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EP4013655B1 - Train de roulement pour véhicule ferroviaire - Google Patents

Train de roulement pour véhicule ferroviaire Download PDF

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Publication number
EP4013655B1
EP4013655B1 EP20789489.0A EP20789489A EP4013655B1 EP 4013655 B1 EP4013655 B1 EP 4013655B1 EP 20789489 A EP20789489 A EP 20789489A EP 4013655 B1 EP4013655 B1 EP 4013655B1
Authority
EP
European Patent Office
Prior art keywords
spring
chassis
bearing apparatus
drive unit
bearing
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
EP20789489.0A
Other languages
German (de)
English (en)
Other versions
EP4013655C0 (fr
EP4013655A1 (fr
Inventor
Thomas Weidenfelder
Gerd Löffler
Christian Moser
Roland Paar
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 Mobility Austria GmbH
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
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Publication of EP4013655A1 publication Critical patent/EP4013655A1/fr
Application granted granted Critical
Publication of EP4013655C0 publication Critical patent/EP4013655C0/fr
Publication of EP4013655B1 publication Critical patent/EP4013655B1/fr
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Anticipated expiration legal-status Critical

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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
    • 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
    • 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

Definitions

  • the invention relates to a chassis of a rail vehicle, with at least one chassis frame to which at least a first wheel set and a second wheel set are coupled and to which at least a first drive unit and a second drive unit are connected.
  • Tie rods or tie/push rods as longitudinal carriers can hardly be connected to end supports of chassis frames of rail vehicle chassis, since on the one hand the lengths of the tie rods or tie/push rods would be too short and consequently angles would become too large due to turning and pitching of the chassis and on the other hand the free space to guide the tie rods or tie/push rods under a drive unit to cross members of the chassis frame is only available to a limited extent due to limited installation space budgets.
  • Such longitudinal carriers have the disadvantage that they have to be made solid and that a strong weight shift is caused due to relatively high force introduction points between the car bodies and the chassis.
  • different load conditions on the wheel sets of the chassis must be compensated electrically, for example via a drive control, or by means of actuators.
  • weight shifts are compensated electrically, motors, power converters, Wiring, wheel axles, etc. oversized accordingly
  • the state of the art for example, is the CN 105 292 139 A which shows a chassis of a rail vehicle.
  • WO 2015/117678 A1 shows a rail vehicle with a longitudinal carriage of a car body by a chassis via a pivot pin.
  • the WO 2011/141510 A1 a drive of a rail vehicle.
  • the drive is connected via a cardan to a chassis or a car body of the rail vehicle on the one hand and to a wheel set of the chassis on the other. Due to its cardan bearing, the drive is rotatable with respect to two axes of rotation that are aligned perpendicularly to each other, which in turn are aligned perpendicularly to a rotor axis of rotation of the drive.
  • the EP 3 272 614 A1 a chassis for a rail vehicle is disclosed, the wheel sets of which have a smooth steering behavior, which is achieved due to ball-joint connections of a drive of the rail vehicle with a chassis frame.
  • the last two approaches in their known forms have the disadvantage of excessive mobility of the drives relative to the chassis frames, wheel sets and/or car bodies of the rail vehicles for certain categories of rail vehicles or chassis and/or for certain driving speed ranges.
  • a chassis for a rail vehicle has a first drive unit, which is connected to a car body via a steering rod.
  • the first drive unit is coupled to a second drive unit of the chassis.
  • the first The drive unit and the second drive unit are connected to a chassis frame via pendulums.
  • the invention is based on the object of specifying a chassis that is further developed compared to the prior art, the longitudinal drive and the drive bearing of which enable acceleration and deceleration with little weight shift.
  • the spring stiffness of one or more springs of the first coupling rod can be dimensioned to suit the required tractive force ranges and the required compression and rebound resistances of the chassis.
  • a drive bearing is achieved that is adapted to the longitudinal drive via the first coupling rod. Movements of the first drive unit that disrupt the longitudinal drive (i.e. rotational or tilting movements about a chassis longitudinal axis and about the chassis transverse axis) are avoided. Only slight rotational movements about the drive vertical axis are possible, which can move with the first drive unit in the direction of the chassis transverse axis due to a translational mobility of the first drive unit in the direction of the chassis transverse axis.
  • the first drive unit acts as a damper with respect to vibrations transverse to a direction of travel of the rail vehicle.
