved to the maximum extent. With certain embodiments that focus on reducing pitching moments, the first height level is substantially identical to the second and third height levels.

It will be appreciated that the console element may have any appropriate design to provide a suitable connection to the supported vehicle component. Preferably, the console element is an elongated arm element that extends in the height direction. The interface with the articulated traction mechanism element can also be designed in any suitable manner desired. Preferably, the console element, at the second articulation location, has a fork-shaped interface end that receives the second end of the articulated traction mechanism element. This solution is particularly beneficial in terms of an appropriate load transmission.

With certain embodiments of the invention, the console element is connected to a damping element, the damping element is further connected to the chassis of the undercarriage and dampens the transverse movement between the chassis of the undercarriage and the supported vehicle component. , thus freeing the secondary suspension from fulfilling this task. The damping element may be located at any available and suitable location. Preferably, as already indicated above, the damping element can be received within the transverse beam to achieve a very compact design.

The supported vehicle component may be the same car box. However, in certain other advantageous variants of the invention, the supported vehicle component is a cross member of the undercarriage mechanism, the cross member being adapted to be connected to the car box to be supported. This solution has the advantage that the undercarriage mechanism including the entire suspension system and even the interface with the carriage box can be tested in advance.

With certain additional embodiments of the invention a favorable, particularly lightweight design is achieved by providing at least one of the cross beam wall elements as a reduced weight wall element showing at least one recess for weight reduction, of another non-functional mode, in a location less mechanically stressed. The least mechanically stressed location is a location in which, in a reference wall element and under any load group that can be expected in normal operation of the rail vehicle unit, a reference voltage is produced that is less than 5% of the maximum reference effort (which occurs in the reference element). Preferably, the reference voltage is less than 10%, more preferably less than 15% to 20%, of the maximum reference voltage. The reference wall element, in addition to having a continuous wall design, free of recesses, is substantially identical to the corresponding wall element of the transverse beam that shows the recess for weight reduction and replaces this recessed wall element. In addition, the maximum reference voltage is a maximum mechanical tension that occurs in the reference wall element under the respective load collective.

It will be appreciated that both the reference voltage and the maximum reference voltage are considered for the same load group, that is, in the same load situation of the cross beam, so that different maximum stresses may have to be considered of reference depending on the load situation. Therefore, while certain locations may meet the requirements to be identified as a location less mechanically stressed under a first load group (which should be expected under normal vehicle operation and, therefore, must be considered) , these conditions cannot be met with an additional different load collective (which must also be expected in normal operation and, therefore, must also be considered). In such a case, the specific location cannot be qualified as a location less mechanically stressed in the sense of the present invention, and, therefore, no recess is available at this location. It will also be appreciated that with certain embodiments of the invention, only load groups in which maximum stresses are expected during normal vehicle operation will have to be considered.

It will be appreciated that a recess for weight reduction of this type to the extent that it can be distinguished from other conventional recesses within the components or wall elements in that its sole purpose is the weight reduction achieved. Therefore, for this reason, a recess for weight reduction of this type is distinguished from the other recesses that may be present that provide access to another vehicle component or that receive other vehicle components immediately.

It will also be appreciated that this concept of weight reduction can be applied to any element or wall component, respectively, of the tread mechanism. Preferably, the at least one wall element of reduced weight is an upper wall element and / or a lower wall element of the transverse beam. In addition, or as an alternative, the at least one wall element of reduced weight is a wall element of re

internal force of the transverse beam, such as, for example, the one that borders the receptacle for the articulated traction mechanism element described above. Additionally, in addition or as an alternative, the at least one wall element of reduced weight is a support element of a lateral stop element of the transverse beam, such as, for example, the one outlined above.

It will be appreciated that the present invention can be used for any desired railway vehicle operating at any desired nominal operating speed. However, the beneficial effect of the present invention or a particularly visible one is in high speed operations. Therefore, preferably, the undercarriage mechanism is adapted for a nominal operating speed above 250 km / h, preferably above 300 km / h, more preferably above 350 km / h.

The present invention further relates to a rail vehicle with a rail vehicle unit according to the invention as outlined above.

