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EP3221202B1 - Poutre longitudinale et traverse pour un châssis de train de roulement d'un véhicule ferroviaire - Google Patents

Poutre longitudinale et traverse pour un châssis de train de roulement d'un véhicule ferroviaire Download PDF

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Publication number
EP3221202B1
EP3221202B1 EP16705499.8A EP16705499A EP3221202B1 EP 3221202 B1 EP3221202 B1 EP 3221202B1 EP 16705499 A EP16705499 A EP 16705499A EP 3221202 B1 EP3221202 B1 EP 3221202B1
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EP
European Patent Office
Prior art keywords
longitudinal
transverse support
support
transverse
cross member
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP16705499.8A
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German (de)
English (en)
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EP3221202A1 (fr
Inventor
Markus Hubmann
Radovan Seifried
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility Austria GmbH
Original Assignee
Siemens AG Oesterreich
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Application filed by Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Priority to PL16705499T priority Critical patent/PL3221202T3/pl
Publication of EP3221202A1 publication Critical patent/EP3221202A1/fr
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Publication of EP3221202B1 publication Critical patent/EP3221202B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • B61F5/52—Bogie frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes

Definitions

  • the invention relates to a longitudinal member for a chassis frame of a rail vehicle, wherein in a, based on a longitudinal direction of the chassis frame centrally located central portion of the longitudinal member a box-shaped first connection portion is provided, wherein the first connection portion for this purpose has an opening with a sectionally straight first circumferential edge for connecting a cross member of the chassis frame and wherein the opening opens the first connection portion normal to the longitudinal direction in a transverse direction of the chassis frame, and a Cross member for a chassis frame of a rail vehicle, comprising a cross member upper flange, a cross member lower flange, and two side walls connecting the cross member upper flange and the cross member lower flange, wherein the cross member relative to a transverse direction of the chassis frame end seen each having a second box-shaped connection portion, which second connection portion has a partially straight second peripheral edge for connecting a longitudinal member of the chassis frame.
  • the invention further relates to landing gear frames, which are composed of such longitudinal and transverse beams.
  • Bogies, also called bogies, of rail vehicles usually have two wheelsets, which on rails are guided, and are connected to car bodies of the rail vehicle.
  • An integral part of a chassis is a chassis frame to which the wheelsets, eg. Via a Radsatz Entry or a primary suspension, and the car body, eg. Via a secondary suspension and a device for power transmission, are connected.
  • the power flows between the individual components run mainly on the chassis frame.
  • the chassis frame typically comprises two longitudinal members, which are aligned parallel to a longitudinal direction, which corresponds to the direction of travel of the rail vehicle in the operating state, and one or more cross members, which is aligned parallel to a longitudinal direction perpendicular to the longitudinal direction, wherein the variant with a Cross member is referred to as H-type.
  • the longitudinal members may also be designed as closed by means of headrests frame.
  • the longitudinal members have a central portion which, viewed in the longitudinal direction, is arranged in the middle of the longitudinal members.
  • a first box-shaped connection portion for connection to the cross member, which has an opening which opening is open in the transverse direction, ie to the cross member.
  • the longitudinal members are designed cranked, so that an end portion of the longitudinal member is aligned parallel to the central portion, wherein the two portions are connected by a transition portion.
  • the cross member is formed in the H-shape as a box-shaped profile and includes a cross member upper flange, a cross member lower flange and two side walls, each consisting of individual sheets or plate-shaped metal parts. Seen in a longitudinal direction of the cross member, which corresponds to the transverse direction of the chassis frame, the cross member respectively at the end a second connection portion for connection to one of the longitudinal members.
  • the cross member is loaded with all main forces, which are passed on the side members in the wheelsets on.
  • the connection of the longitudinal members with the cross member at the connection sections is particularly stressed.
  • the compound In order to meet the functional requirements and to provide the specified operational stability, the compound is usually made solid and thus very stiff.
  • This stiff and massive design of the welds, which are usually used for connection is achieved by large weld lengths and large weld cross-sections to compensate for the low strength of the welds.
  • massive bulkhead plates which are arranged between the cross member and side member and welded to both.
  • connection sections each have an opening, which in sections comprise straight peripheral edges for connecting the cross member to the longitudinal members.
  • the shows CN 103 085 829 A a chassis frame with side rails and cross members, wherein the cross member having connection portions with sections straight peripheral edges for connection to the side rails.
