WO2008058957A1 - Train de roulement pour un véhicule ferroviaire - Google Patents

Train de roulement pour un véhicule ferroviaire Download PDF

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Publication number
WO2008058957A1
WO2008058957A1 PCT/EP2007/062265 EP2007062265W WO2008058957A1 WO 2008058957 A1 WO2008058957 A1 WO 2008058957A1 EP 2007062265 W EP2007062265 W EP 2007062265W WO 2008058957 A1 WO2008058957 A1 WO 2008058957A1
Authority
WO
WIPO (PCT)
Prior art keywords
chassis
suspension according
drives
pendulum
cross member
Prior art date
Application number
PCT/EP2007/062265
Other languages
German (de)
English (en)
Inventor
Olaf KÖRNER
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to DE502007005232T priority Critical patent/DE502007005232D1/de
Priority to EP07822539A priority patent/EP2089263B1/fr
Priority to AT07822539T priority patent/ATE482863T1/de
Publication of WO2008058957A1 publication Critical patent/WO2008058957A1/fr

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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

Definitions

  • the invention relates to a chassis for a rail vehicle, which has a chassis frame with two longitudinal members and at least one associated cross member.
  • the chassis has at least two wheel sets mounted in wheelset bearings, each with a Radsatzwelle and two wheels, the wheelset bearings are connected to the chassis.
  • In the chassis frame are paired drives for driving ever received a wheelset.
  • Two drives each are connected via a pendulum with an intermediate cross member.
  • the chassis is preferably a bogie, especially a drive bogie.
  • the rail vehicle may be, for example, a locomotive, a suburban train, a subway or a tram.
  • several drives can be included.
  • running gears with an even number of drives e.g. two or four, considered.
  • the trolleys on two drives which each drive a wheelset.
  • the wheelsets can be fixed gear sets or loose gear sets.
  • a drive typically has a traction motor and a transmission connected thereto.
  • drives in coaxial design are arranged in the region of the cross member.
  • the transmission of tensile and compressive forces to the rail vehicle superstructure via a connected to the drive train / push rod takes the form of a Tiefzuganlenkung.
  • the drive has a non-coaxial design.
  • the drives are connected to each other via rods or rods. Each two parallel superimposed rods connect two drives together at the.
  • the drives have a coaxial design.
  • the cross member and the longitudinal members are movably connected to one another via joints. The joints can be designed as a pendulum.
  • Tatzlagerantriebe usually have the same mass at a same drive torque on each wheel set on the same mass as a drive in coaxial design, the mass is completely assigned as unsprung mass to the respective wheelset.
  • the unsprung masses disadvantageously have a significant influence on the dynamic vertical forces between wheel and rail. They therefore significantly influence the running behavior of the chassis.
  • the cross member of the chassis on a pendulum balance with a balance beam One end of the balance beam is hinged to one of the two pendulums.
  • the pendulum balance on a pendulum axis, which is parallel to the axes of rotation of adjacent axles.
  • the pendulum axis runs at an equal distance from the axes of rotation of adjacent wheelset shafts. This ensures that each two on the pendulum balance and the pendulum articulated drives are deflected in terms of magnitude equal. In this case, the torques caused by pitching movements of the drives are compensated for particularly uniformly.
  • the respective pendulum balance can be rotatably mounted in a bearing block or in a cross member bearing.
  • the cross member bearing may be, for example, a hinge or ball joint. There may be one or more cross member bearings along one
  • each drive is connected to one another in an articulated manner via at least one rigid connecting element, for example via a rod or via a rod.
  • at least one rigid connecting element for example via a rod or via a rod.
  • two pendulums each are arranged in a plane.
  • the pendulum articulated pendulum scale can be arranged in the same plane.
  • the articulated with the two pendulums rigid connecting element can be arranged in the same plane.
