Running mechanism for railway vehicle

Abstract

The utility model relates to a walking mechanism for a railway vehicle, the walking mechanism is provided with a walking mechanism frame (1), at least one driving motor (2), at least one transmission mechanism (4) and at least one first wheel pair (5), the first wheel pair is rotatably coupled with the walking mechanism frame (1), the at least one driving motor (2) is connected with the walking mechanism frame (1), and the at least one transmission mechanism (4) is connected with the walking mechanism frame (1). The at least one drive motor (2) is coupled to the at least one transmission mechanism (4) and the at least one transmission mechanism (4) is coupled to the at least first wheel pair (5) for transmitting a torque from the at least one drive motor (2) to the at least first wheel pair (5) via the at least one transmission mechanism (4). According to the invention, at least one brake disc (24) is connected to the transmission shaft (20), and at least one brake actuator (27), which can be brought into contact with the at least one brake disc (24), is connected to the transmission housing (17). This results in a reduction in the unsprung mass of the running gear.

Description

TECHNICAL FIELD

[0001] The utility model relates to a kind of running gears for rail vehicle, which has running gear frame, at least one drive motor, at least one transmission mechanism and at least one first wheel set, the first wheel set is rotatably coupled with running gear frame, wherein, at least one drive motor is connected with running gear frame, and wherein, at least one drive motor is coupled with at least one transmission mechanism and at least one transmission mechanism is coupled with at least first wheel set, for transmitting torque from at least one drive motor to at least first wheel set through at least one transmission mechanism. BACKGROUND

[0002] At rail vehicle, high requirements are proposed in energy efficiency, ecological compatibility and load of infrastructure (such as track body). Running gear is the main component of rail vehicle. Lightweight measures of running gear in structure and processing are very helpful to meet the above-mentioned requirements. Reducing the unsprung mass of running gear, i.e. the mass of components such as wheel set (which loads the track body without the action of mechanical decoupling force) is very important to reduce the load of track body, so as to realize the reduction of track damage and wear. In this regard, the brake disc supported on the wheel set should also be mentioned, which has a large proportion of the unsprung mass of the running gear due to its large mass (up to 130 kg per brake disc).

[0003] WO 2020 / 169567 A1 is known from prior art, which shows a lightweight wheel set for running gear of rail vehicle, which has a plurality of wheel set shaft parts connected with wheel set shaft in releasable manner. The wheel set shaft has a cavity, which can be filled with fluid for damage detection.

[0004] In addition, WO 2022 / 023214 A1 discloses a fluid monitoring device for wheel set of running gear of rail vehicle. Sensor device is provided at the end side of wheel set to obtain the fluid mass loss in the cavity of wheel set.

[0005] In addition, a running gear for rail vehicle is described in WO 2021 / 244971 A1, wherein the drive motor is connected with running gear frame and with running gear component supporting wheel set, such as with transmission mechanism.

[0006] The above-mentioned scheme has the disadvantage that the design scheme related to running gear brake is not significant in reducing the unsprung mass in its known form. UTILITY MODEL CONTENT

[0007] The utility model discloses based on the purpose is, propose a kind of further improved running gear with running gear brake assembly relative to prior art, which helps to reduce the unsprung mass of running gear.

[0008] According to the utility model, the purpose is achieved by the running gear according to the application, wherein the at least one brake disc is connected to the drive shaft of the at least one transmission mechanism, and the at least one brake actuator, which can come into contact with the at least one brake disc, is connected to the transmission mechanism housing of the at least one transmission mechanism. This measure makes it possible to dispense with a brake disc on the first wheelset or to reduce the number of brake discs on the first wheelset. The wheelset mass is thus significantly reduced. If the running gear has a primary springing device between the first wheelset and the running gear frame, mechanical decoupling of the brake disc from the first wheelset is achieved, since the transmission mechanism is coupled to the drive motor and the drive motor is connected to the running gear frame. The connection of the brake actuator to the transmission mechanism housing thus makes it possible to arrange the drive motor, the transmission mechanism and the brake in a compact and therefore space-saving manner. This space-saving arrangement makes it possible to use a lightweight wheelset having a large diameter and therefore a high planar rotational inertia.