  • the invention relates to a side member for a chassis frame of a rail vehicle, wherein a box-shaped first connection section is provided in a central section of the longitudinal member lying centrally relative to a longitudinal direction of the chassis frame, wherein the first connection portion for this purpose has an opening with a sectionally straight first circumferential edge for connecting a cross member of the chassis frame and wherein the opening opens the first connection portion normal to the longitudinal direction in a transverse direction of the chassis frame.
  • the first peripheral edge is designed as four rectilinear first connecting edges, which connecting edges are separated from each other by first recesses.
  • the peripheral edge is composed in a longitudinal beam according to the invention from those edges which form the outer boundary of the first terminal portion seen in the transverse direction, in other words are those edges which lie in the normal plane to the transverse direction, which normal plane, the maximum extent of the first terminal portion limited in the transverse direction.
  • the first recesses which are preferably arranged at the corners of the box-shaped first connection section, prevent the abutting of two first connection edges, since stress peaks would form during welding in this region, ie when two weld seams abut each other. These stress peaks are avoided by the recesses in the corner areas, so that the welds have to be designed for a lower load.
  • the required sheet thickness of the longitudinal member which can also be reduced due to the reduced weld cross-sections, also results in the straightening effort, which is also reduced due to the reduced weld lengths and cross-sections, also in view of the weld cross-sections, which can be reduced due to the lower load positive effects, which result in a reduction of the overall weight of the chassis frame and the manufacturing costs.
  • the longitudinal member comprises a longitudinal member upper flange and a longitudinal member lower flange, wherein in the first connection portion two side members connecting the longitudinal member upper flange and the longitudinal member lower flange parallel to the transverse direction are arranged.
  • the first connection portion can be produced easily if it comprises a section of the longitudinal member upper belt and longitudinal beam lower belt and the box shape is formed by two side elements.
  • the side elements may be formed, for example, as bulges of side walls of the longitudinal member, although the side member has a box-shaped profile. It is also conceivable that the opening is arranged directly in a side wall of the longitudinal member and thus the side members are formed directly by the side wall itself.
  • first connecting edge is formed on the longitudinal member upper flange, a lower first connecting edge on the longitudinal member lower flange and a lateral first connecting edge on the side elements, then in a further embodiment of the invention, a particularly favorable course of the first connecting edges and thus also of the weld seams achievable when the first recesses are arranged at the imaginary intersections of the first connecting edges.
  • the first recesses in a further preferred embodiment of the invention cover between 5% and 30%, preferably between 8% and 25%, in particular between 10% and 20 %, of the circumference of a rectangle formed by the imaginary extensions of the first connecting edges. Because the first connection edges are arranged on a box-shaped first connection section, the first connection edges are arranged on the circumference of a rectangle. This rectangle thus corresponds to that rectangle which is formed by the imaginary extensions of the first connecting edges, in the normal plane to the transverse direction. By covering the rectangle with the first recesses, which overlap is generally evenly distributed to the individual first recesses, a minimum distance between the first connecting edges is ensured.
  • first recesses also extend in the transverse direction, wherein the extent of the first recesses in the transverse direction is greater than the covered area of the rectangle.
  • first recesses in the region of the first connecting edges for example by first rod-shaped sections for weld extension, narrowed and open in the transverse direction behind the first connecting edges to a maximum extent normal to the transverse direction.
  • Fillet welds ie welds with a triangular cross-section, which are usually attached to a rectangular edge, and are used for example according to the prior art for welding bulkhead plates, hold for the same amount of used welding material less load than, for example butt welds, so welds which connect two blunt ends of sheets and in which the entire, for example. Rectangular cross section, the weld is formed vollqueritesserrared. Therefore, it is provided in a preferred embodiment of a longitudinal beam according to the invention that the first connecting edges are formed such that a full cross-section detecting connection with the cross member, preferably by means of a butt weld, can be achieved.
  • the longitudinal member upper flange and the longitudinal member lower flange are loaded by the forces to be introduced into the longitudinal member higher than the side elements and at the same time the post-processing of the side elements is often easier, provides a further embodiment of the invention that at least 70%, preferably at least 85% , the total area of each of the first recesses lies on one of the side elements.
  • the total area of the first recess refers to that theoretical flat surface, which forms the first recess, which would be seen if the corresponding side member is folded by 90 ° in the plane of the longitudinal member upper belt or the longitudinal member lower chord, so that Form side member and side member upper flange or side member lower flange a common flat surface.