  • a favorable embodiment is obtained if first stiffnesses of the first bearing device and the second bearing device in a plane formed by a chassis longitudinal axis and a chassis vertical axis and second stiffnesses of the first bearing device and the second bearing device in the direction of the chassis transverse axis are adjustable independently of one another.
  • a particularly strong spread of stiffnesses of the first bearing device and the second bearing device and thus a high resistance to rotational or tilting movements of the first drive unit about the chassis longitudinal axis and about the chassis transverse axis as well as a smooth translational mobility of the first drive unit in the direction of the chassis transverse axis are achieved if a stiffness ratio between the first stiffness and the second stiffness of at least 1 to 40 is set.
  • first coupling rod is connected in an articulated manner to the at least first drive unit via the second bearing device, wherein the first coupling rod is connected to the second bearing device via a joint which is arranged closer to the second cross member than to the first cross member.
  • the first coupling rod can be designed in a simple geometry because guiding the first coupling rod to the first cross member is avoided.
  • a favorable solution is achieved if the first bearing device is arranged to protrude into at least one support recess of the first cross member.
  • This measure provides a certain degree of protection of the first storage device from environmental influences as well as a space-saving arrangement.
  • At least one first spring device of the first bearing device is connected to the first cross member, the first spring longitudinal axis of which is aligned parallel to a chassis vertical axis.
  • This measure contributes to a stiff characteristic of the drive bearing in the direction of the chassis vertical axis as well as to a soft characteristic in the direction of the chassis transverse axis.
  • An advantageous embodiment is further obtained if a second spring device of the second bearing device, whose second spring longitudinal axis is aligned parallel to a chassis longitudinal axis, a third spring device of the second bearing device, whose third spring longitudinal axis is aligned parallel to a chassis vertical axis, and a fourth spring device of the second bearing device, whose fourth spring longitudinal axis is aligned parallel to the chassis vertical axis, are connected to the second cross member.
  • the second bearing device has a spring recess, wherein the second spring device is arranged to protrude into the spring recess.
  • the spring recess results in a reduction in the mass of the second bearing device, and on the other hand, the spring recess functions as an assembly opening for the second spring device, thereby simplifying the assembly and disassembly of the second spring device.
  • the second bearing device has a through-hole through which a wheel set shaft of at least the first wheel set is guided, wherein the through-hole is closed at the bottom by means of a closure piece detachably connected to the second bearing device.
  • This measure also implements a lightweight construction principle with regard to the second bearing device. At the same time, thanks to the locking piece, it is possible to assemble and disassemble the first wheel set with the second bearing device installed.
  • the second drive unit is connected to the first cross member via a third bearing device, wherein the first bearing device and the third bearing device are arranged in a fork-like manner projecting into one another.
  • This measure ensures that the first bearing device and the third bearing device are connected to the first cross member in a space-saving manner, and that the installation space available on the first cross member is used efficiently.
  • An adaptive suspension behavior of the longitudinal drive is made possible if a coupling spring device is connected to the first coupling rod, via which the first coupling rod can be coupled to the car body, whereby the Coupling spring device has at least a first spring stiffness and a second spring stiffness, which are designed differently from one another.
  • the first spring stiffness can, for example, be dimensioned with regard to the high tensile forces of the rail vehicle, the second spring stiffness with regard to low tensile forces as well as low turning and compression or rebound resistance. This means that suitable spring forces are available for different tensile force ranges.
  • a second coupling rod is connected in an articulated manner to the second drive unit and is designed to be resiliently coupled to the car body of the rail vehicle.
  • first coupling rod and the second coupling rod distributes loads between the first coupling rod and the second coupling rod.
  • first coupling rod or the second coupling rod is subjected to tensile loads. Compressive loads on the first coupling rod and the second coupling rod are avoided.
  • the first coupling rod and the second coupling rod can be designed as pure tension rods, i.e. they do not have to be designed as tension/compression rods.
  • a coupling of the first drive unit and the second drive unit to one another is achieved if a horizontally arranged pendulum is provided between the at least first drive unit and the second drive unit.
  • This measure results in a distribution of reaction forces from the first drive unit and the second drive units to the drive bearings of the first drive unit and the second drive unit.
  • the drive bearings and the longitudinal carriers are partially relieved.
  • reaction forces in the direction of the chassis' longitudinal axis a mutual cancellation of the reaction forces is achieved.
  • Fig.1 shows a chassis and a car body 1 of a rail vehicle in plan view.