  • all the aforementioned components of the pendulum weigher lie in one and the same plane. This considerably simplifies the chassis design.
  • the plane described above is a longitudinal sectional plane through the chassis center of the chassis.
  • the chassis construction simplifies again.
  • "Longitudinal plane” is a plane perpendicular to the rail plane and is therefore perpendicular to a plane passing through the axles of the axles if the wheels of the chassis have the same wheel diameter runs perpendicular to the rail plane and at the same time forms the cutting line of the (constructive) longitudinal section plane with the (constructive) cross-sectional plane of the chassis.
  • the pendulum balance is rotatably arranged in a recess of the cross member.
  • the recess may for example be a continuous cavity, an opening or a recess in the cross member.
  • the cross member bearing or the bearing block is arranged in the cross member, such as welded or screwed.
  • the rigid connecting element is guided through a recess in the cross member.
  • the recess may be, for example, a cylindrical opening in the cross member.
  • two pendulums and the pendulum balance pivotally connected to the pendulums and the rigid connecting element articulated to the pendulums surround the cross member. In this case, no complex structural interventions on the cross member are required.
  • the recorded in the chassis frame drives are Tatzlagerantriebe each with a traction motor and a transmission.
  • the traction motors are connected to a coaxial with the respective wheelset rotatably mounted Tatzlagerrohr.
  • the traction motor sits, as it were, on the wheelset or on the wheelset shaft. Between the wheelset shaft and the Tatzlagerrohr Tatzlager are arranged, which can allow to some extent, an axial relative movement of Tatzlagerrohr to Radsatzwelle.
  • “Axial” refers to directions parallel to the axis of rotation of the axle and the gearbox has intermeshing gears. Be a large wheel and a small wheel, which is driven by the traction motor. The large wheel is rotatably connected to the wheelset.
  • the chassis has at least one pull / push element with a first and a second end.
  • the first end is hingedly connected to the traction motor or the Tatzlagerrohr.
  • the second end is hingedly connected to a locomotive or car body of the rail vehicle.
  • the chassis has at least two pull / push elements each with a first and a second end.
  • the first end is pivotally connected to the traction motor or the Tatzlagerrohr that a torque transmitted by the drive and acting on the drive tensile or compressive force at least almost completely over the second end of the train / pressure elements in the locomotive or car body can be introduced .
  • the tensile or compressive force is usually caused by a drive or braking force of the drive acting in the wheel suspension point.
  • a braking force may additionally be provided by a braking device, e.g. be caused by a mechanical disc brake, a magnetic rail or an eddy current brake.
  • the recorded in the chassis frame drives are achsreitende drives, each with a drive motor and a transmission, wherein the two traction motors are mounted together on a cross member.
  • the traction motor is firmly or transversely elastically connected to the cross member.
  • the traction motors can be attached, for example by means of a rubber element on the cross member. Due to the connection to the cross member of the traction motor is one of the so-called sprung masses.
  • the gearbox has intermeshing gears.
  • the transmission has a large wheel and a small wheel or alternatively a large wheel, an intermediate wheel and a small wheel.
  • the large wheel is rotatably connected to the wheelset.
  • the small wheel and a motor shaft of the drive motor can be connected via a toothed coupling.
  • the toothed coupling allows both axial and radial relative movements of the motor shaft to a transmission input shaft of the small wheel.
  • radial are directions towards the axis of rotation of the motor shaft and away from her designated by the gear coupling is a decoupling of the sprung mass of the drive motor of the unsprung mass of the axis-going transmission.
  • the transmissions of a drive pair each have an even and an odd gearbox number with a same transmission ratio.
  • the first transmission is a single-stage transmission and the second transmission is a two-stage transmission.
