EP2089263B1 - Train de roulement pour un véhicule ferroviaire - Google Patents

Train de roulement pour un véhicule ferroviaire Download PDF

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Publication number
EP2089263B1
EP2089263B1 EP07822539A EP07822539A EP2089263B1 EP 2089263 B1 EP2089263 B1 EP 2089263B1 EP 07822539 A EP07822539 A EP 07822539A EP 07822539 A EP07822539 A EP 07822539A EP 2089263 B1 EP2089263 B1 EP 2089263B1
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EP
European Patent Office
Prior art keywords
undercarriage
drives
tension
undercarriage according
chassis
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.)
Not-in-force
Application number
EP07822539A
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German (de)
English (en)
Other versions
EP2089263A1 (fr
Inventor
Olaf KÖRNER
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 AG
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Siemens AG
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Filing date
Publication date
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Publication of EP2089263A1 publication Critical patent/EP2089263A1/fr
Application granted granted Critical
Publication of EP2089263B1 publication Critical patent/EP2089263B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels

Definitions

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

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

Claims (26)

  1. Train de roulement pour un véhicule ferroviaire, dans lequel le train de roulement comporte un châssis ( 2 ) de train de roulement ayant deux longerons ( 3 ) et au moins une traverse ( 4 ) ainsi reliée, le train de roulement ayant au moins deux essieux ( 7 ) montés dans des paliers ( 6 ) d'essieu et ayant respectivement un arbre ( 8 ) d'essieu et deux roues ( 15 ), les paliers ( 6 ) d'essieu étant reliés au châssis ( 2 ) du train de roulement, le châssis ( 2 ) ayant, pour l'entraînement d'un arbre ( 8 ) d'essieu, des entraînements ( 9 ) reçus par paire dans le châssis ( 2 ) du train de roulement, respectivement deux entraînements ( 9 ) étant reliés à une traverse ( 4 ) se trouvant entre eux par respectivement un bras ( 33 ) oscillant, la traverse ( 4 ) ayant une bascule ( 40 ) ayant un peson ( 43 ) et respectivement une extrémité ( E ) du peson ( 43 ) étant articulé à l'un des deux bras ( 33 ) oscillant,
    caractérisé en ce que
    la bascule ( 40 ) a un axe ( PA ) de basculement parallèle aux axes ( RA ) de rotation d'arbres ( 8 ) d'essieu voisins.
  2. Train de roulement suivant la revendication 1, caractérisé en ce que l'axe ( PA ) de basculement s'étend à une même distance des axes ( RA ) de rotation d'arbres ( 8 ) d'essieu voisins.
  3. Train de roulement suivant la revendication 1 ou 2, caractérisé en ce que respectivement deux entraînements ( 9 ) sont articulés entre eux par au moins un élément ( 34 ) rigide de liaison.
  4. Train de roulement suivant la revendication 3, caractérisé en ce que deux bras ( 33 ) oscillants sont disposés dans un plan.
  5. Train de roulement suivant la revendication 3 ou 4, caractérisé en ce que les bascules ( 40 ) articulées aux bras ( 33 ) oscillants sont disposées dans le même plan.
  6. Train de roulement suivant l'une des revendications 3 à 5, caractérisé en ce que l'élément ( 34 ) rigide de liaison, articulé aux deux bras ( 33 ) oscillants, est disposé dans le même plan.
  7. Train de roulement suivant l'une des revendications 3 à 6, caractérisé en ce que le plan d'un plan ( LSE ) de coupe longitudinal passe par le milieu du train de roulement.
  8. Train de roulement suivant l'une des revendications précédentes, caractérisé en ce que la bascule ( 40 ) est montée tournante dans un évidement de la traverse ( 4 ).
  9. Train de roulement suivant l'une des revendications 3 à 8, caractérisé en ce que l'élément ( 46 ) rigide de liaison est guidé dans un évidement de la traverse ( 4 ).
  10. Train de roulement suivant l'une des revendications 3 à 9, caractérisé en ce que respectivement deux bras ( 33 ) oscillants ainsi que la bascule ( 40 ) articulée aux bras ( 33 ) oscillants et l'élément ( 34 ) rigide de liaison articulé aux bras ( 33 ) oscillants entourent la traverse ( 4 ).
  11. Train de roulement suivant l'une des revendications 3 à 10, caractérisé en ce que l'élément ( 34 ) rigide de liaison est disposé dans un plan passant par les axes ( RA ) de rotation des arbres ( 8 ) d'essieu.
  12. Train de roulement suivant l'une des revendications 1 à 11, caractérisé en ce que les entraînements ( 9 ) reçus dans le châssis ( 2 ) du train de roulement sont des entraînements suspendus par le nez, ayant respectivement un moteur ( 10 ) de traction et une transmission ( 11 ) et en ce que les moteurs ( 10 ) de traction sont reliés à un tube ( 20 ) suspendu par le nez, monté tournant coaxialement à l'arbre ( 8 ) d'essieu.