  • the chassis has a chassis frame 2, which comprises a first longitudinal member 3, a second longitudinal member 4, a first cross member 5, a second cross member 6 and a third cross member 7.
  • the first cross member 5 is designed as a central cross connector of the chassis
  • the second cross member 6 and the third cross member 7 are designed as head members of the chassis.
  • a first wheel set 8 and a second wheel set 9 are coupled to the chassis frame 2.
  • the first wheel set 8 has a first wheel 10, a second wheel 11 and a wheel set shaft 12.
  • the first wheelset 8 is connected to a first wheelset bearing, a first wheelset bearing housing, a first wheelset guiding device, which is Fig.1 are not visible, as well as a first primary spring 13 with the first longitudinal member 3 and a second wheelset bearing, a second wheelset bearing housing, a second wheelset guide device, which in Fig.1 are not visible, and via a second primary spring 14 to the second longitudinal member 4.
  • the second wheel set 9 is designed in the same way as the first wheel set 8 with regard to its construction and its connection technology to the chassis frame 2.
  • the car body 1 is arranged above the chassis.
  • a first secondary spring 15 and a second secondary spring 16 are provided between the first cross member 5 and an underside of the car body 1.
  • a first drive unit 17 and a second drive unit 18 are mounted in the chassis in a transversely elastic manner, ie in a vibration-damping manner with respect to movements in the direction of a chassis transverse axis 19.
  • the first drive unit 17 is connected to the first cross member 5 via a first bearing device 20 and to the second cross member 6 via a second bearing device 21.
  • the second drive unit 18 is coupled to the first cross member 5 and to the third cross member 7 via two further bearing devices.
  • the first bearing device 20, the second bearing device 21 and the two further bearing devices are aligned parallel to a chassis longitudinal axis 23.
  • a first coupling rod 24 is arranged between the first drive unit 17 and the underside of the car body 1, and a second coupling rod 25 is arranged between the second drive unit 18 and the underside of the car body 1.
  • the first coupling rod 24 is connected in an articulated manner to the first drive unit 17 via the second bearing device 21, wherein a joint 26 is provided between the first coupling rod 24.
  • the joint 26 is arranged closer to the second cross member 6 than to the first cross member 5.
  • the joint 26 has a Fig.2 shown joint axis 27, which consists of a parallel to a Fig.1 projecting vertical chassis axis 28 is aligned so as to be rotated about a line parallel to the chassis transverse axis 19.
  • the first coupling rod 24 is rotatable about this joint axis 27.
  • a coupling spring device 29 is connected to the first coupling rod 24, via which the first coupling rod 24 is coupled to the car body 1.
  • the coupling spring device 29 has a first coupling spring element 30 with a first spring stiffness k 1 , a second coupling spring element 31 with a second spring stiffness k 2 and a third coupling spring element 32 with a third spring stiffness k 3 , wherein the first spring stiffness k 1 , the second spring stiffness k 2 and the third spring stiffness k 3 are designed differently from one another.
  • the first coupling spring element 30 and the second coupling spring element 31 are designed as rubber-metal layered springs, the third coupling spring element 32 as a metallic coil spring.
  • the third coupling spring element 32 is connected to a welding bracket 33 of the car body 1, whereby the first coupling rod 24 is coupled to the car body 1.
  • the coupling spring device 29 is clamped between a spring carrier 34 of the first coupling rod 24 and the welding bracket 33 under a pre-tension.
  • the first spring stiffness k 1 is greater than the second spring stiffness k 2
  • the second spring stiffness k 2 is greater than the third spring stiffness k 3 .
  • the first spring stiffness k 1 is 37 kN/mm
  • the first coupling spring element 30 allows a maximum spring travel of 12 mm.
  • the second spring stiffness k 2 is 6 kN/mm
  • the second coupling spring element 31 allows a maximum deflection of 7 mm.
  • the third spring stiffness k 3 is 0.2 kN/mm.
  • the third coupling spring element 32 is preloaded by 25 mm and can be deflected by a maximum of 3 mm.
  • the softest, third coupling spring element 32 is initially engaged as the first spring stage when the tensile forces are low. Due to its preload, the coupling spring device 29 cannot come loose during relative movements between the car body 1 and the chassis in the direction of the chassis longitudinal axis 23, i.e. it remains clamped between the spring carrier 34 and the welding bracket 33. Due to the low third spring stiffness k 3 , the welding bracket 33 and the chassis frame 2 are only slightly loaded when the third coupling spring element 32 engages.