  • the first transmission may alternatively be configured in two stages and the second transmission in three stages.
  • the transmission of the axis-driving drives are connected to a coaxial with the wheelset rotatably mounted Tatzlagerrohr.
  • the chassis has at least one pull / push element with a first and a second end.
  • the first end is hinged to the transmission or the Tatzlagerrohr.
  • the second end is articulated with a locomotive or car body of the rail vehicle. It can only be an external drive or both external drives via a respective pull / push element hinged to the locomotive or car body.
  • the chassis has at least two pull / push elements each with a first and a second end.
  • the first end is pivotably connected to the transmission or the Tatzlagerrohr that a transmitted torque from the drive and acting on the drive or braking force at least almost completely over the second end of the train / pressure elements in the locomotive or car body can be introduced , Only one external drive or both external drives can be flexibly connected to the locomotive or car body via two pull / push elements each.
  • the tension / compression element is arranged in the longitudinal sectional plane of the chassis.
  • a direct connection of the tension / compression element to the preferably also arranged in the longitudinal sectional plane of the chassis rigid connecting element is possible.
  • the tension / compression element is arranged in a plane passing through the axes of rotation of the wheelsets. This arrangement is advantageous if essentially only an introduction of longitudinal forces in the locomotive or car body is possible.
  • the tension / compression elements have a longitudinal axis.
  • the longitudinal axes are parallel to each other. This arrangement is advantageous if, in addition to the introduction of longitudinal forces and an introduction of torques of the drives of the chassis in the locomotive or car body is possible. It can only be an external drive or both external drives via two pull / push elements articulated connected to the locomotive or car body.
  • the two tension / compression elements are arranged mirror-inverted to a plane passing through the axes of rotation of the wheelsets.
  • the force resultant of two tensile / compressive elements in an initiation of the longitudinal forces in the locomotive or car body runs exactly in this plane and preferably along the line of intersection of the longitudinal section plane and extending through the axes of rotation of Radsatzwellen plane.
  • the tension / compression elements are rigid pull / push rods. You can have at the respective end of a hinge or ball joint. You can also have eyelets, which correspond with each corresponding bearing pin.
  • the two longitudinal members of the chassis frame are movably connected to the at least one cross member, such as via cylinder springs or rubber elements.
  • two drives are included in the chassis frame.
  • only one cross member is arranged centrally in the chassis frame.
  • FIG. 3 shows a wheel set with an axle-riding drive in a plan view according to the state of the art
  • FIG. 4 shows by way of example a longitudinal section through a chassis with two shuttle bearing drives connected in a swinging manner to a crossbeam in a schematic illustration according to the prior art
  • FIG. 5 shows by way of example a longitudinal section through a running gear with two pendulum drives connected to a pendulum balance of a cross member in a schematic diagram according to the invention
  • FIG. 6 shows the chassis according to FIG. 5 with two drives articulated to each other via a rigid connecting element according to the invention
  • FIG. 6 shows the chassis according to FIG. 5 with two drives articulated to each other via a rigid connecting element according to the invention
  • FIG 7 shows the chassis according to FIG 6 with an example
  • FIG. 8 shows the chassis according to FIG. 6 with, by way of example, two tension / compression elements for introducing tensile and compressive forces and torques in the locomotive or wagon boxes according to the invention
  • FIG. 9 shows by way of example a plan view of an inventive chassis according to a first structural embodiment
  • FIG. 10 shows the chassis according to FIG. 9 in a side view along a section line XX
