US20240116550A1

US20240116550A1 - Running Gear for a Rail Vehicle

Info

Publication number: US20240116550A1
Application number: US18/265,743
Authority: US
Inventors: Jochen Brandstetter; Michael GROBBAUER
Original assignee: Siemens Mobility Austria GmbH
Current assignee: Siemens Mobility Austria GmbH
Priority date: 2020-12-11
Filing date: 2021-12-09
Publication date: 2024-04-11
Also published as: WO2022122918A1; AT524207A4; AT524207B1; EP4228948A1

Abstract

A running gear for a rail vehicle includes a first wheelset, a second wheelset and a running near frame, wherein a carrier arrangement, to which at least one component of a diagnostic device, of a monitoring device or of a train control system is connected, extends at least partly below the running gear frame, where the carrier arrangement includes a carrying frame and a first strut extending from a first corner of the carrying frame, a second strut extending from a second corner, a third strut extending from a third corner and a fourth strut extending from a fourth corner, via which the carrier arrangement is mounted, such that a multifunctional carrier arrangement meeting the load requirements is obtained.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This is a U.S. national stage of application No. PCT/EP2021/084992 filed 9 Dec. 2021. Priority is claimed on Austrian Application No. A51079/2020 filed 11 Dec. 2020, the content of which is incorporated herein by reference in its entirety.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to a running gear for a rail vehicle, comprising a first wheelset, a second wheelset and a running gear frame.

2. Description of the Related Art

Running gears of rail vehicles frequently comprise devices via which diagnosis or monitoring of the running gears themselves and/or of a rail traffic route is performed. This enables faults and damage to the running gears (e.g., a defective shock absorber, etc.) or to the rail traffic route (e.g., a track layout fault, or a track breakage) to be detected and rectified in a timely manner.
In particular for rail diagnosis and/or rail monitoring, it is important that sensors provided for that purpose are arranged at the smallest possible distance from rails. In order to avoid strong relative movements between the sensors and the rails due to suspension operations of the rail vehicles, the sensors are often connected to unsprung running gear components.
In addition, mandatory loading gauge clearance profiles of the rail vehicle must be taken into account when it comes to a positioning of the sensors.
Furthermore, arrangements for accommodating the sensors are frequently subjected to strong accelerations, thereby imposing heavy demands on mechanical properties of the arrangements and their fasteners.
Similar demands also apply to arrangements via which onboard devices of train control systems are mounted, such as antennas for a system for cab signaling and continuous automatic train control (known in German as Linienformige Zugbeeinflussung (LZB)).
WO 2006/032307 A1, for example, discloses a diagnostic device for checking rail traffic routes (e.g., railroad switches). Accelerations are measured via an acceleration sensor arranged on a wheelset bearing cap of a running gear of a rail vehicle. The recorded accelerations are compared with acceleration threshold values in an evaluation unit, where steps to perform an inspection on the rail traffic route are initiated if it is detected that threshold values have been exceeded.
WO 2019/219756 A1 also discloses a method and an apparatus for diagnosing and monitoring rail traffic routes, where sensors are provided on a running gear of a rail vehicle.
EP 3 461 714 A1 discloses a running gear of a rail vehicle in which a tensioning assembly is braced with a wheelset. On the tensioning assembly, there is mounted a carrier arrangement that is connected to a further running gear component (e.g., to a running gear frame). The carrier arrangement is provided on an external face of a running gear and a tripping lever of a train stop for a train control system or a stepladder can be mounted thereon.
In their conventional forms, the cited approaches have the disadvantage that the disclosed sensors are not arranged in the immediate vicinity of a rail and that the disclosed carrier arrangement does not support an arrangement of this type.