  13. Train de roulement suivant la revendication 12, caractérisé en ce que le train de roulement comporte au moins un élément ( 51, 53 ) de traction/compression ayant une première et une deuxième extrémités, en ce que la première extrémité est articulée au moteur ( 10 ) de traction ou au tube ( 20 ) suspendu par le nez, et en ce que la deuxième extrémité peut être articulée à une caisse ( 16 ) de locomotive ou de voiture du véhicule ferroviaire.
  14. Train de roulement suivant la revendication 12, caractérisé en ce que le train de roulement comporte au moins respectivement deux éléments ( 51, 53 ) de traction/compression ayant une première et une deuxième extrémités, en ce que la première extrémité est articulée au moteur ( 10 ) de traction ou au tube ( 20 ) suspendu par le nez, de manière à ce qu'un couple ( DM ) de rotation transmis par l'entraînement ( 9 ), ainsi qu'une force ( F2, FD ) de traction ou de compression agissant par l'entraînement ( 10 ), puissent être appliqués au moins presque complètement par la deuxième extrémité des éléments ( 51, 53 ) de traction/compression à la caisse ( 16 ) de locomotive ou de voiture.
  15. Train de roulement suivant l'une des revendications 1 à 11, caractérisé en ce que les entraînements ( 9 ) logés dans le châssis ( 2 ) du train de roulement sont des entraînements chevauchant un axe, ayant respectivement un moteur ( 10 ) de traction et une transmission ( 11 ) et en ce que les deux moteurs ( 10 ) de traction sont mis conjointement sur une traverse ( 4 ).
  16. Train de roulement suivant la revendication 15, caractérisé en ce que les entraînements, ( 11 ) d'une paire d'entraînement, ont respectivement un nombre d'étages de transmission pair et un nombre d'étages de transmission impair, ayant un même rapport de démultiplication.
  17. Train de roulement suivant la revendication 15 ou 16, caractérisé en ce que les entraînements ( 11 ) sont reliés à un tube ( 20 ) suspendu par le nez, monté tournant coaxialement à l'arbre ( 8 ) d'essieu.
  18. Train de roulement suivant l'une des revendications 15 à 17, caractérisé en ce que le train de roulement a au moins un élément ( 51, 53 ) de traction/compression ayant une première et une deuxième extrémités, en ce que la première extrémité est articulée à l'entraînement ( 11 ) ou au tube ( 20 ) suspendu par le nez, et en ce que la deuxième extrémité peut être articulée à une caisse ( 16 ) de locomotive ou de voiture du véhicule ferroviaire.
  19. Train de roulement suivant l'une des revendications 15 à 17, caractérisé en ce que le train de roulement comporte au moins respectivement deux éléments ( 51, 53 ) de traction/compression ayant une première et une deuxième extrémités, et en ce que la première extrémité est articulée à l'entraînement ( 11 ) ou au tube ( 20 ) suspendu par le nez, de manière à ce qu'un couple ( DM ) de rotation transmis par l'entraînement ( 9 ), ainsi qu'une force ( F2, FD ) de traction ou de compression agissant sur l'entraînement ( 11 ) puissent être appliqués au moins à peu près complètement par la deuxième extrémité des éléments ( 51, 53 ) de traction/compression à la caisse ( 16 ) de locomotive ou de voiture.
  20. Train de roulement suivant la revendication 13, 14, 18 ou 19, caractérisé en ce que l'élément ( 51, 53 ) de traction/compression est disposé dans le plan ( LSE ) de coupe longitudinal du train de roulement.
  21. Train de roulement suivant la revendication 13 ou 18, caractérisé en ce que le au moins un élément ( 51, 53 ) de traction/compression est disposé dans un plan passant par les axes ( RA ) de rotation des arbres ( 8 ) d'essieu.
  22. Train de roulement suivant la revendication 14 ou 19, caractérisé en ce que les au moins respectivement deux éléments ( 51, 53 ) de traction/compression ont un axe ( LA ) longitudinal et en ce que les axes ( LA ) longitudinaux sont parallèles entre eux.
  23. Train de roulement suivant la revendication 14, 19 ou 22, caractérisé en ce que respectivement deux éléments ( 51, 53 ) de traction/compression sont symétriques comme en un miroir par rapport à un plan passant les axes ( RA ) de rotation de l'arbre ( 8 ) d'essieu.
  24. Train de roulement suivant l'une des revendications 13 à 23, caractérisé en ce que les éléments ( 51, 53 ) de traction/compression sont des barres rigides de traction/compression.
  25. Train de roulement suivant l'une des revendications précédentes, caractérisé en ce que les deux longerons ( 3 ) du châssis ( 2 ) de train de roulement sont reliés de manière mobile à la au moins une traverse ( 4 ).
  26. Train de roulement suivant l'une des revendications précédentes, caractérisé en ce que deux entraînements ( 9 ) sont logés dans le châssis ( 2 ) du train de roulement.
EP07822539A 2006-11-14 2007-11-13 Train de roulement pour un véhicule ferroviaire Not-in-force EP2089263B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006053642A DE102006053642B4 (de) 2006-11-14 2006-11-14 Fahrwerk für ein Schienenfahrzeug
PCT/EP2007/062265 WO2008058957A1 (fr) 2006-11-14 2007-11-13 Train de roulement pour un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2089263A1 EP2089263A1 (fr) 2009-08-19
EP2089263B1 true EP2089263B1 (fr) 2010-09-29