  • FIG. 10 shows the chassis according to FIG. 9 in a side view along a section line XX and FIG
  • FIG. 11 shows by way of example a plan view of a suspension according to the invention in accordance with a second design
  • FIG. 1 shows by way of example a chassis 1 with two drives 9 according to the prior art.
  • the chassis 1 shown comprises a chassis frame 2, consisting of two longitudinal members 3 and an associated cross member 4.
  • the chassis 1 two wheelsets 7, each with a wheelset 8 and two wheels 5 on.
  • the wheelsets 7 are mounted in wheelset bearings 6, which are connected in the example of FIG 1 with the cross member 4.
  • a pair of drives is added, that is, there are two drives 9, each with a traction motor 10 and a transmission 11 for driving a wheel set shaft 8 received or suspended.
  • Coaxial drives 9 are e.g. Direct drives.
  • the drive 9 located further in the image plane is connected via a pull / push rod 15 to a locomotive or vehicle body (not further shown).
  • the two drives 9 can be connected to each other articulated via a rod not visible in FIG.
  • the two wheelsets 7 each have a brake device 12.
  • primary springs are designated. They are arranged between the chassis frame 2 and the wheelset bearings 6 for decoupling.
  • the longitudinal members 3 may be hinged to the cross member 4.
  • the Chassis 1 can be connected by means of large, designed as air springs secondary springs 14 to a bottom plate of the overlying and not shown rail vehicle.
  • FIG. 2 shows by way of example a wheel set 7 with a pawl bearing drive 9 in a plan view according to the prior art.
  • the traction motor 10 sits on the wheel axle 8 quasi. Between the traction motor 10 and the Radsatzwel- Ie 8 is a coaxial to the wheelset 8 Tatzlagerrohr 20 can be seen.
  • the reference numeral 21 denotes two associated Tatzlager.
  • the drive motor 10 drives via a small wheel 23 a fixedly connected to the wheelset 8 large gear 24 at.
  • the traction motor 10 further has a traction motor suspension 22, via which the traction motor 10 can be hinged to a cross member 4.
  • FIG 3 shows by way of example a wheel set 7 with an axle-riding drive 9 in a plan view according to the prior art.
  • the traction motor 10 is attached via traction motor suspensions 29 to a cross member 4, not shown.
  • the traction motor 10 drives via a motor shaft 25 and via a subsequent toothed coupling 26 connected to the small gear 23 transmission input shaft 27 at.
  • the small wheel 23 drives a fixedly connected to the wheelset shaft 8 rotatably connected to large wheel 24.
  • the not further described housing of the drive 11 is connected to a comparison with the Tatzlagerrohr 20 in FIG 2 by way of example shorter Tatzlagerrohr 20.
  • FIG 4 shows an example of a longitudinal section through a chassis 1 with two pendulum connected to a cross member 4 Tatzlagerantrieben 9 in a schematic representation of the prior art.
  • Tatzlagerantriebe with a traction motor 10 and a transmission 11 in the chassis frame 2 as Drives 9 added.
  • the two drive motors 10 are connected to a coaxial with the respective wheelset shaft 8 rotatably mounted Tatzlagerrohr 20.
  • the image plane of FIG 4 therefore corresponds to the longitudinal section plane LSE.
  • the longitudinal section plane LSE is perpendicular to a rail plane SE.
  • a vertical axis passing through this center is at the same time the mirror axis of the chassis 1.
  • "perpendicular" denotes a parallel direction to the surface normal of the rail plane SE, on which the chassis 1 shown is.
  • two drives 9 are connected via a respective pendulum 33 with an intermediate cross member 4.
  • the pendulum 33 are connected at the upper end, each with a spherical plain bearing 31 on a side wall of the cross member 4 shown. They are at the lower end by means of a joint 30, as e.g. a hinge or ball joint, connected to the drive 9.
  • a joint 30, as e.g. a hinge or ball joint connected to the drive 9.
  • the connection of the drives 9 shown does not permit appreciable rotation and thus no compensating movements of the drives 9 about the axis of rotation RA of the respective wheelset shaft 8.
  • the drives 9 are articulated together by a rod 34 in the longitudinal extension LR of the chassis 1.
  • the rod 34 as a rigid connecting element lies in a plane passing through the axes of rotation RA of the wheel set shafts 8.