  • the longitudinal member is formed as I-beam and the side elements inserted into the I-beam, preferably welded, are.
  • the side elements are separately manufactured sheet metal parts, which preferably bridge the entire space of the longitudinal member between the longitudinal member upper flange, side member lower flange and a web.
  • Such trained side elements are preferably connected by means of welds with the elements of the longitudinal member.
  • a further reduction in weight is achieved in a further embodiment in that the side elements have at least one side opening spaced from the first connection section.
  • the invention also relates to a cross member for a chassis frame of a rail vehicle, comprising a cross member upper flange, a cross member lower flange, and two cross member upper flange and the cross member lower flange connecting side walls, wherein the cross member relative to a transverse direction of the chassis frame end seen each having a second box-shaped connection portion, which second connection portion has a partially straight second peripheral edge for connecting a longitudinal member of the chassis frame.
  • the second circumferential edge is designed as four rectilinear second connecting edges, which second connecting edges are separated from each other by second recesses.
  • the peripheral edge is composed in a cross member according to the invention from those edges which form the outer boundary of the second terminal portion seen in the transverse direction, in other words are those edges which lie in the normal plane to the transverse direction, which normal plane, the maximum extent of the second terminal portion limited in the transverse direction.
  • the second recesses which are preferably arranged at the corners of the box-shaped second connection section, prevent abutment of two second connection edges, since stress peaks would form during welding in this region, ie when two weld seams abut each other. This results in a cross member according to the invention the same advantages as previously described for the side member.
  • An embodiment variant of a cross member according to the invention provides that an upper second connecting edge is formed on the cross member upper flange, a lower second connecting edge on the cross member lower flange and a lateral second connecting edge on the side walls, wherein the second recesses are arranged at the imaginary intersections of the second connecting edges are.
  • the second cutouts cover between 5% and 30%, preferably between 8% and 25%, in particular between 10% and 20%, the circumference of a rectangle formed by the imaginary extensions of the second connecting edges.
  • the second connection edges are arranged on a box-shaped second connection portion, the second connection edges are arranged on the circumference of a rectangle. This rectangle thus corresponds to that rectangle, which arises through the imaginary extensions of the second connecting edges, in the normal plane to the transverse direction. Due to the overlapping of the rectangle by the second recesses, which overlaps are generally divided equally between the individual second recesses, a minimum distance between the second connecting edges is ensured.
  • the second recesses also extend in the transverse direction, wherein the extension of the second recesses in the transverse direction is greater than the covered area of the rectangle.
  • the second recesses in the region of the second connecting edges for example by second rod-shaped sections for weld extension, narrowed and open in the transverse direction behind the second connecting edges to a maximum extent normal to the transverse direction.
  • the second attachment edges are such are formed so that a full cross-section detecting connection with the longitudinal beam, preferably by means of a butt weld, can be achieved.
  • a full cross-section detecting connection with the longitudinal beam, preferably by means of a butt weld.
  • such can also be easier nachbes, so for example Abrade sheet metal to improve the fatigue strength of the welds.
  • compounds designed in this way can be tested with all known test methods.
  • cross member upper flange and side wall possible. Therefore, in a further preferred embodiment of a cross member according to the invention is provided that between 35% and 60% of the total area of each of the second recesses lies on one of the side walls and the rest of the total area on the respective cross member upper flange or cross member lower flange.
  • the total area of the second recess refers to that plane the second recess forming surface, which would be seen if the corresponding side wall is folded by 90 ° in the plane of the cross member upper belt or the cross member lower chord, so that sidewall and cross member Upper belt or cross member lower belt form a common flat surface.
  • the cross member is formed as a bent part, wherein between the side walls and the cross member upper flange and between the side walls and the cross member lower belt each having a bending area is formed.
  • Bending parts are produced in a bending process, also known as bending, by introducing a bending moment into a flat green body, the so-called unwinding or Blechabwicklung, the green body plastically deformed and thus brought into a two- or three-dimensional shape.
  • Suitable manufacturing methods are, for example, the die bending or the swivel bending. Those areas that are plastically deformed are referred to as bending areas and are characterized by a homogeneous and favorable voltage curve.