Other embodiments of the present invention will become apparent from the dependent claims and the description of the preferred embodiments that follow, which refers to the attached figures.

Brief description of the drawings

Figure 1 is a schematic perspective top view of a preferred embodiment of a tread mechanism in accordance with the present invention, comprising a preferred embodiment of the chassis of the tread according to the present invention and which is used in a preferred embodiment of the rail vehicle according to the present invention;

Figure 2 is a schematic perspective top view of the undercarriage chassis of Figure 1;

Figure 3 is a schematic perspective top view, partially in section, of the undercarriage chassis of Figure 1;

Figure 4 is a sectional view of a detail of the chassis of the undercarriage of Figure 1 (taken along the line IV-IV of Figure 1);

Figure 5 is a schematic top view, partially in perspective section, of a further preferred embodiment of a chassis of the undercarriage in accordance with the present invention that is used in the rail vehicle of Figure 1 (in a view corresponding to the one in figure 3).

Detailed description of the invention

First realization

With reference to Figures 1 to 4, a preferred embodiment of a rail vehicle 101 according to the present invention will be described in greater detail below, which comprises a first preferred embodiment of a tread mechanism 102 according to the invention . In order to simplify the explanations given below, a coordinate system x -y -z has been introduced in the figures, in which (in a straight, level track) the x-axis designates the longitudinal direction of the mechanism of Undercarriage 102, the y-axis designates the transverse direction of the undercarriage mechanism 102 and the z-axis designates the height direction of the undercarriage mechanism 102.

The vehicle 101 is a high-speed rail vehicle with a nominal operating speed above 250 km / h, more precisely above 300 km / h. The vehicle 101 comprises a car box (not shown) supported by a suspension system in the undercarriage mechanism 102. The undercarriage mechanism 102 comprises two wheel units in the form of wheel assemblies 103 that support an embodiment preferred of a chassis 104 of the undercarriage according to the invention by means of a primary spring unit 105. The chassis 104 of the undercarriage supports the carriage box by means of a secondary spring unit 106.

Each wheel assembly 103 is driven by a drive unit 107. The drive unit 107 comprises an engine unit 108 (suspended in the chassis 104 of the undercarriage) and a gear 109 (seated on the axle of the wheel assembly 103 ) connected by means of a motor shaft 110. Both drive units 107 are of substantially identical design and are arranged substantially symmetrically with respect to the center of the chassis 104 of the undercarriage.

As best seen in Figures 2 and 3, the chassis 104 of the undercarriage is generally H-shaped with a central section in the form of a cross beam 104.1 located between the wheel assemblies 103 and rigidly connecting the two longitudinal beams 104.2. The treadmill mechanism interface

102 to the carriage box (not shown) is formed by a cross member 111 rigidly connected to the carriage box and supported on the chassis 104 of the undercarriage by means of the secondary spring unit 106.

As can be best seen in Figure 4, the transmission of forces in the longitudinal direction (x direction) between the carriage case and the chassis 104 of the undercarriage is provided by means of an articulated traction mechanism 112 comprising an element of the articulated traction mechanism 112.1. A first end of the articulated traction mechanism element 112.1 is articulated to the transverse beam 104.1 in a first articulation location 112.2, while a second end of the element of the articulated traction mechanism

112.1 is articulated, in a second articulation location 112.3, to a console element in the form of an elongate arm 113 of the cross member 111.

As best seen in Figures 3 and 4, the transverse beam 104 is a substantially box-shaped element formed by a plurality of wall elements, namely (seen in the positive x-direction), a front wall element 104.3 and a rear wall element 104.4 (seen in the z direction), as well as an upper wall element 104.5 and a lower wall element 104.6. It should be noted that Figure 3 shows a partially sectional view of the chassis 104 of the undercarriage in which part of the upper wall element 104.5, as well as a part of an upper wall of the right longitudinal beam 104.2 have been removed for provide a better overview of the internal structure of the transverse beam 104.1 and the longitudinal beams 104.2.