  • a left end of a pull / push element 37 for longitudinal force absorption is connected to a Tatzlagerrohr 20 of the right drive 9 hinged 36.
  • tensile and compressive forces FZ, FD can be introduced into the locomotive or car body 16.
  • the tensile and compressive forces FZ, FD drive and braking forces can be.
  • a right end of the pull / push element 37 is connected to a locomotive or car body 16 of a rail vehicle articulated 38 connected.
  • the tension / compression element 37 in the form of a rod or a rod.
  • FIG. 5 shows, by way of example, a longitudinal section through a chassis 1 with two drives 9 oscillatingly connected to a pendulum balance 40 of a crossbeam 4, in a schematic diagram according to the invention.
  • the chassis 1 shown in FIG. 5 has, in relation to the chassis 1 according to FIG. 4, a substantially identical chassis construction with two longitudinal members and a cross member. This means that the chassis frame, which is not shown in FIG. 4 and FIG. 5 for reasons of clarity, can be designed essentially the same. This also includes the constructive inclusion of the wheelsets in the chassis frame. Furthermore, the chassis 1 shown in FIG. 5 has pawl bearing drives 9, whose structural design can essentially correspond to that of the pawl bearing drive 9 shown in FIG.
  • the cross member 4 according to FIG. 5 also serves for the vertical relief of the drives 9. This is achieved by the pendulum balance 40 arranged on the crossbeam 4, at whose balance beam ends E the drives 9 are suspended.
  • the inventive cross member 4 according to FIG. 5 also serves for the vertical relief of the drives 9. This is achieved by the pendulum balance 40 arranged on the crossbeam 4, at whose balance beam ends E the drives 9 are suspended.
  • the pendulum balance 40 has a pendulum axis PA parallel to a rotation axis RA of the wheelset shafts 8.
  • the pendulum axis PA to the axes of rotation RA of the adjacent axles 8, that is, the left and right wheelset shaft 8, an equal distance.
  • the pendulum axis PA of the pendulum weigher 40 is thus in a center to the axes of rotation RA of Radsatzwellen 8 extending cross-sectional plane QSE of the chassis. 1
  • the cross-sectional plane QSE is typically perpendicular to the longitudinal section plane LSE. In addition, it runs in particular through the (constructive) vehicle center, wherein the line of intersection of the cross-sectional plane QSE with the longitudinal section plane LSE is a (constructive) mirror axis of the chassis 1.
  • a cross member bearing or a bearing block 41 is shown centrally at the top of the cross member 4, which or which forms a joint 42 with the pivot point of the pendulum balance 40.
  • the hinge 42 is a hinge joint. It may alternatively be a ball joint.
  • the bracket 41 may alternatively be attached to the underside of the cross member 4, such as e.g. welded or screwed on.
  • the pendulum weigher 40 may also be arranged to be rotatable alternatively in a recess of the cross member 4.
  • FIG. 6 shows the chassis 1 according to FIG. 5 with two drives 9 articulated to one another via a rigid connecting element 34 according to the invention.
  • the drives 9 are articulated to one another by a rigid connecting element 34 in the form of a rod or a rod 34 in the longitudinal extent LR of the chassis 1.
  • the function of the connecting element 34 corresponds to that already described in FIG. That is, the connecting element 34 is used essentially for the transmission of tensile and compressive forces FZ, FD from a drive 9 in the chassis 1 on the other drive 9 under force bypassing the cross member 4.
  • the rigid connecting element 34 as shown in FIG 4, arranged in a plane passing through the axes of rotation RA of the wheel set shafts 8, so that the longitudinal forces FD, FZ passed between the drives 9 can be introduced into the wheel set shaft 8 in the chassis 1 without torque.
  • advantageous rotating compensation movements of the drives 9 about the axis of rotation RA of the respective wheelset shaft 8 in the case of pitch movements are possible.
  • two pendulums 33, the pendulum balance 40 pivotally connected to the pendulums 33, and the rigid connecting element 34 hingedly connected to the two pendulums 33 are arranged together in one plane.