  • the bent part may also consist of several bent sections together, therefore, has a particularly favorable voltage curve, since instead of the edge between the cross member upper flange and side wall, which is connected by the prior art by means of weld, the Bending area connects the cross member upper flange and the first side wall. Accordingly, the same applies to the connection of the cross member upper flange and the second side wall, or cross member lower flange and the first and second side wall.
  • the bending regions relate to the respective plastically deformed, preferably curved, regions of the cross member.
  • the thickness of the sheet, from which the cross member is made can be reduced and, on the other hand, no fillet welds are required for connection, so that in comparison to the prior art both weight is saved and the twisting stiffness is reduced ,
  • a further particularly preferred embodiment variant of the invention provides that the cross member has a belt opening at least on the cross member upper flange and on the cross member lower flange, wherein at least one of the belt openings occupies at least 50% of the surface of the cross member upper belt or of the cross member lower belt. Due to the relatively large opening of the belt, the torsional stiffness of the cross member is further reduced in order to achieve a greatly improved derailment safety of the rail vehicle.
  • a chassis frame for a rail vehicle with two longitudinal members according to the invention and a cross member connecting the two longitudinal members, wherein each of the second connection portions of the cross member is connected to a first connection portion of a longitudinal member.
  • the first connecting edges of the longitudinal members are connected to the respective second connecting edges of the cross member by means of a weld.
  • the design of the connecting edges described in detail above results in a combination of a cross member according to the invention with two longitudinal members according to the invention, a number of advantageous effects:
  • the rectilinear connecting edges and the recesses arranged between them allow a connection of the first connecting portions to the second connecting portions with welds, which are exclusively rectilinear and do not adversely affect each other by the action of heat.
  • welds as full-cross-sectional connections, preferably as butt welds, both weld cross-section and weld length, and the sheet thickness of the cross member and at least the first connection portion of the longitudinal member can be reduced.
  • the side members are designed as I-beams and if the cross member is designed as a bent part, the result is a chassis frame with low torsional rigidity and thus high safety against derailment.
  • a belt opening is provided in the cross member upper belt or in the cross member lower belt, which occupies at least 50% of the surface of the cross member upper belt or of the cross member lower belt, so this belt opening can be used as an access opening for machining process.
  • the welds can be counter welded between the connecting edges and aftertreated on both sides, for example, ground.
  • the problem of corrosion is solved so that the belt openings do not have to be closed.
  • the fatigue strength is greatly increased by the post-treatment and counter welding of the welds.
  • a repair of the welds on the chassis frame is possible or associated with much less effort than in generic chassis frame.
  • FIG. 1 shows a three-dimensional representation of an embodiment of a chassis frame according to the invention for a rail vehicle.
  • This comprises two longitudinal members 1, which are aligned parallel to a longitudinal direction 11, and one the two side members.
  • 1 connecting cross member 18 which is aligned parallel to a normal to the longitudinal direction 11 transverse direction 12.
  • the longitudinal direction 11 corresponds to the direction of travel of the rail vehicle in the operating state.
  • the longitudinal members 1 are designed as I-beam and thus have a side member upper flange 2, a longitudinal member lower flange 3 and the two symmetrically connecting web 4 (see Fig. 2 ) on.
  • a cranked shape of the longitudinal member 1 is given by having a central portion 7 and, in the longitudinal direction 11 in front and behind the central portion 7, an end portion 9 parallel to the central portion 7, which portions 7, 9 are connected by an inclined transition portion 8 ,
  • the longitudinal member upper flange 2 and the longitudinal member lower flange 3 run parallel to one another.
  • the connection between the cross member 18 and the longitudinal member 1 takes place on the side of the longitudinal member 1 via a arranged in the central portion 7 first box-shaped connection portion 13.
  • the first connection portion 13 is formed by side member upper flange 2, side member lower flange 3, and two side members 5 and opens in the transverse direction 12 to the cross member 18 out.
  • each side member 1 has two Radsatz Equipmentsbuchsen 29, which have a circular cross section and are used to receive a bolt of the wheelset.
  • the longitudinal axes of Radsatz Equipmentsbuchsen 29 are aligned parallel to the transverse direction 12.
  • the cross member 18 is formed in the present embodiment as a one-piece box-shaped bent part, which seen in the transverse direction 12 each end forms a second box-shaped connection portion 24.
  • the second connection portions 24 of the cross member 18 are in each case via welds, in particular butt welds, with the respective first connection portion 13 of a longitudinal member 1 connected.