The element of the articulated traction mechanism 112.1 is received within a centrally located receptacle 104.7 of the transverse beam 104.1. The receptacle 104.7 is confined by the wall elements 104.3 to 104.6 as well as by two side wall elements 104.8 located on both sides of the center of the chassis 104 of the undercarriage. Each side wall element 104.8 is separated from the respective adjacent longitudinal beam 104.2 and is substantially V-shaped in a view taken along the height direction, a root section 104.9 being removed from the side wall element 104.8 of the element of the articulated traction mechanism 112.1 and towards the associated longitudinal beam 104.2.

These side wall elements 104.8 form inner reinforcement wall elements of the transverse beam 104.1. To this end, the side wall elements are rigidly connected to the adjacent wall elements.

104.3 to 104.6 of the cross beam 104.1. This configuration has the advantage that, for example, the torsional stiffness of the transverse beam 104.1 around the transverse axis (direction y) is greatly improved. In addition, a compact configuration is achieved with a reinforcement concentrated in the area of the articulated traction mechanism 112.

The root section 104.9 of one of the side wall elements 104.8 also serves as a highly structurally stable interface for a transverse damping element (indicated only schematically in Figure 3 by its line of action 114) connected to either the mechanism element articulated drive 112.1 or, preferably, the corresponding interface of the console 113. The damping element 114 dampens the movement in the transverse direction (direction y) between the chassis 104 of the undercarriage and the cross member 111. It will be appreciated that, With other embodiments, of the invention, such a damping element can be provided on each side of the tread mechanism.

The connection between the element of the articulated traction mechanism 112.1 and the console 113 (in the second articulation location 112.3) is provided by means of a fork-shaped end section 113.1 extending through an opening 104.10 of the wall element upper 104.5 down into the receptacle

104.7 in such a way that each of its free ends is rigidly connected (for example, by means of bolts or the like) to a free end of a shaft element 112.4 of the element of the articulated traction mechanism 112.1. The shaft element 112.2 is received within an elastic bearing (for example, a conventional rubber bearing) of the articulated traction mechanism element 112.1 which allows relative movement between the articulated traction mechanism element 112.1 and the axis element 112.2.

A similar connection is provided at the other end, first, of the articulated traction mechanism element.

112.1 (that is, at the first articulation location 112.2), in which each of the free ends of an additional shaft element 112.5 (held elastically within the element of the articulated traction mechanism 112.1) is rigidly connected (by example, by means of bolts or the like) to an interface element

104.11 adjacent rigidly mounted to the front wall 104.3 of the cross beam 104.1.

As can be seen in Figures 2 and 3, a side stopper device 115 is provided comprising two side stopper elements 115.1 to limit the lateral movement of the cross member 111 with respect to the chassis 104 of the undercarriage (and, therefore, therefore, also the lateral movement of the element of the articulated traction mechanism 112.1) in the transverse direction. The lateral stop elements 115.1 are provided laterally on both sides of the opening 104.10 in the upper wall element 104.5 and are partially outside the transverse beam

104.1.

Each side stop element 115.1 further extends into the receptacle 104.7 and is abutted transversely against an edge section of the upper wall element 104.5 such that a favorable introduction of the transverse forces into the upper wall element 104.5 is achieved. resulting predominantly in pure loads and largely avoiding bending loads in the upper wall element 104.5.

In addition, for the part of the respective lateral stop element 115.1 projecting (in the height direction) of the transverse beam 104.1, two lateral support elements115.2 are provided. These lateral support elements

115.2 extend in the transverse direction. In this way, adequate introduction and support of the flexural loads in the upper wall 104.5 of the transverse beam 104.1 is achieved. This effect is further improved since the respective lateral support element 115.2 reaches up to the region of the associated internal reinforcement element 104.8 located within the transverse beam (as is more evident in Figure 3).

As can be seen in Figures 2 and 3, a drive support unit 116 for each of the drive units 107 is mounted in the central part (transversely) of the front wall element 104.3 and the rear wall element 104.4, respectively. Each drive support unit 116 comprises a lower support structure 116.1 and a plurality of drive support arms 115.2 mounted therein. Each of the drive support arms 116.2 constitutes a hook-shaped interface element for the drive unit 107 to support the latter.