  • the third coupling spring element 32 locks and the second coupling spring element 31 takes over a suspension function as a harder, second spring stage. This results in a transfer of medium-sized tensile forces between the car body 1 and the chassis.
  • the second coupling spring element 31 is soft designed sufficiently so that turning movements of the chassis when cornering as well as compression and rebound movements of the chassis are not influenced and a largely jerk-free start is possible.
  • the second coupling rod 25 is designed in the same way as the first coupling rod 24 with regard to its structural and connection properties.
  • first coupling rod 24 and the second coupling rod 25 are designed as tension rods.
  • the first drive unit 17 is further connected to the first wheel set 8 via a coupling 35, which is designed as a curved tooth coupling, and a gear 36, so that it can move in the direction of the chassis transverse axis 19.
  • the coupling 35 is arranged between a Fig.1 invisible drive shaft of the first drive unit 17 and a Fig.1 also not visible, the transmission shaft of the transmission 36 is provided.
  • the transmission shaft is in turn coupled to the wheel set shaft 12.
  • a protective tube 37 is provided, which has a flange-like extension section 38 towards the second wheel 11.
  • a Fig.1 A distance not shown is provided in order to be able to connect, for example, a wheel brake disc to the second wheel 11.
  • the first drive unit 17 is connected to the first cross member 5 via the first bearing device 20 in a resilient manner and movably in the direction of the chassis transverse axis 19 and to the second cross member 6 via the second bearing device 21 in a resilient manner and movably in the direction of the chassis transverse axis 19.
  • the first drive unit 17 is mounted for limited rotation about a drive vertical axis 39, which is displaceable in the direction of the chassis transverse axis 19.
  • the first bearing device 20 has a first bearing carrier 40 and a second bearing carrier 41, which are screwed to the first drive unit 17 at a distance from one another.
  • the first bearing carrier 40 and the second bearing carrier 41 are arranged in support recesses of the first cross member 5, wherein a support recess 66 in Fig.3 is shown.
  • the first bearing device 20 has a first spring device 42, which in turn comprises a first spring arrangement 46 and a second spring arrangement 47.
  • the first spring arrangement 46 is provided between the first cross member 5 and the first bearing carrier 40, the second spring arrangement 47 between the first cross member 5 and the second bearing carrier 41.
  • the first spring assembly 46 comprises a first layer spring 52 and a Fig.3 visible second layer spring 53.
  • the second spring arrangement 47 corresponds to the first spring arrangement 46 with regard to its structural properties and its orientation.
  • the first spring arrangement 46 and the second spring arrangement 47 are arranged within the support recesses of the first cross member 5.
  • the second bearing device 21 is designed as a lightweight support and is screwed to the first drive unit 17.
  • the second cross member 6 With the second cross member 6 are a second spring device 43, the Fig.2 shown second spring longitudinal axis 49 is aligned parallel to the chassis longitudinal axis 23, a third spring device 44, the Fig.1 projecting third spring longitudinal axis 50 is aligned parallel to the chassis vertical axis 28, and a fourth spring device 45, the Fig.1 projecting appearing fourth spring longitudinal axis 51 is aligned parallel to the chassis vertical axis 28.
  • the second spring device 43, the third spring device 44 and the fourth spring device 45 are parts of the second bearing device 21.
  • the second spring device 43 is arranged centrally between the third spring device 44 and the fourth spring device 45 and offset relative to the third spring device 44 and the fourth spring device 45 in the direction of the chassis longitudinal axis 23.
  • the second spring device 43 is provided in or connected to a first spring cup 58, the third spring device 44 in a second spring cup 59 and the fourth spring device 45 in a third spring cup 60.
  • the first Spring cup 58, the second spring cup 59 and the third spring cup 60 are screwed to the second cross member 6.
  • the second spring device 43 comprises a third layer spring 54 and a fourth layer spring 55, which are separated from one another by a flat, handle-shaped section of the second bearing device 21.
  • the third layer spring 54 is connected to the first spring cup 58, the fourth layer spring 55 to the second cross member 6.
  • the flat, handle-shaped section of the second bearing device 21 is arranged between the third layer spring 54 and the fourth layer spring 55.
  • the third spring device 44 and the fourth spring device 45 are designed in the same way as the second spring device 43 with regard to their structural properties, but are rotated by 90° relative to the second spring device 43.
  • the second spring device 43 is provided in the area of a spring recess 61 of the second bearing device 21, wherein the second spring device 43 is arranged so as to protrude into the spring recess 61.