  • FIG. 2 an enlarged detail of the first terminal portion 13 is shown, wherein also a part of the second connection portion 24 of the cross member 18 can be seen.
  • the side elements 5 are aligned substantially parallel to the transverse direction 12 and are connected to the side member upper flange 2, side member lower flange 3 and the web 4 by means not shown welds.
  • the side elements 5 have in the region of the web 4 a spaced apart from the web side opening 6, which has the shape of a triangle with rounded edges, wherein the longest edge of the triangle is parallel to the web 4.
  • a peripheral edge of the first connecting portion 13, ie that edge which lies in a normal plane of the transverse direction 12 and the cross member 18 contacted, is composed of four first connecting edges 14,15,16:
  • the first connecting edges 14,15,16 are separated from each other by first recesses 17, so that the first connecting edges 14,15,16 are exclusively rectilinear and do not touch each other.
  • Arranged are the first recesses 17 at the imaginary intersections of the extensions of the first connecting edges 14,15,16, ie in In other words, at the corners of an imaginary rectangle, on which the first connecting edges 14,15,16 lie.
  • the first recesses 17 cover about 17.5% of the circumference.
  • the first recesses 17 also extend in the transverse direction 12, in which case a substantially U-shaped form results in the side elements 5, which constitutes about 80% of the total area of the first recess 17.
  • the recess 17 is narrowed, since the side elements 5 for extending the first lateral connection edge 16 or the weld attached thereto, first rod-shaped portions 30, which in the direction of the longitudinal member upper belt 2 and of the longitudinal beam lower belt 3 or parallel to a height direction, normal to the longitudinal direction 11 and transverse direction 12, are aligned.
  • the first recess 17 is increased in the height direction, so that the first rod-shaped sections 30 are formed by an undercut of the first lateral connecting edge 16.
  • the upper first terminal edge 14 or the lower first terminal edge 15 also form a further first rod-shaped section for extending the welds, which are aligned parallel to the longitudinal direction 11.
  • FIG. 3 shows a cross member 18 with box-shaped profile, wherein the cross section is normal to the transverse direction 12.
  • the cross member comprises a cross member upper flange 19, which faces a car body of a rail vehicle in the installed state, a cross member lower flange 20, which faces the rails in the installed state, and two side walls 21, which form the left and right side of the cross member.
  • the cross member 18 Seen in the transverse direction 12, the cross member 18 at each end, ie at the front and rear ends, a second connection portion 24.
  • These second connection sections 24 serve to connect the Cross member 18 to one longitudinal beam 1. This is the second connection portions 24 in the present example to the open ends of the box-shaped cross member 18th
  • the cross member 18 is formed as a bent part, in the present case as a one-piece bent part.
  • a corresponding manufacturing method for example, folding, swivel bending or swaging
  • the box-shaped profile of the cross member 18 is made from a flat development by locally deformed locally by means of an induced bending moment, the settlement, so that forms a three-dimensional shape of the essentially two-dimensional development.
  • the following positive effect results from such a production method: Since the bent part is a single part, which forms both the cross member upper flange 19, the cross member lower flange 20 and the side walls 21, only a single connecting weld seam is needed to achieve this Box profile manufacture.
  • this connection weld seam is preferably arranged outside the bending regions 22, for example it runs parallel to the transverse direction 12 in the middle of the transverse support lower belt 20.
  • a bending region 22 forms in that region which has been plastically deformed during the production process.
  • the bending region 22 represents a curved region, which in the present example is designed as a transition radius with a bending radius.
  • the bending radius is a circle radius, wherein in alternative embodiments, curves with different curvature, such as ellipses, are conceivable.
  • a bending portion 22 is formed.
  • bending regions 22 in the same shape are also formed at the transition between side walls 21 and the cross member lower flange 20, so that the cross section of the cross member has the shape of a rectangle with rounded corners normal to the transverse direction 12.
  • a peripheral edge of the second connecting portion 24, ie that edge which lies in a normal plane of the transverse direction 12 and contacts the longitudinal member 1, is composed of four second connecting edges 25, 26, 27: an upper second connecting edge 25, which extends from the cross member upper flange 19 is formed, a lower second connecting edge 26 which is formed by the cross member lower flange 20, and two lateral second connecting edges 27, which is formed by a respective one of the side walls 21.
  • the second connecting edges 25,26,27 are separated from each other by second recesses 28, so that the second connecting edges 25,26,27, as well as the first connecting edges 14,15,16, run exclusively straight and do not touch each other.