SUMMARY OF THE INVENTION

In view of the foregoing, it is therefore an object of the invention to provide a running gear that represents a further development compared to the prior art and that supports a flexible arrangement of diagnostic or monitoring components or train control system components in the near field of rails and that allows measurements or signal transmission operations minimally affected by rail traffic movements.
These and other objects and advantages are achieved in accordance with the invention via a running gear, in which a carrier arrangement, to which at least one component of a diagnostic device, a monitoring device or a train control system is connected, is arranged extending at least partly below the running gear frame, where the carrier arrangement comprises a carrying frame and a first strut extending from a first corner of the carrying frame, a second strut extending from a second corner of the carrying frame, a third strut extending from a third corner of the carrying frame and a fourth strut extending from a fourth corner of the carrying frame, and where the carrier arrangement is mounted via the first strut, the second strut, the third strut and the fourth strut.
What is achieved via a configuration of the carrier arrangement extending at least partly below the running gear frame is that, on the one hand, the component of the diagnostic device, the monitoring device or the train control system is positioned particularly close to a rail of a track, and, on the other hand, a stable mounting of the carrier arrangement on both sides of the running gear is made possible.
Two bearings can be provided on a first side of the running gear, for example, and two further bearings on a second side of the running gear. This allows a flexible positioning of the diagnostic device, monitoring device or train control system component on the carrier arrangement, for which, e.g., the entire carrier frame or its perimeter can be used. For example, the component can be connected to the carrier arrangement in the region of the first side of the running gear or in the region of the second side of the running gear. However, it is also possible for multiple components of the diagnostic device, the monitoring device or the train control system to be connected to the carrier arrangement, for example, a first component in the region of the first side of the running gear and a second component in the region of the second side of the running gear.
The carrier arrangement is formed as a separate component that can be connected to and detached from running gear components. It is therefore possible to retrofit the carrier arrangement to already built rail vehicles. Furthermore, as a result of this measure, the running gear is evenly and only moderately subject to load due to the carrier arrangement. In spite of the installed carrier arrangement, the running gear and its running gear components remain accessible from an underside of the running gear (e.g., for servicing and maintenance activities).
The carrier arrangement is mounted via a four-point suspension system and consequently is very stable.
In an advantageous embodiment, the carrier arrangement is connected to a first wheelset bearing housing and a second wheelset bearing housing which are coupled to the first wheelset, as well as to a third wheelset bearing housing and a fourth wheelset bearing housing which are coupled to the second wheelset. Here, it can be beneficial if the carrier arrangement is connected to a first cover of the first wheelset bearing housing, a second cover of the second wheelset bearing housing, a third cover of the third wheelset bearing housing and a fourth cover of the fourth wheelset bearing housing.
However, it can also be useful if the carrier arrangement is connected to a first wheelset guide assembly and a second wheelset guide assembly which are coupled to the first wheelset, as well as to a third wheelset guide assembly and a fourth wheelset guide assembly that are coupled to the second wheelset.
The first wheelset guide assembly, the second wheelset guide assembly, the third wheelset guide assembly and the fourth wheelset guide assembly can be formed, for example, as swing arms that are arranged between wheelset bearings and wheelset guide bushes connected to the running gear frame.
The advantage achieved by these measures is that the component of the diagnostic device, the monitoring device or the train control system is unaffected or largely unaffected by suspension movements of the running gear (e.g., due to primary springs between the first wheelset bearing housing, the second wheelset bearing housing, the third wheelset bearing housing and the fourth wheelset bearing housing, on the one hand, and the running gear frame, on the other).
If the carrier arrangement is connected to covers of the first wheelset bearing housing, then the second wheelset bearing housing, the third wheelset bearing housing and the fourth wheelset bearing housing, then fasteners of the covers can also be used. This means that separate fasteners for the carrier arrangement can be dispensed with.
Depending on construction characteristics of the running gear, it may also be beneficial if the carrier arrangement is connected to a first wheelset bearing housing and a second wheelset bearing housing, which are coupled to the first wheelset, as well as to the running gear frame.
A favorable solution is obtained if the carrier arrangement is mounted so as to allow relative movements between the first wheelset and the second wheelset. Here, it can be useful if the carrier arrangement is connected to the first wheelset bearing housing via a first pendulum, to the second wheelset bearing housing via a second pendulum, to the third wheelset bearing housing via a first resilient bearing and to the fourth wheelset bearing housing via a second resilient bearing.
If the carrier arrangement is coupled to the first wheelset guide assembly, the second wheelset guide assembly, the third wheelset guide assembly and the fourth wheelset guide assembly, then it is advantageous if the carrier arrangement is connected to the first wheelset guide assembly via a first pendulum, to the second wheelset guide assembly via a second pendulum, to the third wheelset guide assembly via a first resilient bearing and to the fourth wheelset guide assembly via a second resilient bearing.
As a result of this measure, the first wheelset and the second wheelset remain sufficiently movable in spite of the carrier arrangement (in particular with regard to relative movements of the first wheelset and the second wheelset in the direction of a track axis that occur when the running gear is traveling on the track).
In another advantageous embodiment, the at least one component of the diagnostic device, the monitoring device or the train control system is connected to the carrier arrangement in a height-adjustable manner. This enables a flexible adjustment of the component of the diagnostic device, the monitoring device or the train control system to take account of vertical clearances between the carrier arrangement and the track. Furthermore, it enables changes in height due, for example, to a reduction in wheel diameters as a result of wheel wear to be compensated for.
A particularly suitable application in relation to the arrangement of the carrier arrangement is made possible if the at least one component of the diagnostic device, the monitoring device or the train control system is formed as the first sensor for diagnosing or monitoring a first rail of a track.
It is useful if the carrier frame has a plurality of receivers for accommodating components of the diagnostic device, the monitoring device or the train control system. As a result of this measure, the components of the diagnostic device, the monitoring device or the train control system can be positioned in a flexible manner on the carrier frame.
Other objects and features of the present invention will become apparent from the following detailed description considered in conjunction with the accompanying drawings. It is to be understood, however, that the drawings are designed solely for purposes of illustration and not as a definition of the limits of the invention, for which reference should be made to the appended claims. It should be further understood that the drawings are not necessarily drawn to scale and that, unless otherwise indicated, they are merely intended to conceptually illustrate the structures and procedures described herein.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is explained in more detail below with reference to exemplary embodiments, in which:

FIG. 1 is a plan view of an exemplary first embodiment of a running gear having a carrier arrangement to which two sensors of a diagnostic and monitoring device for rail traffic routes are connected in accordance with the invention;

FIG. 2 is a side view of an exemplary second embodiment of a running gear having a carrier arrangement in accordance with the invention, wherein a sensor connected to the carrier arrangement is arranged in the immediate vicinity of a rail, and

FIG. 3 is a side view of an exemplary third embodiment of a running gear having a carrier arrangement to which a train control antenna is connected in accordance with the invention.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

FIG. 1 shows a plan view of an exemplary first embodiment of a rail vehicle running gear in accordance with the invention. This is a view of the running gear from below.
The running gear comprises a first wheelset 1, a second wheelset 2, a running gear frame 3 and a carrier arrangement 4.
A first component and a second component of a diagnostic and monitoring device are connected to the carrier arrangement 4, which is arranged extending partly below the running gear frame 3.
The first wheelset 1 is coupled to the running gear frame 3 via a first primary spring 5, a first wheelset bearing 13 encased by a first wheelset bearing housing 9, a first wheelset guide assembly 17 and a first wheelset guide bush 21, as well as via a second primary spring 6, a second wheelset bearing 14 encased by a second wheelset bearing housing 10, a second wheelset guide assembly 18 and a second wheelset guide bush 22. The first wheelset guide assembly 17 and the second wheelset guide assembly 18 are formed as swing arms. The first wheelset guide assembly 17 is connected to the first wheelset bearing housing 9 as well as to the first wheelset guide bush 21, which is mounted in the running gear frame 3. The second wheelset guide assembly 18 is connected to the second wheelset bearing housing 10 as well as to the second wheelset guide bush 22, which is mounted in the running gear frame 3.
The second wheelset 2 is coupled to the running gear frame 3 via a third primary spring 7, a third wheelset bearing 15 encased by a third wheelset bearing housing 11, a third wheelset guide assembly 19 and a third wheelset guide bush 23, as well as via a fourth primary spring 8, a fourth wheelset bearing 16 encased by a fourth wheelset bearing housing 12, a fourth wheelset guide assembly 20 and a fourth wheelset guide bush 24. The third wheelset guide assembly 19 and the fourth wheelset guide assembly 20 are formed as swing arms. The third wheelset guide assembly 19 is connected to the third wheelset bearing housing 11 as well as to the third wheelset guide bush 23, which is mounted in the running gear frame 3. The fourth wheelset guide assembly 20 is connected to the fourth wheelset bearing housing 12 as well as to the fourth wheelset guide bush 24, which is mounted in the running gear frame 3.
A first secondary spring 25 and a second secondary spring 26, which are connected to a railcar body (not shown in FIG. 1 ) of the rail vehicle, are mounted on the running gear frame 3.
The first wheelset bearing housing 9 and the first wheelset guide assembly 17 as well as the second wheelset bearing housing 10 and the second wheelset guide assembly 18 are coupled to the first wheelset 1.
The third wheelset bearing housing 11 and the third wheelset guide assembly 19 as well as the fourth wheelset bearing housing 12 and the fourth wheelset guide assembly 20 are coupled to the second wheelset 2.
The carrier arrangement 4 comprises a carrier frame 27 as well as a first strut 32 extending from a first corner 28 of the carrier frame 27, a second strut 33 extending from a second corner 29 of the carrier frame 27, a third strut 34 extending from a third corner 30 of the carrier frame 27 and a fourth strut 35 extending from a fourth corner 31 of the carrier frame 27. The carrier arrangement 4, which allows relative movements between the first wheelset 1 and the second wheelset 2, is connected via the first strut 32 to a first cover 38 of the first wheelset bearing housing 9 via a first pendulum 36, via the second strut 33 to a second cover 39 of the second wheelset bearing housing 10 via a second pendulum 37, via the third strut 34 to a third cover 40 of the third wheelset bearing housing 11 via a first resilient bearing 42 and via the fourth strut 35 to a fourth cover 41 of the fourth wheelset bearing housing 12 via a second resilient bearing 43.