Family

ID=39072951

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07822539A Not-in-force EP2089263B1 (fr) 2006-11-14 2007-11-13 Train de roulement pour un véhicule ferroviaire

Country Status (4)

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

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU217800U1 (ru) * 2019-09-30 2023-04-19 Сименс Мобилити Аустриа Гмбх Ходовая тележка рельсового транспортного средства

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2543129C2 (ru) * 2013-03-05 2015-02-27 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Елецкий государственный университет им. И.А. Бунина" Колёсно-моторный блок тепловоза
DE102014210995A1 (de) * 2014-06-10 2015-12-17 Voith Patent Gmbh Drehgestell bzw. Schienenfahrzeug damit
CN108791324B (zh) * 2018-07-16 2023-06-20 湖南工业大学 一种重载机车牵引总量一致***及控制分配方法
EP4013655B1 (fr) * 2019-09-30 2024-04-24 Siemens Mobility Austria GmbH Train de roulement pour véhicule ferroviaire

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE101005C (fr) *
CH340858A (de) * 1956-05-31 1959-09-15 Schweizerische Lokomotiv Schienentriebfahrzeug mit Drehgestellen, die wenigstens drei Radsätze besitzen
GB2057376B (en) * 1979-09-06 1983-09-07 British Railways Board Suspensions for railway vehicles
ZA906623B (en) * 1989-09-29 1991-11-27 Schweizerische Lokomotiv A rail vehicle
AT409843B (de) * 2000-04-17 2002-11-25 Siemens Sgp Verkehrstech Gmbh Fahrwerk für ein schienenfahrzeug

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU217800U1 (ru) * 2019-09-30 2023-04-19 Сименс Мобилити Аустриа Гмбх Ходовая тележка рельсового транспортного средства

Also Published As

Publication number Publication date
EP2089263A1 (fr) 2009-08-19
ATE482863T1 (de) 2010-10-15
DE102006053642B4 (de) 2011-04-21
WO2008058957A1 (fr) 2008-05-22
DE502007005232D1 (de) 2010-11-11
DE102006053642A1 (de) 2008-05-15

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