It will be appreciated that the central part (transversely) of the upper wall element 104.5 and the lower wall element 104.6 (in the longitudinal direction) extends beyond the front wall element 104.3 and the rear wall element 104.4, respectively, of such that it also forms a part of the respective drive support unit 116 (thus providing a firm connection between the cross beam 104.1 and the drive support unit 116). However, in other embodiments of the invention, if present in any way, separate upper and lower closures can be provided.

The chassis 104 of the undercarriage is a component of reduced weight but nevertheless it is highly structurally stable, the reduction of weight being achieved while maintaining structural stability by several independently applicable approaches (but these approaches are preferably combined to achieve maximum effect) . The weight reduction of the chassis 104 of the undercarriage achieved by these means is not only beneficial in terms of total energy consumption of the vehicle 101.

It is also advantageous in terms of the running stability of the vehicle 101 at high speeds, in which a low moment of inertia, in particular, with respect to the yaw axis (i.e., the height axis) of the undercarriage mechanism 102 is favorable.

One of these approaches is to reduce the structure of the transverse beam to a minimum by providing the structural connection between the two longitudinal beams 104.2 in the central area (longitudinally) of the chassis of the undercarriage 104 exclusively by the four wall elements 104.3 to 104.6. Therefore, a very compact and light weight configuration is achieved simply by avoiding a conventional structure with two transverse beams generally box-shaped.

In the present example, an additional reduction in weight and complexity of the design is achieved by using simple metal sheet elements for the four wall elements 104.3 to 104.6. However, it will be appreciated that, in other embodiments of the invention, similar sandwich elements may be used for wall elements 104.3 to 104.6.

The structural stability of this single transverse beam 104.1 that receives the articulated traction mechanism elements 112.1 therein is achieved, on the one hand, by means of the inner reinforcing wall elements

104.8 and described above.

In addition, the structural stability of the cross beam 104.1 (without noticeably weight gain) is increased by means of a longitudinally projecting section 104.12 within the front wall section 104.3 and a longitudinally projecting section 104.13 within the rear wall section 104.4 of the cross beam 104.1. Both protruding sections 104.12, 104.13 are located substantially in the center (in the transverse direction) and are formed in the area of the receptacle 104.7.

These protruding sections 104.12, 104.13 (in particular, the protruding section 104.12 forming the interface for the element of the articulated traction mechanism 112.1) improve the introduction and support of the loads within the transverse beam 104.1. On the other hand, in addition to increasing the flexural strength and torsional strength (by means of an increase in the second respective moment of the cross-beam area 104.1), the projecting sections 104.12, 104.13 also provide more space locally for the reception of the element of the articulated traction mechanism 112.1 while keeping the rest of the transverse beam 104.1 compact.

As can be seen in Figure 3, the projecting sections 104.12, 104.13, in the longitudinal direction, provide a maximum longitudinal distance LDmax between the front wall element 104.3 and the rear wall element 8 10

104.4, which is 110% of the minimum longitudinal distance LDmin between the front wall element 104.3 and the rear wall section 104.4. In the present example, this LDmin is the longitudinal distance between the front wall element 104.3 and the rear wall section 104.4 transversely outside the projecting sections 104.12, 104.13, which is present in particular in the respective connection between the wall section front 104.3 and rear wall section 104.4 and longitudinal beam 104.2.

The projecting sections 104.12, 104.13, in the transverse direction, extend over a TDS transverse distance of about 45% of the TDL interior transverse distance between the longitudinal beams 104.2. Therefore, in this way only a moderate increase in the size of the transverse beam 104.1 is achieved, at the same time as the above advantages are obtained.

It will be appreciated that, in other embodiments of the invention, the transverse distance TDS may vary from 25% to 65% of the TDL distance of the longitudinal beam, preferably 35% to 55% of the TDL distance of the longitudinal beam, more preferably from 40% to 50% of the TDL distance of the longitudinal beam.

