WO2012146492A1

WO2012146492A1 - Running gear unit for a rail vehicle

Info

Publication number: WO2012146492A1
Application number: PCT/EP2012/056720
Authority: WO
Inventors: Eduard Mesnjak
Original assignee: Bombardier Transportation Gmbh
Priority date: 2011-04-28
Filing date: 2012-04-12
Publication date: 2012-11-01
Also published as: EP2701961A1; DE102011002300A1

Abstract

The invention relates to a running gear unit of a rail vehicle, comprising a running gear frame (103.2) and a bearing device (106.3) for an anti-roll component (106.1) of an anti-roll device (106), wherein the running gear frame (103.2) defines a longitudinal running gear direction, a transverse running gear direction and a running gear height direction, and the bearing device (106.3) is connected to the running gear frame (103.2). The bearing device (106.3) forms at least one driver surface (106.9, 106.10) for an electromagnetic rail brake device (104) for driving the activated electromagnetic rail brake device (104) a driving direction.

Description

Chassis unit for a rail vehicle

The present invention relates to a chassis unit of a rail vehicle with a chassis frame and a bearing device for a roll support component of a

Anti-roll device, wherein the chassis frame defines a chassis longitudinal direction, a chassis transverse direction and a chassis height direction and the bearing device is connected to the chassis frame. The invention further relates to a vehicle with such a chassis unit.

In modern rail vehicles is not least due to the ever increasing demands on ride comfort in the rule, the problem that there are more and more often to arrange active components in the chassis. As a result, less and less space for the individual components is available. this applies

in particular in driven chassis, where in addition to the primary and

Secondary spring devices, the drive devices and the directly on the

Brake units acting on wheel units, further components such as active and / or passive devices for running stabilization, anti-roll devices,

Magnetic rail brakes, etc. are to be arranged.

In particular, the anti-roll devices and their storage contribute

generic undercarriages is a certain problem, since the torsion elements typically used for this usually extend in the vehicle transverse direction through a large part of the vehicle and therefore collide with a plurality of components or limit their space.

The present invention is therefore based on the object to provide a suspension unit and a rail vehicle of the type mentioned which or which does not bring the above-mentioned disadvantages or at least to a lesser extent and in particular in a simple way a compact, space saving design allows.

The present invention solves this problem starting from a chassis unit according to the preamble of claim 1 by the features stated in the characterizing part of claim 1. The present invention is based on the technical teaching that a compact, space-saving design in the area of the chassis is achieved in a simple manner if a component of the bearing of the anti-roll device additionally assumes the function of guiding or entraining an activated magnetic rail brake. These

Function integration brings on the one hand a considerable gain in space. On the other hand, unlike conventional designs in which these functions (ie the bearings of the anti-roll device and the leadership or entrainment of the activated

Magnetic rail brake) can be realized by separate components, the

Wankstützeinrichtung and the magnetic rail brake itself closer together, so that space can be saved as far as the design and this

Suspension components can be optimized.

According to one aspect, the invention therefore relates to a chassis unit of a

Railway vehicle with a chassis frame and a bearing device for a

Roll support component of an anti-roll device, wherein the chassis frame defines a chassis longitudinal direction, a chassis transverse direction and a chassis height direction and the bearing device is connected to the chassis frame. The

Bearing device forms at least one driver surface for a

Magnetic rail brake device for carrying the activated

Magnetic rail brake device in a driving direction off.

The takedown can in principle have any course. However, the driving direction preferably has a directional component in the

Chassis longitudinal direction and / or the chassis transverse direction, since these are the directions in which the largest guiding or entrainment forces occur during operation of the magnetic track brake device.

The bearing device can in principle store any parts of the anti-roll device. For example, individual links of the anti-roll device can be supported by the bearing device. Especially cheap. Space-saving configurations result when the bearing device comprises a bearing for a torsion bar of the anti-roll device.

The storage device can furthermore basically be designed in any suitable manner. For example, it can be designed in one piece. Preferably, the

Storage device designed in several parts, wherein it has at least a first bearing element and a second bearing element. The first bearing element and the second bearing element are, in particular for mounting the roll support component, detachably connected to each other, wherein the first bearing element is attached to the chassis frame and the first bearing element forms the at least one driver surface. This can be used in an advantageous manner, for example, the power flow in the support or entrainment of the activated

Magnetic rail brake device are substantially concentrated on the first bearing element, whereby in particular the connection between the two bearing elements can be kept free of the resulting loads.