  • the flat, handle-shaped section of the second bearing device 21 is provided, which the third layer spring 54 and the fourth layer spring 55 contact.
  • the third layer spring 54 is provided inside the spring recess 61, the fourth layer spring 55 outside the spring recess 61.
  • a first overall stiffness of the first bearing device 20 and the second bearing device 21 in a plane formed by the chassis longitudinal axis 23 and the chassis vertical axis 28 and a second overall stiffness of the first bearing device 20 and the second bearing device 21 in the direction of the chassis transverse axis 19 can be adjusted precisely and independently of one another.
  • the first total stiffness of the first bearing device 20 and the second bearing device 21 is greater than the second total stiffness of the first bearing device 20 and the second bearing device 21.
  • a stiffness ratio of approximately 1 to 50 is set between the first total stiffness and the second total stiffness.
  • the second bearing device 21 has a through-hole 62 through which the wheel set shaft 12 of the first wheel set 8 is guided.
  • the through-hole 62 is closed off downwards by means of a detachably connected to the second bearing device 21, in Fig. 2 visible closure piece 63.
  • the second drive unit 18 is designed in the same way as the first drive unit 17 and its connection with the first cross member 5, the second cross member 6 and the first wheel set 8.
  • the second drive unit 18 is connected to the first cross member 5 via a third bearing device 22 which, like the first bearing device 20, comprises two bearing supports to which spring arrangements are connected.
  • the first bearing carrier 40 with the first spring arrangement 46 and the second bearing carrier 41 with the second spring arrangement 47 of the first bearing device 20 on the one hand and the Bearing carrier and the spring arrangements of the third bearing device 22, on the other hand, are arranged in a fork-like manner projecting into one another.
  • a horizontally arranged pendulum 64 is provided, which is articulatedly coupled to the first drive unit 17 on the one hand and the second drive unit 18 on the other hand.
  • Fig. 2 is a side elevation of a section of that exemplary embodiment of a running gear of a rail vehicle according to the invention, which is also shown in Fig.1 shown.
  • a first drive unit 17 of the chassis is connected via a first bearing device 20 to a first spring device 42 comprising a first spring arrangement 46 with a first layered spring 52 and a second layered spring 53 as well as a second spring arrangement 47 designed identically to the first spring arrangement 46, which in Fig.1 or in Fig.3 shown, with a in Fig.1 and Fig.3 shown first cross member 5 of a chassis frame 2.
  • first drive unit 17 is connected to a second bearing device 21, which has a second spring device 43, a third spring device 44 and a Fig.1 visible fourth spring device 45, coupled to a second cross member 6 of the chassis frame 2 designed as a head support.
  • the second bearing device 21 is designed as a lightweight steel support, screwed to the first drive unit 17 and has a through-hole 62 and a spring recess 61.
  • a wheelset shaft 12 of a first wheelset 8 of the chassis is passed through the through-hole 62.
  • the through-hole 62 is closed at the bottom by means of a closure piece 63 which is screwed to the second bearing device 21 and is thus detachably connected.
  • the first wheel set 8 can be threaded downwards out of the through-hole 62 or threaded upwards into the through-hole 62 for disassembly or assembly.
  • the second bearing device 21 has a flat, handle-shaped section.
  • a third layer spring 54 and a fourth layer spring 55 of the second spring device 43 contact the flat, handle-shaped section.
  • the third layer spring 54 is provided with a Fig.2
  • the fourth layer spring 55 is connected laterally to a detachable insert 65 of the second cross member 6.
  • the third layer spring 54 is arranged within the spring recess 61.
  • the first spring cup 58 is screwed laterally to the second cross member 6, enclosing the second bearing device 21 in the area of the spring recess 61.
  • the insert 65 which is also screwed laterally to the second cross member 6, closes a mounting opening for the second spring device 43.
  • the fourth layer spring 55 is arranged between the insert 65 and the flat, handle-shaped portion of the second bearing device 21.
  • the third spring device 44 has a third spring longitudinal axis 50 which is parallel to a Fig.1 shown chassis vertical axis 28.
  • a fifth layer spring 56 and a sixth layer spring 57 are arranged in a second spring cup 59, which is screwed to an underside of the second cross member 6.
  • the fifth layer spring 56 is connected to the second spring cup 59 and a tab of the second bearing device 21, the sixth layer spring 57 with the tab and the underside of the second cross member 6.