A further (however individually applicable) approach that is followed in the present example to reduce the weight of the chassis 104 of the undercarriage is the use of a plurality of wall elements of reduced weight in various locations within the chassis 104 of the undercarriage. rolling as will be explained in the following.

This approach to weight reduction is based on the idea of modifying the structure of the transverse beam (as compared to conventional chassis of undercarriages of this type) to the extent that each of these wall elements reduced weight shows at least one recess for weight reduction (otherwise non-functional) in a less mechanically stressed location.

As can be seen, in particular, in Figures 2 to 4, the present chassis 104 of the undercarriage shows weight reduction recesses 104.14 of this type in the upper wall element 104.5, in the lower wall element

104.6 and in the reinforcement wall elements 104.8 of the transverse beam 104.1, as well as within the internal reinforcement elements 104.15 of the longitudinal beams 104.2. In addition, weight reduction recesses 115.3 of this type are also provided within the natural support elements 115.2. Finally, weight reduction recesses 116.3 of this type are also provided within the lower support structure 116.1 and within the drive support arms 116.2 of the drive support unit 116.

It will also be appreciated that weight reduction recesses 104.14, 115.3, 116.3 of this type, typically, as far as possible, are distinguished from other conventional recesses within the components or wall elements whose sole purpose is the weight reduction achieved. Therefore, for this reason, a recess for weight reduction 104.14, 115.3, 116.3 of this type is distinguished from the other recesses (such as, for example, opening 104.10) eventually present to provide access (typically imperatively) to another vehicle component or to receive other vehicle components immediately.

As noted above, the least mechanically stressed location of the recess for weight reduction 104.14, 115.3, 116.3, is a location where in a reference wall element and under any collective of LCi loads that can be expected under normal operation of the rail vehicle 101, an RSmax reference voltage is produced which is less than 20% of a maximum RSmax reference voltage (which occurs in the reference element). The reference wall element, in addition to having a continuous wall design, free of recesses, is substantially identical to the corresponding wall element of the chassis 104 of the undercarriage showing the recess for weight reduction 104.14, 115.3, 116.3 and replaces this lowered wall element. In addition, the maximum reference voltage RSmax, i is a maximum mechanical tension that occurs in the reference wall element under one of the respective load groups LCi.

It will be appreciated that the reference voltage RSi and the maximum reference voltage RSmax, and both considered for the same load group LCi, that is, in the same load situation of the chassis 104 of the undercarriage, in such a way that different Maximum reference voltages RSmax, i may have to be considered depending on the load situation. Therefore, while certain locations may meet the requirements to be identified as a location less mechanically stressed under a first load collective LC1, (which must also be expected under normal vehicle operation and, therefore, must be considered ), these conditions cannot be met under a different load group LC2, (which must also be expected under normal operation and, therefore, must also be considered). In such a case, the specific location does not qualify as such a location less mechanically stressed in the sense of the present invention, and, therefore, a recess in this location is not provided. It will be further appreciated that, in certain embodiments of the invention, only LCi load groups will have to be considered in which the maximum voltages must be expected during normal operation of the vehicle 101.

An additional advantage of the present embodiment of the rail vehicle 101 is within the arrangement of the articulated traction mechanism 112 and its articulation points provide an advantageous transmission of the resulting longitudinal forces by accelerating or braking the vehicle 101 as described in what follow.

Under the nominal load of the railway vehicle 101, the articulation locations 112.2 and 112.3 (more precisely, the pivot axis) of the element of the articulated traction mechanism 112.1, in the height direction, are at second and third height levels above a level of the track (of the track as indicated by the dashed line 117 in Figure 1) that is substantially identical to the first height level of the wheel unit axle of the wheel units 103.

This arrangement of the articulation locations 112.2 and 112.3 reduces the pitching moment (around the wheel axle) and, therefore, the arrangement of the undercarriage mechanism 102 to develop a pitching oscillation (i.e., an oscillation around a pitch axis that travels in the transverse direction) of the chassis 104 of the undercarriage. This is beneficial since a pitch swing of this type is unfavorable in terms of ride stability, risk of derailment and passenger comfort, particularly at high speeds.