In certain, easy to manufacture variants of the invention, the first bearing element is releasably secured to the chassis frame, wherein over the at least one driver surface with activated magnetic rail brake device, a driving force in the driving direction is exerted on the magnetic rail brake device. In such a constellation, a positive-locking connection between the first bearing element and the chassis frame, which acts in the direction of the driving force, is then preferably provided, in order to prevent the driving force from occurring

To keep connection between the chassis frame and the first bearing element largely free of the resulting loads.

In other, particularly robust variants of the chassis unit according to the invention, the first bearing element is integrally connected to the chassis frame, for example formed on this. Alternatively, a cohesive connection, for example a welded connection, may be provided between the first bearing element and the chassis frame.

In principle, it can be provided that both bearing parts receive the loads resulting from the entrainment force when the magnetic track brake device is activated at any desired proportions. Preferably, in the cases where the at least one

Driving surface with activated magnetic rail brake device a driving force in the driving direction is exerted on the magnetic rail brake device, the second bearing element arranged and designed such that it is substantially free from the driving force resulting loads. This is especially true for a solvable

Connection to the first bearing element of advantage, since this connection then does not have to absorb such loads and thus can be designed particularly simple.

The storage device can basically be designed in any suitable manner.

Preferably, the first bearing element is formed substantially L-shaped with a first leg and a second leg, wherein the first leg is fixed to the chassis frame and the second leg, in particular on one of the first Side facing away leg, which forms at least one driver surface. This achieves a particularly easy to manufacture and robust configuration.

As a rule, the magnetic rail brake device has an abutment surface, which is designed to engage with the driver surface for the purpose of taking it on

Magnetic rail brake device cooperate: Preferably, the stop surface and the driving surface are each other in the deactivated state of

Magnetic rail brake device associated with the formation of a gap, so that the magnetic rail brake device can initially be placed freely on the rail and only when the onset of braking force a driving contact arises.

In further advantageous variants of the chassis unit according to the invention, the bearing device is a first bearing device, which on a first longitudinal side of

Chassis frame is arranged while on one of the first longitudinal side in the

Chassis transverse direction opposite second longitudinal side of the chassis frame, a second bearing means is provided for the roll support component. The second

Bearing device is then preferably substantially identical to the first

Bearing device formed so that there is a substantially symmetrical design with favorable force in the chassis frame.

Preferably, in this case, the first storage device is a first

Magnetic rail brake unit associated with the magnetic rail brake device and the second bearing means a second magnetic rail brake unit of

Magnet rail brake device assigned, which are connected to each other via a connecting element in the chassis transverse direction. Preferably, the connecting element is further arranged and designed such that it cooperates with the driver surface for entrainment of the activated magnetic track brake device in a driving direction, whereby a particularly simple and space-saving configuration with cheaper

Force input into the magnetic rail brake device can be achieved.

Preferably, it is furthermore provided that the first bearing device and the second bearing device support a first roll support component of the roll support device, in particular a torsion bar, and at least one second roll support component of the roll support device cooperating with the first roll support component, in particular a torsion lever in the chassis transverse direction between the first bearing device and the second storage device is arranged. This results in a particularly compact design of both components. In principle, a single anti-roll device can be provided per chassis unit, wherein then preferably the bearing device is designed so that it realizes the entrainment of the magnetic track brake device in both directions of travel. However, the entrainment of the magnetic rail brake device can be implemented particularly easily in both directions of travel when the anti-roll device is a first anti-roll device, the bearing device is a first bearing device and a second anti-roll device is provided with an associated second bearing device, which is provided in the

Chassis longitudinal direction is spaced from the first anti-roll device. Here then can the second storage facility to take the activated

Magnetic rail brake device may be formed in one of the driving direction opposite another driving direction.

It is understood that the second bearing device can basically be designed arbitrarily. In particular, it does not necessarily have to take the activated ones

Magnetic rail brake device realize. Preferably, however, it is designed substantially identical to the first anti-roll device. The same applies preferably to the first and second anti-roll device.

The present invention further relates to a rail vehicle with a

The chassis unit according to the invention, wherein it is designed in particular for operation at a nominal operating speed above 180 km / h, in particular above 200 km / h. This can basically be any vehicle. However, the advantages of the invention are particularly well in double-decker vehicles to bear, as these make special demands on the suspension components because of their high center of gravity and therefore the space available for this purpose in the chassis particularly important.

Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. Show it:

Figure 1 is a schematic perspective view of part of a preferred

Embodiment of the rail vehicle according to the invention with a preferred embodiment of the chassis unit according to the invention;

FIG. 2 shows a schematic view of the detail II of the chassis unit from FIG. 1 In the following, a preferred embodiment of the rail vehicle 101 according to the invention will be described with reference to FIG. The rail vehicle 101 is a terminal car of a double-decker trainset, which is operated at a rated operating speed above 180 km / h, namely at v _n = 220 km / h.

The vehicle 101 comprises a (indicated by the contour 102) car body, which in the region of its two ends in a conventional manner each on a preferred

Embodiment of a chassis unit according to the invention in the form of a bogie 103 is supported. It should be understood, however, that the present invention may be used in conjunction with other configurations in which the body is supported only on a chassis unit.

For a better understanding of the following explanations, in FIG. 1, a vehicle or chassis coordinate system x, y, z is given (in which the wheel support level of the bogie 103 is specified), in which the x-coordinate is the longitudinal direction, the y-coordinate is the transverse direction and the z coordinate indicates the height direction of the rail vehicle 101 and the bogie 102, respectively.

The bogie 103 has conventionally two wheel units in the form of

Wheel sets 103.1 on which a bogie frame 103.2 is supported. Each wheelset 103.1 is driven via a (not shown) gear by a (not shown) traction motor and braked inter alia by a (also not shown) braking device with sitting in the wheels or on the wheelset brake discs.

To in certain driving situations, the braking effect on the wheelsets to 103.1

support is also a magnetic rail brake 104 is provided which is disposed between the wheelsets 103.1 and in a well-known manner in the activated state on the (indicated by the dashed contour 105) rails is placed.

For this purpose, the magnetic rail brake 104 includes on each chassis longitudinal side of a magnetic rail brake unit 104.1, which is raised in the deactivated state of the rail 105 in the chassis height direction (z-direction) and is placed in the activated state down to the rail 105. The leading and trailing ends of the two magnetic rail brake units 104.1 are connected to each other in the transverse direction of the chassis (y-direction) via a transverse strut 104.2, so that a substantially stiffer Frame is formed, through which the loads when using the Magnetschienenbremseinnchtung 104 are passed.

As a further suspension component, two anti-roll devices 106 are provided, which in a conventional manner each comprise a torsion bar 106.1, which is supported on the bogie frame 103.2 in the manner described below in more detail. On each torsion bar 106.1 is seated in each end region (near the magnetic rail brake 104.1) rotatably each one (indicated by the lever axis) torsion 106.2. Each torsion lever 106.2 is connected in a well-known manner via a pivotally hinged at its free end (not shown for reasons of clarity) handlebar articulated to the car body 102, so that rolling movements of the

Car body around the vehicle longitudinal axis (x-axis) by a twist of the

Torsionsstabes 106.1 and the resulting restoring forces is counteracted.

As can be seen in particular from FIG. 2, which shows the detail II of the trailing right bearing device 106.3 from FIG. 1 (in a perspective view from below), the respective torsion bar 106.1 is supported on the bogie frame via two identically and substantially mirror-symmetrically to the chassis longitudinal center plane (FIG. xz plane) designed storage facilities 106.3. Each bearing device 106.3 comprises a bearing bush 106.4 (in the form of a steel-rubber layer bushing), which is enclosed by a first bearing element 106.5 and a second bearing element 106.6.

The first bearing element 106.5 is detachably mounted on the bogie frame 103.2, while the second bearing element 106.6 is detachably mounted on the first bearing element 106.5. The first bearing element 106.5 is a substantially L-shaped bearing block whose first leg 106.7 bears against the bogie frame 103.2. The connection is made in the present example via a screw 107. It is understood, however, that in other variants of the invention, any other types of detachable

Compounds can be used individually or in any combination.

Furthermore, it is understood that in other, particularly robust variants of the invention, the first bearing element may be integrally connected to the chassis frame, for example, it may be formed on this. Alternatively, a cohesive connection, for example a welded connection, may be provided between the first bearing element and the chassis frame. Likewise, in addition or alternatively, a one-piece design of the bearing device may be provided, thus, therefore, the first and second bearing element may be integrally formed with each other. The second leg 106.8 of the first bearing elements 106.5 of the trailing bearing devices 106.3 forms on its side remote from the first leg a first cam surface 106.9, which is parallel to the longitudinal direction of the first driving direction M1.1 with activated magnetic track brake 104 with an associated first stop surface 104.3 of the magnetic rail brake 104th interacts and so a first driving force FM1.1 activated on the

Magnetic rail brake 104 exerts in this first driving direction M1.1.