The first resilient bearing 42 and the second resilient bearing 43 are formed as elastic bushes. However, it is also conceivable in accordance with disclosed embodiments of the the invention to utilize rotary joints instead of the first resilient bearing 42 and the second resilient bearing 43. Furthermore, it is also conceivable in accordance with the disclosed embodiments of the invention for the carrier arrangement 4 to be coupled to the first wheelset guide assembly 17, the second wheelset guide assembly 18, the third wheelset guide assembly 19 and the fourth wheelset guide assembly 20.
The carrier frame 27 of the carrier arrangement 4 has a first receiver 44 for accommodating the first component of the diagnostic and monitoring device, and a second receiver 45 for accommodating the second component of the diagnostic and monitoring device. In addition, the carrier frame 27 comprises a third receiver 46 as well as further receiver that are arranged distributed over a perimeter of the carrier frame 27.
The first receiver 44, the second receiver 45, the third receiver 46 and the further receiver are formed as bore holes.
The first component of the diagnostic and monitoring device and the second component of the diagnostic and monitoring device are fixed to the carrier frame 27 via a screwed connection via the first receiver 44 and the second receiver 45, respectively.
The first component of the diagnostic and monitoring device is formed as a magnetic first sensor 47, and the second component of the diagnostic and monitoring device is formed as a magnetic second sensor 48. The first sensor 47 is connected to a first adapter 49, the second sensor 48 to a second adapter 50. The first adapter 49 is fixed via a screwed connection to the carrier frame 27 via the first receiver 44, the second adapter 50 is fixed via a screwed connection to the carrier frame 27 via the second receiver 45.
The first adapter 49 and the second adapter 50 enable the first sensor 47 and the second sensor 48 to be mounted on the carrier frame 27 in a height-adjustable manner, as described in connection with FIG. 2 .
The first sensor 47 is arranged directly over a first rail 51 (shown in FIG. 2 ) of a track, the second sensor 48 over a second rail (not shown) of the track.
The first sensor 47 and the second sensor 48 measure states of the track. For example, in the event of a rail breakage at a point on the first rail 51, a magnetic field formed by the first sensor 47 is detuned when the running gear or the first sensor 47 traverses the point having the rail breakage.
Measurement results of the first sensor 47 and the second sensor 48 are transmitted wirelessly to a computing unit in the railcar body and evaluated there.
The first sensor 47 and the second sensor 48 are supplied with electricity by batteries. However, it is also conceivable in accordance with the invention to form the first sensor 47 and the second sensor 48 as energy-harvesting sensors.
It is furthermore conceivable in accordance with the invention for different or further sensors to be connected to the carrier frame 27. For example, acceleration sensors for a running gear diagnostic and monitoring device can be mounted on the carrier arrangement 4 (e.g., for detecting defective shock absorbers or springs).
Sensors arranged in addition to the first sensor 47 and the second sensor 48 can be connected to the carrier arrangement 4 via the third receiver 46 and the further receiver.
The running gear of FIG. 1 has outside-bearing wheelsets, i.e., wheelset bearings are arranged outside of areas of the wheelsets that are delimited by wheels of the wheelsets. However, it is also conceivable in accordance with disclosed embodiments of the invention to employ the carrier arrangement 4 for running gears having inside-bearing wheelsets, (i.e., the wheelset bearings are arranged inside the areas of the wheelsets delimited by the wheels of the wheelsets).