Furthermore, this solution has the advantage that the articulation locations 112.2 and 112.3 are located in relatively low positions (in the height direction) such that the pitching moments around the points of contact of the wheel with the rail they are reduced, which can lead to unwanted unloading of the wheel in the driving wheel unit 103 (when accelerating) or in the driven wheel unit 103 (when braking), which increases the risk of derailment.

With this provision, a particularly good compromise is achieved between reducing the risk of derailment, reducing the willingness to develop the pitch swing when accelerating or braking, and track clearance (relevant, inter alia, in terms of the aerodynamic properties of the undercarriage mechanism).

It will be appreciated that, in the present example, the connection between the components of the chassis 104 of the undercarriage is provided using a welding process. However, with another embodiment of the invention, this technique or other connection techniques can be used alone or in arbitrary combinations. In addition, sheet metal elements, as well as cast or forged elements can be used alone or in arbitrary combinations for the chassis of the undercarriage.

Second embodiment

With reference to FIG. 5, a further preferred embodiment of a tread mechanism 202 according to the invention comprising a preferred embodiment of the chassis 204 of the tread will be described below. The undercarriage mechanism 202 is also used in the vehicle 101. It will be appreciated that the undercarriage mechanism 202 and, in particular, the chassis 204 of the undercarriage, in its basic design and functionality, largely correspond to the Undercarriage mechanism 102 and undercarriage chassis 104, such that only the differences will be discussed here. In particular, the same components are assigned the same reference numbers increased with the value 100. With respect to the characteristics and properties of these components, explicit reference is made to the explanations given above, unless Explicit deviation statements are made in this regard in the following.

The only difference between the undercarriage mechanism 202 and the undercarriage mechanism 102 is that the undercarriage mechanism 202 is a non-driven undercarriage mechanism that has no drive unit supported therein. Therefore, instead of the two drive support units 116, the undercarriage mechanism 202 comprises two brake support units 216, each being adapted to support a brake unit (not shown in detail).

As can be seen in Figure 5, a brake support unit 216 for each of the brake units is mounted in the central part (transversely) of the front wall element 204.3 and the rear wall element 204.4, respectively. Each brake support unit 216 comprises a lower support structure 216.1 and a plurality of brake support arms 216.2 mounted thereon. Each of the brake support arms 216.2, at its free end, carries a molten interface element 216.4 for the brake unit to support the latter.

It will be appreciated that, here too, the central part (transversely) of the upper wall element 204.5 and the lower wall element 204.6 (in the longitudinal direction) extends beyond the front wall element 204.3 and the rear wall element 204.4, respectively, such that it also forms a part of the respective brake support unit 216 (thereby providing a firm connection between the cross beam 104.1 and the brake support unit 216). However, with other embodiments of the invention, if they exist, separate upper and lower closures can be provided.

As can be seen in FIG. 5, a band element 216.5 of the respective support arm 216.2 is provided with a recess for weight reduction 216.3 in a less mechanically tensioned location fulfilling the requirements described above in the context of The first realization. In addition, the interface element 216.4 is also provided with a recess for weight reduction 216.3 in a less mechanically stressed location meeting the requirements described above in the context of the first embodiment. Therefore, in this regard, explicit reference is made to the explanations given above.

Although the present invention in the foregoing has only been described in the context of high-speed rail vehicles, it will be appreciated that it can also be applied to any other type of rail vehicle in order to overcome similar problems with respect to a solution Simple for vibration problems in general, such as stability problems on the fly and acoustic problems.