Furthermore, the second leg forms 106.8 of the first bearing element 106.5 of the arranged on the right side of the chassis first bearing elements 106.5 on his

Side facing the chassis outside a second cam surface 106.10, which cooperates in a direction to Fahrwerksq uerrrichtung second driving direction M2.1 with activated magnetic rail brake 104 with an associated second stop surface 104.4 of the magnetic rail brake 104 and so a second driving force FM2.1 on the activated magnetic rail brake 104 in this second

Carrying M2.1 exercise.

The leading storage devices 106.3 exert a further first driving force F 1.2 on the activated magnetic rail brake device 104, which act in the opposite direction M1.2 to the first driving direction M1 .1. In addition, the bearing devices 106.3 on the opposite left running side exercise a further first driving force FM1 .2 on the activated magnetic track brake 104, which acts in the opposite direction M2.2 to the second driving direction M2.1.

The first cam surface 106.9 and the second cam surface 106.10 are in

present example of a substantially L-shaped, replaceable mounted driving element 106.1 1 of the first bearing element 106.5 formed. As a result, the wear subject driving surfaces 106.9 and 106.10 can be easily replaced.

Accordingly, the activated magnetic rail brake device 104 is taken or guided by the four first bearing elements 106.5 in the chassis longitudinal direction and the chassis transverse direction, since these are the directions in which the largest guiding or driving forces FMj.i (i, j = 1 , 2) in operation of

Magnetic rail brake 104 occur.

The first cam surface 106.9 and the first stop surface 104.3 as well as the second cam surface 106.10 and the second stop surface 104.4 in the deactivated Condition of the magnetic rail brake 104 is a gap, so that the magnetic rail brake device can initially be placed freely on the rail 05 and only when the onset of braking force a driving contact arises.

In the present example, the first bearing element 106.5 has a projection 106.12 facing the bogie frame 103.2, which engages in a corresponding recess in the bogie frame 103.2 and thus in the respective driving direction M1 .i or M2.i (i = 1, 2) form-fitting Connection between the first bearing member 106.5 and the bogie frame 03.2 manufactures to the screw connection between the

Bogie frame 103.2 and the first bearing element 106.5 of from the

Carrying forces FMj.i (i, j = 1, 2) resulting loads largely free to keep.

The second bearing element 106.6 in the present example is arranged and designed such that it is essentially free of loads resulting from the respective driving force FMj.i (i, j = 1, 2). This is particularly advantageous in the case of the detachable connection to the first bearing element 106.5 realized in the present example, since this connection then does not have to absorb such loads and accordingly can be designed particularly simply.

Hereby, in an advantageous manner, the force flow during the support or entrainment of the activated magnetic rail brake device 04 substantially to the first

Bearing element 106.5 are concentrated, whereby in particular the connection between the two bearing elements 106.5, 106.6 can be kept free of the resulting loads.

The above-described design with the integration of the function of supporting or entrainment of the activated magnetic rail brake 104 in the

Bearing devices 106.3 for the torsion bar 106.1 not only has the advantage that fewer components are needed to realize both functions, so that already hereby less space is needed. Rather, it is hereby possible in a simple manner to achieve a particularly compact design.

So it is possible, on the one hand, the torsion 106.2 close to the associated

Magnetic rail brake 104.1 to arrange. In addition, in an advantageous manner, the middle part 104.5 of the transverse struts 104.2 in the transverse direction of the chassis can already be reached immediately after the torsion levers 106.2 arranged far outward (by the bend shown in FIG The like) are brought to the torsion bar 106.1 to a small distance, so that in this respect an extremely space-saving design arises.

The present invention has been described above solely with reference to a double-deck trainset. However, it is understood that the invention can also be used in connection with any other rail vehicles, in particular in high-speed traffic.

Claims

claims

1 . Chassis unit of a rail vehicle with

- a chassis frame (103.2) and

a bearing device (106.3) for a roll support component (106.1) of a

Anti-roll device (106), wherein

- The chassis frame (103.2) a chassis longitudinal direction, a

Chassis transverse direction and a chassis height direction defined and

- The bearing device (106.3) is connected to the chassis frame (103.2), characterized in that

- The bearing device (106.3) at least one cam surface (106.9, 106.10) for a magnetic track brake device (104) for entrainment of the activated magnetic track brake device (104) in a driving direction forms.

2. Suspension unit according to claim 1, characterized in that the

Carrying direction has a direction component in the chassis longitudinal direction and / or the chassis transverse direction.

3. Suspension unit according to claim 1 or 2, characterized in that the

Bearing device (106.3) a bearing for a torsion bar (106.1) of

Anti-roll device (106) comprises.