  • the tab of the second bearing device 21 is arranged between the fifth layer spring 56 and the sixth layer spring 57.
  • the fourth spring device 45 and a Fig.1 The third spring cup 60 shown is designed in the same way as the third spring device 44 and the second spring cup 59 with regard to its structural properties and its connection technology with the second cross member 6.
  • the second bearing device 21 is connected via a joint 26 to a Fig.2 shown in detail first coupling rod 24, which in turn is connected to a Fig.1 shown car body 1 of the rail vehicle.
  • the joint 26 is designed as a swivel joint and has a joint axis 27 which is inclined relative to the chassis vertical axis 28, parallel to a plane formed by the chassis longitudinal axis 23 and the chassis vertical axis 28.
  • the first coupling rod 24 therefore runs from the second bearing device 21 upwards to the car body 1 and is mounted on the second bearing device 21 so as to be rotatable about the joint axis 27.
  • Fig.3 is a section of a first cross member 5 of a chassis frame 2, which is part of an exemplary embodiment of a Fig.1 shown, the running gear of a rail vehicle according to the invention is disclosed as a side view.
  • the first cross member 5 has a support recess 66 which is formed from a first belt 67 designed as an upper belt, a second belt 68 designed as a lower belt and from a first side wall 69 and a second side wall 70 of the first cross member 5.
  • the first side wall 69 and the second side wall 70 are welded to the first belt 67, the second belt 68 and to a web 71 of the first cross member 5.
  • the web 71 is interrupted in the area of the support recess 66.
  • the first layer spring 52 and the second layer spring 53 are designed as rubber-metal layer springs.
  • the first layer spring 52 is connected to the first belt 67, the second layer spring 53 to the second belt 68.
  • the first spring device 42 is part of the first bearing device 20 and has a first spring longitudinal axis 48.
  • the first cross member 5 has a cylindrical opening in the region of the carrier recess 66, which is closed by means of a cover 72.
  • the opening is provided in the second strap 68, extends in the vertical direction and expands the carrier recess 66 downwards and forwards.
  • the second layer spring 53 is arranged to protrude into the opening and to contact the cover 72.
  • the cover 72 is screwed to the second belt 68.
  • annular stop 73 made of rubber is provided, which surrounds the second layer spring 53 and is provided with screws for connecting the cover 72 to the second belt 68. This limits lateral deflections of the first bearing carrier 40.
  • second bearing carrier 41 of the first bearing device 20 also in Fig.1
  • the second spring arrangement 47 of the first spring device 42 shown is designed in the same way as the first spring arrangement 46 with regard to its structural properties and its connection technology with the first cross member 5.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Claims (15)

  1. Train de roulement d'un véhicule ferroviaire, avec au moins un châssis de train de roulement (2), auquel au moins un premier essieu (8) et un second essieu (9) sont couplés et auquel au moins une première unité d'entraînement (17) et une seconde unité d'entraînement (18) sont reliées, dans lequel une première barre de couplage (24) est reliée de manière articulée à l'au moins première unité d'entraînement (17) et est réalisée de manière à pouvoir être couplée avec un effet ressort à une carrosserie (1) du véhicule ferroviaire, dans lequel l'au moins première unité d'entraînement (17) est reliée par le biais d'un couplage (35) dans la direction d'un axe transversal de train de roulement (19) de manière mobile avec l'au moins premier essieu (8), est reliée de manière mobile par l'intermédiaire d'un premier dispositif de palier (20) avec effet ressort ainsi que de manière mobile dans la direction de l'axe transversal de train de roulement (19) à une première traverse (5) de l'au moins un châssis de train de roulement (2) et est reliée avec effet ressort ainsi que de manière mobile par l'intermédiaire d'un deuxième dispositif de palier (21) dans la direction de l'axe transversal de train de roulement (19) à une seconde traverse (6) de l'au moins un châssis de train de roulement (2), dans lequel l'au moins première unité d'entraînement (17) est montée de manière mobile en rotation autour d'un axe supérieur d'entraînement (39), lequel est mobile dans la direction de l'axe transversal de train de roulement (19).
  2. Train de roulement selon la revendication 1, caractérisé en ce que des premières rigidités du premier dispositif de palier (20) et du deuxième dispositif de palier (21) sont ajustables indépendamment les unes des autres dans un plan formé par un axe longitudinal de train de roulement (23) et un axe supérieur de train de roulement (28) et des secondes rigidités du premier dispositif de palier (20) et du deuxième dispositif de palier (21) sont ajustables indépendamment les unes des autres dans la direction de l'axe transversal de train de roulement (19).