  • the second recesses 28 are arranged at the imaginary intersections of the extensions of the second connecting edges 25,26,27, in other words at the corners of an imaginary rectangle on which the second connecting edges 25,26,27 lie.
  • the second recesses 28 cover about 17.5% of the circumference.
  • the second recesses 28 also extend in the transverse direction 12, starting from the second connecting edges 25,26,27 in the direction of the center of the cross member 18.
  • the second recesses 28 are approximately equally divided on cross member upper flange 19 and cross member lower flange 20 and the respective side wall 21. Since the second recesses 28 are narrowed in the region of the second connecting edges 25, 26, 27, second rod-shaped sections 31 are thus formed, which serve as an extension of the second connecting edges 25, 26, 27 or the weld seams attached thereto. The second rod-shaped sections 31 form an inner edge of the semicircular region of the second recesses 28. Of course, the same applies to a second theoretical state in which the side walls 21 are folded in the other direction and form a common flat surface with the cross member lower flange 20.
  • first and second recesses 17,28 again FIG. 2 , it is clear that the first and second recesses 17,28 form a common recess, the edges of which merge into one another, with the first and second rod-shaped sections 30, 31 projecting into the common recess.
  • the cross member upper flange 19 has a belt opening 23 which has a substantially rectangular shape, wherein curves and constrictions are provided in the mold.
  • the belt opening 23 is aligned symmetrically with respect to the cross member upper flange 19 both in the longitudinal direction 11 and in the transverse direction 12 and occupies about 30% of the surface of the cross member upper belt 19.
  • the cross member lower flange 20 has a belt opening 23 which is aligned both in the longitudinal direction 11 and in the transverse direction 12 symmetrically to the cross member lower flange 20.
  • this belt opening 23 is elliptical and takes about 75% the surface of the cross member lower belt 20, so that the cross member lower flange 20 has a lower shear stiffness and torsional rigidity than the cross member upper flange 19.
  • the belt opening 23 of the cross member lower belt 20 serves as an access opening for processing, as through this the welds, which connect the first connecting edges 14,15,16 and the second connecting edges 25,26,27, preferably by means of full-cross-cutting butt welds, both sides counter-welded and reworked accordingly, abraded about on both sides of the weld blecaria, can be.

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  • Body Structure For Vehicles (AREA)
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Claims (18)

  1. Support longitudinal (1) pour un châssis de train de roulement d'un véhicule ferroviaire,
    dans lequel une première portion de jonction (13) en forme de caisson est prévue dans une portion centrale (7) du support longitudinal (1) située centralement par rapport à une direction longitudinale (11) du châssis de train de roulement,
    dans lequel la première portion de jonction (13) comprend une ouverture (10) correspondante avec un premier bord périphérique droit par portions pour la jonction d'un support transversal (18) du châssis de train de roulement et
    dans lequel l'ouverture (10) ouvre la première portion de jonction (13) perpendiculairement à la direction longitudinale (11) dans une direction transversale (12) du châssis de train de roulement,
    caractérisé en ce que
    le premier bord périphérique est conçu sous la forme de quatre premiers bords de jonction (14, 15, 16) s'étendant de façon rectiligne, lesquels bords de jonction (14, 15, 16) sont séparés les uns des autres par des premiers évidements (17).
  2. Support longitudinal (1) selon la revendication 1, caractérisé en ce que le support longitudinal (1) comporte une membrure supérieure (2) de support longitudinal et une membrure inférieure (3) de support longitudinal, dans lequel dans la première portion de jonction (13) sont disposés parallèlement à la direction transversale (12) deux éléments latéraux (5) reliant la membrure supérieure (2) de support longitudinal et la membrure inférieure (3) de support longitudinal.
  3. Support longitudinal (1) selon la revendication 2, caractérisé en ce qu'un premier bord de jonction supérieur (14) est conçu sur la membrure supérieure (2) de support longitudinal, un premier bord de jonction inférieur (15) est conçu sur la membrure inférieure (3) de support longitudinal et un premier bord de jonction latéral (13) est conçu respectivement sur les éléments latéraux (5), dans lequel les premiers évidements (17) sont disposés sur les points d'intersection imaginaires des premiers bords de jonction (14, 15, 16).