  • the aforementioned components 33, 34, 40 may lie in the common plane.
  • the aforementioned components 33, 34, 40 are arranged in a longitudinal sectional plane LSE, which lies in the center of the chassis 1.
  • the rigid connecting element 34 is arranged below the cross member 4 in the example of FIG. It may alternatively be performed by a recess in the cross member 8.
  • two pendulums 33 as well as the pendulum balance 40 pivotally connected to the pendulums 33 and the rigid connecting element 34 hingedly connected to the pendulums 33 surround the cross member 4.
  • FIG. 7 shows the chassis 1 according to FIG. 6 with, for example, a tension / compression element 51, 53 for introducing tensile and compressive forces FZ, FD into the locomotive or vehicle body 16 according to the invention.
  • axle-riding drives 9, each with a drive motor 10 and a transmission 11, may be accommodated in the chassis frame 2.
  • two traction motors 10 are mounted together on the cross member 4.
  • the arrangement and embodiment of the tension / compression element 51, 53 corresponds to that in the Tatzlagerantrieben. 9
  • the tension / compression element 51, 53 has the shape of a rod or a rod.
  • the pull / push element 51, 53 has first and second ends. In the example of FIG. 7, the first end is articulated to the Tatzlagerrohr 20. The second end is pivotally connected to a locomotive or car body 16 of the rail vehicle.
  • the Tatzlagerrohr 20 may for example have a radially projecting tab with a Laschenbaum.
  • the lug eyelet and an eyelet at the first end of the pull / push element 51, 53 can be rotatably connected together by a common bolt.
  • the tension / compression element 51, 53 is arranged in the longitudinal section plane LSE of the chassis 1. It is also preferably arranged in a plane passing through the axes of rotation RA of the wheelset shafts 8.
  • FIG. 8 shows the chassis 1 according to FIG. 6 with, by way of example, two tension / compression elements 51, 53 for introducing tensile and compressive forces FZ, FD and torque DM into the locomotive or vehicle body 16 according to the invention.
  • the chassis 1 has, for example, two tension / compression elements 51, 53 with a first and a second end.
  • the first end is pivotally connected to the Tatzlagerrohr 20 such that a torque transmitted by the drive DM DM and acting on the drive 10 tensile or compressive force FZ, FB almost completely in the locomotive or car body 16 are introduced.
  • chassis frame 2 The construction and the construction of the chassis frame 2 are considerably simplified by the force-bypassing of the chassis frame.
  • the two tension / compression elements 51, 53 are preferably parallel to each other in the longitudinal section plane LSE of the undercarriage 2. orderly. In particular, as shown in FIG. 7, they are arranged in mirror image and parallel to a plane passing through the axes of rotation RA of the wheelset shafts 8.
  • the force-resultant of the two parallel tension / compression elements 51, 53 introduced longitudinal forces FZ, FD extends in the plane passing through the axes of rotation RA of Radsatzwellen 8 level in the longitudinal extension LR of the chassis 1.
  • parallel arrangement of the tension / compression elements 51, 53 is meant the parallel arrangement of their longitudinal axes.
  • the longitudinal force is introduced via the wheelset shaft 8 in a straight power line in the locomotive or car body 16. If the longitudinal force FZ, FD acts in an opposite direction, the introduction into the locomotive and car body 16 takes place in a straight line of force from the other
  • the tensile or compressive force is usually by a in the
  • a braking force may additionally be provided by a braking device, e.g. be caused by a mechanical disc brake, by a magnetic rail or by a vortex current brake.
  • FIG. 9 shows, by way of example, a plan view of a chassis 1 according to the invention in accordance with a first structural embodiment.
  • the chassis frame 2 has an H-shape.
  • the cross member 4 is fixedly connected transversely with the two longitudinal members 3.
  • In the two side members 3 are mounted two sets of wheels 7.
  • the cross member 4 is arranged symmetrically between them.
  • the chassis 1 instead of a drive pair also have two or more drive pairs.