  3. Train de roulement selon la revendication 1 ou 2, caractérisé en ce qu'une première rigidité du premier dispositif de palier (20) et du deuxième dispositif de palier (21) dans un plan formé par un axe longitudinal de train de roulement (23) et un axe supérieur de train de roulement (28) est supérieure à une seconde rigidité du premier dispositif de palier (20) et du deuxième dispositif de palier (21) dans la direction de l'axe transversal de train de roulement (19).
  4. Train de roulement selon la revendication 3, caractérisé en ce qu'un rapport de rigidité entre la première rigidité et la seconde rigidité est ajusté à au moins 1 à 40.
  5. Train de roulement selon l'une quelconque des revendications 1 à 4, caractérisé en ce que le premier dispositif de palier (20) et le deuxième dispositif de palier (21) sont formés sensiblement pour empêcher des mouvements de rotation de l'au moins première unité d'entraînement (17) autour de premières parallèles de l'axe longitudinal de train de roulement (23) et autour de secondes parallèles de l'axe transversal de train de roulement (19).
  6. Train de roulement selon l'une quelconque des revendications 1 à 5, caractérisé en ce que la première barre de couplage (24) est reliée de manière articulée à l'au moins première unité d'entraînement (17) par l'intermédiaire du deuxième dispositif de palier (21), dans lequel la première barre de couplage (24) est reliée au deuxième dispositif de palier (21) par l'intermédiaire d'une articulation (26), laquelle est disposée plus près de la seconde traverse (6) que de la première traverse (5).
  7. Train de roulement selon l'une quelconque des revendications 1 à 6, caractérisé en ce que le premier dispositif de palier (20) est disposé en faisant saillie dans au moins une cavité de support (66) de la première traverse (5).
  8. Train de roulement selon l'une quelconque des revendications 1 à 7, caractérisé en ce qu'au moins un premier dispositif de ressort (42) du premier dispositif de palier (20) est relié à la première traverse (5), dispositif de ressort dont le premier axe longitudinal de ressort (48) est orienté parallèlement à un axe supérieur de train de roulement (28).
  9. Train de roulement selon l'une quelconque des revendications 1 à 8, caractérisé en ce que sont reliés à la seconde traverse (6) un deuxième dispositif de ressort (43) du deuxième dispositif de palier (21), dont un second axe longitudinal de ressort (49) est orienté parallèlement à un axe longitudinal de train de roulement (23), un troisième dispositif de ressort (44) du deuxième dispositif de palier (21), dont le troisième axe longitudinal de ressort (50) est orienté parallèlement à un axe supérieur de train de roulement (28), ainsi qu'un quatrième dispositif de ressort (45) du deuxième dispositif de palier (21), dont un quatrième axe longitudinal de ressort (51) est orienté parallèlement à l'axe supérieur de train de roulement (28).
  10. Train de roulement selon la revendication 9, caractérisé en ce que le deuxième dispositif de palier (21) présente une cavité de ressort (61), dans lequel le deuxième dispositif de ressort (43) est disposé en faisant saillie dans la cavité de ressort (61) .
  11. Train de roulement selon l'une quelconque des revendications 1 à 10, caractérisé en ce que le deuxième dispositif de palier (21) présente une cavité traversante (62) à travers laquelle est passé un arbre d'essieu (12) de l'au moins premier essieu (8), dans lequel la cavité traversante (62) est fermée vers le bas au moyen d'une pièce de fermeture (63) reliée de manière amovible au deuxième dispositif de palier (21).
  12. Train de roulement selon l'une quelconque des revendications 1 à 11, caractérisé en ce que la seconde unité d'entraînement (18) est reliée à la première traverse (5) par l'intermédiaire d'un troisième dispositif de palier (22), dans lequel le premier dispositif de palier (20) et le troisième dispositif de palier (22) sont disposés en s'engrenant l'un dans l'autre à la manière d'une fourche.
  13. Train de roulement selon l'une quelconque des revendications 1 à 12, caractérisé en ce qu'un dispositif de ressort de couplage (29) est relié à la première barre de couplage (24), dispositif par l'intermédiaire duquel la première barre de couplage (24) peut être couplée à la carrosserie (1), dans lequel le dispositif de ressort de couplage (29) présente au moins une première rigidité de ressort (k1) et une seconde rigidité de ressort (k2), qui sont réalisées différemment l'une de l'autre.