Claims (14)

1. A rail vehicle unit, comprising

-

a chassis (104, 204) of the undercarriage of a undercarriage mechanism,

-

a supported component of the vehicle (111), and

5-an articulated traction mechanism element (112.1);

-

the said chassis (104; 204) of the undercarriage defining a longitudinal direction, a transverse direction and a height direction;

-

said chassis (104, 204) of the substantially H-shaped undercarriage being comprised and comprising two longitudinal beams (104.2) and a transverse beam (104.1; 204.1) that provides a structural connection 10 between said longitudinal beams (104.2) in said transverse direction;

-

said vehicle components supported (111) being supported on said chassis (104, 204) of the undercarriage by means of a spring unit;

-

the said supported vehicle component (111) and said chassis (104; 204) of the undercarriage being connected in said longitudinal direction by means of said drive element articulated traction side (112.1), a first end of said element articulated traction mechanism

(112.1) in a first articulation location is articulated to said chassis (104; 204) of the undercarriage and a second end of said articulated traction mechanism element (112.1) in a second articulation location is articulated to said said component of supported vehicle (111); 20 - said transverse beam (104.1; 204.1) being a substantially box-shaped element formed by a plurality of wall elements (104.3 to 104.6; 204.3 to 204.6); that is characterized because

-

said articulated traction mechanism element (112.1) is received within said transverse beam (104.1; 204.1) and is connected to a console element (113);

25 -the said console element (113) extends into said transverse beam (104.1; 204.1) and is connected to said supported vehicle component (111). 2. The railway vehicle unit according to claim 1, wherein

-

said transverse beam (104.1; 204.1) is formed by a front wall element (104.3; 204.3), a rear wall element (104.4; 204.4), an upper wall element (104.5; 204.5) and a wall element lower (104.6; 204.6);

-

in the area of said transverse beam (104.1; 204.1), said structural connection between said longitudinal beams (104.2) is provided exclusively by means of said front wall element (104.3; 204.3), said rear wall element ( 104.4; 204.4), said upper wall element (104.5; 204.5) and said lower wall element (104.6; 204.6).

3. The railway vehicle unit according to claim 2, wherein

-

said front wall element (104.3; 204.3) and / or said rear wall element (104.4; 204.4) are formed exclusively by a metal sheet element;

-

said metal sheet element, in particular, is a single layer element.

4. The rail vehicle unit according to any one of claims 1 to 3, wherein 40 -the said transverse beam (104.1; 204.1), in the region of said articulated traction mechanism element (112.1), has a longitudinally projecting section (104.12, 104.13) within at least one of between a front wall section and a rear wall section;

-

said protruding section (104.12, 104.13), in particular in said longitudinal direction, provides a maximum longitudinal distance between said front wall section and said wall section

45 which is 105% to 130%, preferably 110% to 120%, more preferably 110% to 115%, of the minimum longitudinal distance between said front wall section and said rear wall section. 12

5.

The rail vehicle unit according to any one of claims 1 to 4, wherein

-the said transverse beam (104.1; 204.1), in the region of said element (112.1) of articular mechanism

traction side has at least one side wall element (104.8) that borders a receptacle

(104.7) for said articulated traction mechanism element (112.1);

5

-the aforementioned side wall element (104.8) is separated from a beam of the aforementioned, adjacent beams

Longitudinal (104.2),

in which, in particular,

-the aforementioned transverse beam (104.1; 204.1) is formed by a set of wall elements that with

they consist of a front wall element (104.3; 204.3), a rear wall element (104.4; 204.4), a

10

upper wall element (104.5; 204.5) and a lower wall element (104.6; 204.6), forming the

said side wall element (104.8) an inner reinforcement element of said cross beam

(104.1; 204.1) rigidly connected to at least two, preferably at least three, more preferred

All of them, the mentioned walls of the aforementioned set of wall elements,

I

fifteen

-the aforementioned side wall element (104.8), in a view along said height direction has

substantially V-shaped, a root section of said element of orientation being oriented

V-shaped side wall (104.8), in particular, separating from the aforementioned mechanism element arti

traction culate (112.1).

6.

The rail vehicle unit according to any one of claims 1 to 5, wherein

twenty

-the said transverse beam (104.1; 204.1), in the region of said element (112.1) of articular mechanism

traction side, it has at least one side stop element (115.1) adapted to limit movement

side of said articulated traction mechanism element (112.1) in said direction

transversal, in which, in particular,

-the aforementioned lateral stop element (115.1) is located at least partially outside said beam

25

transverse (104.1; 204.1)

I

-the aforementioned side stop element (115.1) is located in the region of an upper wall section of

the aforementioned transverse beam (104.1; 204.1)

I

30

-the aforementioned side stop element (115.1) protrudes, in said height direction, from said beam

transverse (104.1; 204.1), at least one lateral support element (115.2) being associated with said

side stop element (115.1), said side support element (115.2) extending in the appointment

gives transverse direction, in particular to the region of an inner reinforcing element located within

of said cross beam (104.1; 204.1).