  • the undercarriage frame 2 has a number of transverse supports 4 corresponding to the drive pair number, which are each arranged between the drives 9 of a drive pair.
  • the chassis 2 may have one or more non-driven wheelsets 7.
  • the non-driven wheelset 7 or the non-driven wheelsets 7 may be arranged on the outside. In the case of two or more drive pairs, these may also be arranged between the drive pairs.
  • the drives are 9 Tatzlagerantriebe.
  • the traction motors 10 are each firmly connected to a Tatzlagerrohr 20.
  • the Tatzlagerrohr 20 may for example be welded or screwed to a machine housing of the drive motor 10.
  • LA the longitudinal axis of symmetry of the cross member 4, denoted by the reference QA the transverse symmetry axis of the cross member 4.
  • LSE denotes the longitudinal section plane of the chassis 1 extending through the vehicle center.
  • the pendulum weigher 40 according to the invention with a in a bearing block 41 of the pendulum weigher 40 rotatably mounted balance beam 43 can be seen.
  • the balance beam 43 is mounted centrally in the bearing block 41 or in the cross member bearing.
  • the pendulum axis PA of the pendulum balance 40 and the longitudinal axis of symmetry LA of the cross member 4 coincide.
  • the chassis 1 is connected via two superposed pull / push rods 51, 53 with a locomotive or car body 16 of a rail vehicle indicated only by means of two joints 52, 54.
  • the two pull / push rods 51, 53 are arranged in the longitudinal section plane LSE. Furthermore, they are arranged in mirror image to a plane passing through the axes of rotation RA of the wheel set shafts 8. They are therefore arranged parallel to a rail plane SE. This can be seen more clearly in the example of the following FIG.
  • FIG. 10 shows the chassis 1 according to FIG. 9 in a side view along an indicated section line X-X.
  • Reference numeral FZ denotes a tensile force acting on the wheelset shaft 8, which is caused by the drives 9.
  • the reference symbol FD designates a pressure force acting on the wheelset shaft 8, which acts in the opposite direction to the tensile force FZ.
  • the reference numeral DM designates the drive torque acting on the respective wheelset shaft 8.
  • the tensile and compressive force FZ, FD are, depending on the direction of travel of the chassis, in particular driving forces or braking forces of the drives 9.
  • the torque DM and the longitudinal forces FZ, FD via the two pull / push rods 51, 53 are at least almost completely introduced into the locomotive or car body 16.
  • the rigid connection element 34 hingedly connecting the two drives 9 also lies in the resulting force-action line of the two pull / push rods 51, 53.
  • the force-action line runs centrally parallel to the longitudinal axes of the two tension / compression elements 51 53.
  • the pendulum weigher 40 serves to compensate Nickbewegun- conditions of the two drives shown 9 by the pendulum weigher 40, albeit only slightly, deflects. If, for example, the left-hand drive 9 is pointing in the clockwise direction about the associated axis of rotation RA, this also results in a compensation movement of the right-hand drive 9 in the clockwise direction.
  • the force acting on the right drive 9 torque DM is introduced via the two pull / push rods 51, 53 directly into the locomotive or car body 16.
  • the cross member 4 itself remains largely free of torque in these compensatory movements of the drives 9.
  • FIG. 11 shows by way of example a plan view of an inventive chassis 1 according to a second constructive embodiment.
  • the wheel sets 7 are fixedly connected to the cross member 4 via wheelset link 17.
  • the wheelset bearings 6 can be damped by way of example via primary springs 13 designed as cylinder springs relative to the respective wheel set link 17.
  • the longitudinal members 3 can be connected by means of joints 18 movable with the cross member 4.
  • the chassis construction shown is based on the chassis construction according to International Publication WO 01/079049 A1 mentioned in the introduction to the description.
  • Such a chassis 1 with the pendulum weigher 40 according to the invention and preferably with the two pull / push rods 51, 53 has a particularly simple and lightweight suspension structure.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
  • Body Structure For Vehicles (AREA)
  • Braking Arrangements (AREA)