  14. Train de roulement selon l'une quelconque des revendications 1 à 13, caractérisé en ce qu'une seconde barre de couplage (25) est reliée de manière articulée à la seconde unité d'entraînement (18) et est réalisée de manière à pouvoir être couplée avec effet ressort à la carrosserie (1) du véhicule ferroviaire.
  15. Train de roulement selon l'une quelconque des revendications 1 à 14, caractérisé en ce qu'entre l'au moins première unité d'entraînement (17) et la seconde unité d'entraînement (18) il est prévu un balancier (64) disposé couché.
EP20789489.0A 2019-09-30 2020-09-29 Train de roulement pour véhicule ferroviaire Active EP4013655B1 (fr)

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AT508272019 2019-09-30
PCT/EP2020/077232 WO2021063947A1 (fr) 2019-09-30 2020-09-29 Train de roulement pour véhicule ferroviaire

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EP (1) EP4013655B1 (fr)
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Publication number Priority date Publication date Assignee Title
AT524028B1 (de) * 2020-09-29 2022-02-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
AT527303B1 (de) * 2023-09-27 2025-01-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug und Schienenfahrzeug
AT527594B1 (de) 2024-01-30 2025-04-15 Siemens Mobility Austria Gmbh Antrieb und Fahrwerk für ein Schienenfahrzeug

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US2089263A (en) * 1934-05-14 1937-08-10 Charles B Huntman Stabilizer for vehicles
US2195331A (en) * 1936-06-17 1940-03-26 Charles B Huntman Stabilizer shock absorber for motor cars
DE3718254A1 (de) * 1987-05-30 1988-12-15 Fritz Prof Dr Ing Frederich Fahrwerk fuer schienenfahrzeuge
ZA906623B (en) * 1989-09-29 1991-11-27 Schweizerische Lokomotiv A rail vehicle
US5524550A (en) * 1991-02-27 1996-06-11 Man Ghh Schienenverkehrstechnik Gmbh Bogies for rail vehicles
DE4143519C2 (de) * 1991-02-27 1998-10-29 Abb Daimler Benz Transp Vorrichtung zur Übertragung von Traktionskräften in Drehgestellen von Schienenfahrzeugen
DE19751742C2 (de) * 1997-11-21 1999-11-11 Krauss Maffei Verkehrstechnik Endanschlag für Laufwerke von Schienenfahrzeugen
DE102006053642B4 (de) * 2006-11-14 2011-04-21 Siemens Ag Fahrwerk für ein Schienenfahrzeug
DE102010020981A1 (de) 2010-05-12 2011-11-17 Bombardier Transportation Gmbh Antrieb für Schienenfahrzeuge
AT513078A1 (de) * 2012-04-26 2014-01-15 Siemens Ag Oesterreich Vorrichtung zur Kraftübertragung zwischen Fahrwerk und Wagenkasten eines Schienenfahrzeugs
CN105980229B (zh) 2014-02-10 2022-02-08 西门子交通有限公司 轨道车辆、尤其机车
CN105292139A (zh) * 2015-10-19 2016-02-03 中国北车集团大同电力机车有限责任公司 一种机车转向架
AT518916A1 (de) 2016-07-19 2018-02-15 Siemens Ag Oesterreich Fahrwerk für ein Schienenfahrzeug
DE102017220096A1 (de) * 2017-11-10 2019-05-16 Volkswagen Aktiengesellschaft Hinterachshilfsrahmen mit einer Lagerung für eine Antriebseinheit
CA3133134A1 (fr) * 2019-03-22 2020-10-01 Stadler Rail Ag Dispositif de roulement pour un vehicule ferroviaire ainsi que wagon ferroviaire muni d'au moins un dispositif de roulement, vehicule ferroviaire muni d'au moins un wagon ferrovia ire et procede de reglage en hauteur d'une caisse de wagon d'un wagon ferroviaire
AT523656B1 (de) * 2020-03-31 2021-11-15 Siemens Mobility Austria Gmbh Trageanordnung für ein Fahrwerk eines Schienenfahrzeugs
AT523285B1 (de) * 2020-06-04 2021-07-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug

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US20220355831A1 (en) 2022-11-10
CN217753755U (zh) 2022-11-08
WO2021063947A1 (fr) 2021-04-08
EP4013655C0 (fr) 2024-04-24
EP4013655A1 (fr) 2022-06-22

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