4. Suspension unit according to one of claims 1 to 3, characterized in that

- The bearing device (106.3) at least a first bearing element (106.5) and a second bearing element (106.6), wherein

the first bearing element (106.5) and the second bearing element (106.6),

in particular for mounting the roll support component (106.1), are detachably connected to one another,

- The first bearing element (106.5) is attached to the chassis frame (103.2) and

- The first bearing element (106.5) which forms at least one driver surface (106.9, 106.10). Chassis unit according to claim 4, characterized in that

- On the at least one cam surface (106.9, 106.10) when activated

Magnetic rail brake device (104) has a driving force in the

Carrying direction is exerted on the magnetic rail brake device (104) and

- The first bearing element (106.5) is releasably attached to the chassis frame (103.2), wherein

- Is provided in the direction of the driving force positive connection between the first Lagereiement (106.5) and the chassis frame (103.2).

Chassis unit according to claim 4, characterized in that the first

Bearing element (106.5) in one piece or by a material connection with the chassis frame (103.2) is connected.

Chassis unit according to one of claims 4 to 6, characterized in that

- On the at least one cam surface (106.9, 106.10) when activated

Magnetic rail brake device (104) has a driving force in the

Carrying direction is exerted on the magnetic rail brake device (104) and

- The second bearing element (106.6) is arranged and designed so that it is substantially free of loads resulting from the driving force.

Chassis unit according to one of claims 3 to 7, characterized in that

- The first bearing element (106.5) is substantially L-shaped with a first

Leg (106.7) and a second leg (106.8) is formed, wherein

- The first leg (106.7) is attached to the chassis frame (103.2) and

- The second leg (106.8), in particular on a first leg (106.7) facing away from the at least one cam surface (106.9, 106.10) forms.

9. Suspension unit according to one of claims 1 to 8, characterized in that

- The magnetic rail brake device (104) has a stop surface which is adapted to cooperate with the driver surface (106.9, 106.10) for entrainment of the activated magnetic rail brake device (104), wherein - the stop surface and the driver surface (106.9, 106.10) in particular each other in the deactivated state the magnetic rail brake device (104) are assigned to form a gap.

Chassis unit according to one of claims 1 to 9, characterized in that

- The bearing device (106.3) is a first bearing means (106.3), which is arranged on a first longitudinal side of the chassis frame (103.2), and

a second bearing device (106.3) for the roll support component (106.1) is provided on a second longitudinal side of the undercarriage frame (103.2) opposite the first longitudinal side in the chassis transverse wall, wherein

- The second bearing means (106.3) in particular substantially identical to the first bearing means (106.3) is formed.

Chassis unit according to claim 10, characterized in that

- The first storage device (106.3) a first magnetic rail brake unit

(104.1) is associated with the magnetic rail brake device (104) and

- The second bearing device (106.3) is associated with a second magnetic rail brake unit (104.1) of the magnetic rail brake device (104), wherein

- The first magnetic rail brake unit (104.1) and the second

Magnetic rail brake unit (104.1) via a connecting element (104.2) in the Fahrwerksquernchtung are connected to each other, wherein

- The connecting element (104.2) in particular arranged and designed such that it with the driver surface (106.9, 106.10) for entrainment of the activated magnetic track brake device (104) in a driving direction

interacts.

Chassis unit according to claim 10 or 1 1, characterized in that

the first bearing device (106.3) and the second bearing device (106.3) the first roll support component (106.1) of the anti-roll device (106),

in particular a torsion bar (106.1), store and - At least one with the first roll support component (106.1) cooperating second roll support component (106.2) of the roll support means (106), in particular a torsion lever (106.2), in the chassis transverse direction between the first bearing means (106.3) and the second bearing means (106.3) is arranged.

Chassis unit according to one of claims 1 to 12, characterized in that

- The anti-roll device (106) is a first anti-roll device (106), the bearing device (106.3) is a first bearing means (106.3) and

- A second anti-roll device (106) with an associated second

Bearing means (106.3) is provided, which is arranged in the chassis longitudinal direction spaced from the first anti-roll device (106), wherein

- The second bearing means (106.3) is designed in particular for entrainment of the activated magnetic track brake device (104) in one of the driving direction opposite further driving direction.

Rail vehicle with a chassis unit according to one of claims 1 to 13, wherein it is designed in particular for operation at a nominal operating speed above 180 km / h, in particular above 200 km / h.

15. Rail vehicle according to claim 14, characterized in that it as

Double-deck vehicle is designed.