FIG. 2 shows a side view of an exemplary second embodiment of a running gear in accordance with the invention having a carrier arrangement 4. This second embodiment is similar to the first embodiment of the running gear in accordance with the invention that is shown in FIG. 1 . The same reference numerals as in FIG. 1 are therefore used in some cases in FIG. 2 .
The running gear is arranged over its first wheelset 1 and its second wheelset 2 on a track having a first rail 51 and a second rail (not shown).
With regard to its construction, its mode of operation and its connection technology comprising wheelset bearing housings of the running gear, the carrier arrangement 4 is implemented identically to the embodiment disclosed in FIG. 1 .
A first adapter 49 is fixed to the carrier frame 27 of the carrier arrangement 4 via a screwed connection. The first adapter 49 has a grid of holes 52 comprising a first hole 53, a second hole 54 and a third hole 55. A magnetic first sensor 47 of a rail diagnostic and monitoring device is fitted to the first adapter 49 via the middle, first hole 53 via a screwed connection and arranged directly over the first rail 51.
If, for example, the carrier arrangement 4 is mounted over the first rail 51 higher than shown in FIG. 2 or if the first wheelset 1 and the second wheelset 2 have a greater wheel diameter than shown in FIG. 2 , etc., then the first sensor 47 can also be fitted to the first adapter 49 via the lowest, second hole 54 via a screwed connection.
If, for example, the carrier arrangement 4 is mounted over the first rail 51 lower than shown in FIG. 2 or if the first wheelset 1 and the second wheelset 2 have a smaller diameter than shown in FIG. 2 , etc., then the first sensor 47 can be fitted to the first adapter 49 via the top, third hole 55 via a screwed connection. The first sensor 47 is therefore connected to the carrier arrangement 4 in a height-adjustable manner.
FIG. 3 discloses a side view of an exemplary third embodiment of a running gear in accordance with the invention having a carrier arrangement 4. This third embodiment variant is similar to the second embodiment variant of a running gear in accordance with the invention that is shown in FIG. 2 . The same reference numerals as in FIG. 2 are therefore used in some cases in FIG. 3 .
The carrier arrangement 4 is coupled to a first wheelset bearing housing 9 of the first wheelset 1 via a first pendulum 36 and to a second wheelset bearing housing (not shown in FIG. 3 ) of the first wheelset 1 via a second pendulum (likewise not shown in FIG. 3 ).
In contrast to FIG. 2 , the carrier arrangement 4 of FIG. 3 is connected, not to wheelset bearing housings of a second wheelset 2, but to the running gear frame 3 via a first resilient bearing 42 and a second resilient bearing (not shown in FIG. 3 ).
A first sensor 47, which is formed as an onboard antenna of a system for cab signaling and continuous automatic train control (known in German as Linienformige Zugbeeinflussung (LZB)), is coupled to the carrier arrangement 4 in a height-adjustable manner via a first adapter 49.
Thus, while there have been shown, described and pointed out fundamental novel features of the invention as applied to a preferred embodiment thereof, it will be understood that various omissions and substitutions and changes in the form and details of the devices illustrated, and in their operation, may be made by those skilled in the art without departing from the spirit of the invention. For example, it is expressly intended that all combinations of those elements which perform substantially the same function in substantially the same way to achieve the same results are within the scope of the invention. Moreover, it should be recognized that structures and/or elements shown and/or described in connection with any disclosed form or embodiment of the invention may be incorporated in any other disclosed or described or suggested form or embodiment as a general matter of design choice. It is the intention, therefore, to be limited only as indicated by the scope of the claims appended hereto.