  4. Support longitudinal (1) selon l'une des revendications 1 à 3, caractérisé en ce que les premiers évidements (17) recouvrent entre 5 % et 30 %, de préférence entre 8 % et 25 %, en particulier entre 10 % et 20 %, de la périphérie d'un rectangle formé par les prolongements imaginaires des premiers bords de jonction (14, 15, 16).
  5. Support longitudinal (1) selon l'une des revendications 1 à 4, caractérisé en ce que les premiers bords de jonction (14, 15, 16) sont conçus de telle sorte qu'une liaison couvrant pleinement la section transversale puisse être obtenue avec le support transversal, de préférence au moyen d'un joint bout à bout.
  6. Support longitudinal (1) selon l'une des revendications 2 à 5, caractérisé en ce qu'au moins 70 %, de préférence au moins 85 %, de la surface totale de chacun des premiers évidements (17) est située sur l'un des éléments latéraux (5).
  7. Support longitudinal (1) selon l'une des revendications 2 à 6, caractérisé en ce que le support longitudinal (1) est conçu sous la forme d'un support en I et les éléments latéraux (5) sont introduits, de préférence soudés, dans le support en I.
  8. Support longitudinal (1) selon la revendication 7, caractérisé en ce que les éléments latéraux (5) comprennent au moins une ouverture latérale (6) écartée de la première portion de jonction (13).
  9. Support transversal (18) pour un châssis de train de roulement d'un véhicule ferroviaire, comportant une membrure supérieure (19) de support transversal, une membrure inférieure (20) de support transversal, ainsi que deux parois latérales (21) reliant la membrure supérieure (19) de support transversal et la membrure inférieure (20) de support transversal, le support transversal (18) comprenant respectivement une deuxième portion de jonction (24) en forme de caisson prévue à ses extrémités par rapport à une direction transversale (12) du châssis de train de roulement, laquelle deuxième portion de jonction (24) comprend un deuxième bord périphérique droit par portions pour la jonction d'un support longitudinal (1) du châssis de train de roulement,
    caractérisé en ce que
    le deuxième bord périphérique est conçu sous la forme de quatre deuxièmes bords de jonction (25, 26, 27) s'étendant de façon rectiligne, lesquels deuxièmes bords de jonction (25, 26, 27) sont séparés les uns des autres par des deuxièmes évidements (28).
  10. Support transversal (18) selon la revendication 9, caractérisé en ce qu'un deuxième bord de jonction supérieur (25) est conçu sur la membrure supérieure (19) de support transversal, un deuxième bord de jonction inférieur (26) est conçu sur la membrure inférieure (20) de support transversal et un deuxième bord de jonction latéral (27) est conçu respectivement sur les parois latérales (21), dans lequel les deuxièmes évidements (28) sont disposés sur les points d'intersection imaginaires des deuxièmes bords de jonction (25, 26, 27).
  11. Support transversal (18) selon la revendication 9 ou la revendication 10, caractérisé en ce que les deuxièmes évidements (28) recouvrent entre 5 % et 30 %, de préférence entre 8 % et 25 %, en particulier entre 10 % et 20 %, de la périphérie d'un rectangle formé par les prolongements imaginaires des deuxièmes bords de jonction (25, 26, 27).
  12. Support transversal (18) selon la revendication 11, caractérisé en ce que les deuxièmes bords de jonction (25, 26, 27) sont conçus de telle sorte qu'une liaison couvrant pleinement la section transversale puisse être obtenue avec le support longitudinal (1), de préférence au moyen d'un joint bout à bout.
  13. Support transversal (18) selon l'une des revendications 9 à 12, caractérisé en ce qu'entre 35 % et 60 % de la surface totale de chacun des deuxièmes évidements (28) est située sur l'une des parois latérales (21) et le reste de la surface totale est située sur la membrure supérieure (19) de support transversal ou membrure inférieure (20) de support transversal respective.
  14. Support transversal (18) selon l'une des revendications 9 à 13, caractérisé en ce que le support transversal (18) est conçu sous la forme d'une pièce cintrée, dans lequel une zone cintrée (22) est conçue respectivement entre les parois latérales (21) et la membrure supérieure (19) de support transversal ainsi qu'entre les parois latérales (21) et la membrure inférieure (20) de support transversal.
  15. Support transversal (18) selon l'une des revendications 9 à 14, caractérisé en ce que le support transversal (18) comprend une ouverture de membrure (23) au moins sur la membrure supérieure (19) de support transversal et sur la membrure inférieure (20) de support transversal, dans lequel au moins l'une des ouvertures de membrure (23) occupe au moins 50 % de la surface de la membrure supérieure (19) de support transversal ou de la membrure inférieure (20) de support transversal, respectivement.