35

7. The rail vehicle unit according to any one of claims 1 to 6, wherein

-the aforementioned chassis (104, 204) of the undercarriage has a nominal load and is supported on a

wheel unit (103) adapted to march on a track that has a track level;

-defining the said wheel unit (103) an axle of the wheel unit (103) which has, in said cited

direction in height, a first level of height above said level of track,

40

in which

-the aforementioned first articulation location of said articulated traction mechanism element

(112.1) in that direction in height, is in a second level of height above the ci

tado level of the track, deviating from said first level of height the said second level of height, by

at least under said nominal load, less than 30%, preferably less than 20%, more preferred

Four. Five

probably from 0% to 10% of said first level of height.

I

-

said second articulation location of said articulated traction mechanism element (112.1), in said height direction, is located at a third height level above said level of the track, deviating from said first level of height said third height level, at least under said nominal load, less than 30%, preferably less than 20%, more preferably 0% to 10%, of said first height level.

8. The railway vehicle unit according to claim 7, wherein

-

the second height level and said third height level are substantially identical, at least under said nominal load;

-

the said first height level being substantially identical, in particular, to the said second and third height levels.

9. The railway vehicle unit according to any one of claims 1 to 8, wherein

-

said console element (113) is an elongated arm element that extends in said height direction;

-

said console element (113) in the second articulation location has a fork-shaped interface end that receives said second end of said articulated traction mechanism element (112.1).

10. The rail vehicle unit according to any one of claims 1 to 9, wherein

-

said console element (113) is connected to a damping element (114);

-

said damping element (114) is further connected to said chassis (104, 204) of the undercarriage and dampens the transverse movement between said chassis (104, 204) of the undercarriage and said supported vehicle component (111);

-

said damping element (114), in particular, is received within said transverse beam (104.1; 204.1).

11. The rail vehicle unit according to any one of claims 1 to 10, wherein

-

the said supported vehicle component (111) is a cross member of the said undercarriage mechanism;

-

the said cross member is adapted to be connected to a box car.

12. The rail vehicle unit according to any one of claims 1 to 11, wherein

-

at least one of said wall elements of said transverse beam (104.1; 204.1) is a reduced weight wall element that shows at least one weight reduction recess (104.14, 115.3, 116.3; 216.3), otherwise not functional, in a location less mechanically stressed;

-

the said location less mechanically stressed is a location in which, in a reference wall element and under any load group that can be expected under normal operation of said railway vehicle unit, a reference voltage is produced which is less than 5%, preferably less than 10%, more preferably less than 15% to 20%, of a maximum reference voltage;

-

said reference wall element, in addition to having a continuous wall design, free of recesses, is substantially identical and replaces said wall element of said transverse beam (104.1; 204.1) showing said reduction in weight reduction ( 104.14, 115.3, 116.3, 216.3);

-

said maximum reference voltage being a maximum mechanical tension that occurs in said reference wall element under a respective one of said collective load.

13. The rail vehicle unit according to claim 12, wherein -the said at least one wall element of reduced weight is a top wall element (104.5; 204.5) and / or a lower wall element (104.6; 204.6) of said transverse beam (104.1; 204.1) and / or

-

said at least one wall element of reduced weight is an inner reinforcement element of the wall (104.8) of said transverse beam (104.1; 204.1)

I

-

said at least one wall element of reduced weight is a support element of a side stop element 5 (115.1) of said transverse beam (104.1; 204.1).

14. The railway vehicle unit according to any one of claims 1 to 13, which is adapted for a nominal operating speed above 250 km / h, preferably above 300 km / h, more preferably above 350 km / h. 15. A rail vehicle with a rail vehicle unit (102) according to any one of claims 1 to 14.