Claims

1.-11. (canceled)

12. A running gear for a rail vehicle, comprising:

a first wheelset; a second wheelset; and

a running gear frame;

a carrier arrangement to which at least one component of a diagnostic device, monitoring device or a train control system is connected, said carrier arrangement being arranged and extending at least partly below the running gear frame;

wherein the carrier arrangement comprises a carrier frame and a first strut extending from a first corner of the carrier frame, a second strut extending from a second corner of the carrier frame, a third strut extending from a third corner of the carrier frame and a fourth strut extending from a fourth corner of the carrier frame;

wherein the carrier arrangement is mounted via the first strut, the second strut, the third strut and the fourth strut.

13. The running gear as claimed in claim 12, wherein the carrier arrangement is connected to a first wheelset bearing housing and a second wheelset bearing housing which are coupled to the first wheelset, and is connected to a third wheelset bearing housing and a fourth wheelset bearing housing which are coupled to the second wheelset.

14. The running gear as claimed in claim 13, wherein the carrier arrangement is connected to a first cover of the first wheelset bearing housing, a second cover of the second wheelset bearing housing, a third cover of the third wheelset bearing housing and a fourth cover of the fourth wheelset bearing housing.

15. The running gear as claimed in claim 12, wherein the carrier arrangement is connected to a first wheelset guide assembly and a second wheelset guide assembly which are coupled to the first wheelset, and is connected to a third wheelset guide assembly and a fourth wheelset guide assembly which are coupled to the second wheelset.

16. The running gear as claimed in claim 12, wherein the carrier arrangement is connected to a first wheelset bearing housing and a second wheelset bearing housing which are coupled to the first wheelset, and is connected to the running gear frame.

17. The running gear as claimed in claim 12, wherein the carrier arrangement is mounted so as to allow relative movements between the first wheelset and the second wheelset.

18. The running gear as claimed in claim 17, wherein the carrier arrangement is connected to the first wheelset bearing housing via a first pendulum, is connected to the second wheelset bearing housing via a second pendulum, is connected to the third wheelset bearing housing via a first resilient bearing and is connected to the fourth wheelset bearing housing via a second resilient bearing.

19. The running gear as claimed in claim 17, wherein the carrier arrangement is connected to the first wheelset guide assembly via a first pendulum, is connected to the second wheelset guide assembly via a second pendulum, is connected to the third wheelset guide assembly via a first resilient bearing and is connected to the fourth wheelset guide assembly via a second resilient bearing.

20. The running gear as claimed in claim 12, wherein the at least one component of the diagnostic device, the monitoring device or the train control system is connected to the carrier arrangement in a height-adjustable manner.

21. The running gear as claimed in claim 12, wherein the at least one component of the diagnostic device, the monitoring device or the train control system comprises a first sensor for diagnosing or monitoring a first rail of a track.

22. The running gear as claimed in claim 12, wherein the carrier frame includes a plurality of receivers for accommodating components of the diagnostic device, the monitoring device or the train control system.