  16. Châssis de train de roulement pour un véhicule ferroviaire, avec deux supports longitudinaux (1) selon l'une des revendications 1 à 8 et un support transversal (18) selon l'une des revendications 9 à 15 reliant les deux supports longitudinaux (1), dans lequel chacune des deuxièmes portions de jonction (24) du support transversal (18) est reliée à une première portion de jonction (13) d'un support longitudinal (1).
  17. Châssis de train de roulement selon la revendication 16, caractérisé en ce que les premiers bords de jonction (14, 15, 16) des supports longitudinaux (1) sont reliés aux deuxièmes bords de jonction (25, 26, 27) respectifs du support transversal (18) au moyen d'un joint soudé.
  18. Châssis de train de roulement selon la revendication 17, caractérisé en ce que les joints soudés se présentent sous la forme d'une liaison couvrant pleinement la section transversale, de préférence sous la forme de joints bout à bout.
EP16705499.8A 2015-03-03 2016-02-18 Poutre longitudinale et traverse pour un châssis de train de roulement d'un véhicule ferroviaire Active EP3221202B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL16705499T PL3221202T3 (pl) 2015-03-03 2016-02-18 Podłużnica i poprzecznica do ramy podwozia pojazdu szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50166/2015A AT516923A3 (de) 2015-03-03 2015-03-03 Längsträger und Querträger für einen Fahrwerksrahmen eines Schienenfahrzeuges
PCT/EP2016/053445 WO2016139070A1 (fr) 2015-03-03 2016-02-18 Poutre longitudinale et traverse pour un châssis de train de roulement d'un véhicule ferroviaire

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EP3221202A1 EP3221202A1 (fr) 2017-09-27
EP3221202B1 true EP3221202B1 (fr) 2019-02-06

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US (1) US10766509B2 (fr)
EP (1) EP3221202B1 (fr)
CN (1) CN208585247U (fr)
AT (1) AT516923A3 (fr)
ES (1) ES2724627T3 (fr)
PL (1) PL3221202T3 (fr)
PT (1) PT3221202T (fr)
TR (1) TR201905557T4 (fr)
WO (1) WO2016139070A1 (fr)

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AT515583A1 (de) * 2014-03-19 2015-10-15 Siemens Ag Oesterreich Drehgestellrahmen
CN107554546B (zh) * 2017-09-19 2020-05-29 中车长春轨道客车股份有限公司 一种转向架构架及具有该转向架构架的转向架
EP3620345A4 (fr) * 2017-09-19 2021-01-20 CRRC Changchun Railway Vehicles Co., Ltd. Châssis de bogie et bogie équipé de celui-ci
CN110549041A (zh) * 2018-06-04 2019-12-10 中国核工业第五建设有限公司 一种直缝焊机
CN108909757A (zh) * 2018-06-15 2018-11-30 中车青岛四方机车车辆股份有限公司 一种铁路车辆转向架构架及转向架
JP7210330B2 (ja) * 2019-03-01 2023-01-23 株式会社神戸製鋼所 アルミニウム合金部材
CN209419498U (zh) 2019-03-25 2019-09-20 阳光电源股份有限公司 Igbt模块及其导体安装结构、逆变器
US11827251B2 (en) * 2020-11-24 2023-11-28 Crrc Qingdao Sifang Co., Ltd. Rail vehicle and bogie
CN112659963B (zh) * 2020-12-24 2023-07-25 国网智慧能源交通技术创新中心(苏州)有限公司 一种换电悬臂的底部支撑结构

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CN103085829A (zh) * 2013-01-29 2013-05-08 济南轨道交通装备有限责任公司 快速货车转向架
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Publication number Publication date
PT3221202T (pt) 2019-05-08
AT516923A2 (de) 2016-09-15
EP3221202A1 (fr) 2017-09-27
US20180043910A1 (en) 2018-02-15
PL3221202T3 (pl) 2019-07-31
TR201905557T4 (tr) 2019-05-21
ES2724627T3 (es) 2019-09-12
US10766509B2 (en) 2020-09-08
AT516923A3 (de) 2018-01-15
CN208585247U (zh) 2019-03-08
WO2016139070A1 (fr) 2016-09-09

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