Abstract

Train de roulement (1) pour un véhicule ferroviaire, présentant un cadre (2) de train de roulement avec deux longerons (3) et au moins une traverse (4) reliée aux longerons. Ce train de roulement présente au moins deux essieux (7) montés dans des boîtes d'essieu (6) et pourvus chacun d'un axe d'essieu (8) et de deux roues (5), les boîtes d'essieu (6) étant reliées aux longerons (3) ou à la ou aux traverses (4). Des entraînements (9) destinés à entraîner un axe d'essieu (8) sont reçus par paires dans le cadre (2) de train de roulement, deux entraînements (9) étant chaque fois reliés, chacun par l'intermédiaire d'un balancier (33), à une traverse (4) située entre eux. Selon l'invention, la traverse respective (4) présente une bascule de balancier (40), une extrémité respective (E) de la bascule de balancier (40) étant reliée de manière articulée à un balancier respectif parmi les deux balanciers (33).
PCT/EP2007/062265 2006-11-14 2007-11-13 Train de roulement pour un véhicule ferroviaire WO2008058957A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE502007005232T DE502007005232D1 (de) 2006-11-14 2007-11-13 Fahrwerk für ein schienenfahrzeug
EP07822539A EP2089263B1 (fr) 2006-11-14 2007-11-13 Train de roulement pour un véhicule ferroviaire
AT07822539T ATE482863T1 (de) 2006-11-14 2007-11-13 Fahrwerk für ein schienenfahrzeug

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006053642A DE102006053642B4 (de) 2006-11-14 2006-11-14 Fahrwerk für ein Schienenfahrzeug
DE102006053642.8 2006-11-14

Publications (1)

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WO2008058957A1 true WO2008058957A1 (fr) 2008-05-22

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Country Link
EP (1) EP2089263B1 (fr)
AT (1) ATE482863T1 (fr)
DE (2) DE102006053642B4 (fr)
WO (1) WO2008058957A1 (fr)

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RU2543129C2 (ru) * 2013-03-05 2015-02-27 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Елецкий государственный университет им. И.А. Бунина" Колёсно-моторный блок тепловоза
CN108791324A (zh) * 2018-07-16 2018-11-13 湖南工业大学 一种重载机车牵引总量一致系统及控制分配方法

Families Citing this family (2)

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DE102014210995A1 (de) * 2014-06-10 2015-12-17 Voith Patent Gmbh Drehgestell bzw. Schienenfahrzeug damit
US20220355831A1 (en) * 2019-09-30 2022-11-10 Siemens Mobility Austria Gmbh Chassis for a Rail Vehicle

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DE101005C (fr) *
CH340858A (de) * 1956-05-31 1959-09-15 Schweizerische Lokomotiv Schienentriebfahrzeug mit Drehgestellen, die wenigstens drei Radsätze besitzen
GB2057376A (en) * 1979-09-06 1981-04-01 British Railways Board Suspensions for railway vehicles
EP0420801A1 (fr) * 1989-09-29 1991-04-03 Schweizerische Lokomotiv- und Maschinenfabrik VÀ©hicule ferroviaire
WO2001079049A1 (fr) * 2000-04-17 2001-10-25 Siemens Sgp Verkehrstechnik Gmbh Train de roulement pour vehicule sur rails

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE101005C (fr) *
CH340858A (de) * 1956-05-31 1959-09-15 Schweizerische Lokomotiv Schienentriebfahrzeug mit Drehgestellen, die wenigstens drei Radsätze besitzen
GB2057376A (en) * 1979-09-06 1981-04-01 British Railways Board Suspensions for railway vehicles
EP0420801A1 (fr) * 1989-09-29 1991-04-03 Schweizerische Lokomotiv- und Maschinenfabrik VÀ©hicule ferroviaire
WO2001079049A1 (fr) * 2000-04-17 2001-10-25 Siemens Sgp Verkehrstechnik Gmbh Train de roulement pour vehicule sur rails

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2543129C2 (ru) * 2013-03-05 2015-02-27 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Елецкий государственный университет им. И.А. Бунина" Колёсно-моторный блок тепловоза
CN108791324A (zh) * 2018-07-16 2018-11-13 湖南工业大学 一种重载机车牵引总量一致系统及控制分配方法
CN108791324B (zh) * 2018-07-16 2023-06-20 湖南工业大学 一种重载机车牵引总量一致系统及控制分配方法

Also Published As

Publication number Publication date
EP2089263B1 (fr) 2010-09-29
DE102006053642A1 (de) 2008-05-15
ATE482863T1 (de) 2010-10-15
DE102006053642B4 (de) 2011-04-21
DE502007005232D1 (de) 2010-11-11
EP2089263A1 (fr) 2009-08-19

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