[0009] For example, it is advantageous if, in addition to its connection to the transmission mechanism housing, the at least one brake actuator is also only indirectly connected to one or more components of the running gear which are different from the transmission mechanism housing in terms of their structure. This makes it possible to introduce the drive torque and the brake torque centrally into the running gear frame. Since the brake actuator does not have a direct structural connection to the running gear frame, the brake torque is not introduced into the running gear frame locally independently of the introduction of the drive torque.

[0010] If the at least one drive motor is configured as an asynchronous motor, a preferred embodiment is obtained. Asynchronous motors are suitable for high rotational speeds. Since the motor rotational speed and the motor torque are known formation rules for the motor power, the motor torque level can be reduced by a high motor rotational speed level in order to achieve a specified motor power. By reducing the motor torque level, the drive motor can be designed more compactly and more lightly. A compact drive motor can mean, for example, a low height extension of the drive motor, whereby, for example, the floor height of a vehicle body in which the running gear can be arranged underneath is reduced, easier cable guidance can be achieved in the region of the running gear and / or the vehicle body can be simplified in terms of its structure.

[0011] It is furthermore advantageous if the at least first wheelset has a tubular embodied wheelset axle. By this measure a reduction of the wheelset mass is induced in the case of a high strength of the first wheelset. Together with the above mentioned further measures it is thereby possible to reduce the total bogie mass by about 10% and the unsprung bogie mass by about 20%. The wheelset axle can be embodied for example as a forged tube or a drawn tube.

[0012] When the wheelset axle is embodied sealingly in order to be filled with a fluid, a fluid-based detection of a failure or damage of the first wheelset is possible.

[0013] The fluid can be for example compressed air.

[0014] In connection with the fluid-based detection of a failure or damage of the first wheelset it is advantageous if at least one first sensor for acquiring a loss of mass of the fluid in the cavity of the wheelset axle is connected with the at least first wheelset. By this measure a penetrating crack or an unintentionally formed opening of the wheelset axle can be identified for example from the fluid that flows out of the wheelset axle. An increased safety is thereby achieved. A repair or replacement of the wheelset axle can be organized in time. The acquisition of the loss of mass of the fluid can be realized for example by means of a pressure measurement of the fluid by means of a pressure sensor or a combined pressure and temperature measurement of the fluid by means of a pressure sensor and a temperature sensor etc. Furthermore, an advantageous solution is achieved if the wheelset axle is screwed with the first wheel and the second wheel of the at least first wheelset. A press fit between the first wheel and the second wheel on the one hand and the wheelset axle on the other hand can thereby be dispensed with. The first wheel and the second wheel can be replaced with simple assembly tools, for example a torque wrench. A wheelset press or an induction furnace to produce a press fit is not necessary.

[0015] If the wheelset axle has at least a first axle part, a second axle part and a third axle part, a modular first wheelset is achieved in which the individual parts can be replaced independently, wherein the first axle part is placed between the first wheel and the second wheel, wherein the second axle part and the third axle part are arranged outside the area defined by the first wheel and the second wheel, and wherein the first axle part is connected with the first wheel and the second wheel, the second axle part is connected with the first wheel and the third axle part is connected with the second wheel.

[0016] In connection with the modular first wheelset it is advantageous if the at least first wheel is connected with the first axle part and the second axle part by means of a screw, wherein the screw is arranged in such a way that it leads from the second axle part through the first wheel into the first axle part. By this measure the number of required connection means between the first wheel on the one hand and the first axle part and the second axle part on the other hand can be reduced.

[0017] If at least one drive shaft of a drive motor is coupled with a transmission shaft, a compact drive train is achieved, wherein the transmission shaft is coupled with a first gear wheel, which is connected with at least a first wheelset.

[0018] It is particularly advantageous in this regard that the drive shaft is oriented parallel or approximately parallel to the bogie transverse axis. By this measure, the structural space budget available transversely to the bogie transverse axis is increased, which can be used, for example, to increase the diameter of the first wheelset. BRIEF DESCRIPTION OF DRAWINGS

[0019] The utility model will be explained in more detail below on the basis of embodiments.

[0020] Exemplarily shown is:

[0021] Figure 1 A schematic plan view of a cut-out portion from an exemplary design variant of a bogie according to the utility model with a lightweight wheelset is shown, wherein the brake disc is connected with the transmission shaft and the brake actuator is connected with the transmission housing. DETAILED DESCRIPTION

[0022] Figure 1 A schematic plan view shown in Fig. 1 shows a cut-out portion from an exemplary design variant of a bogie according to the utility model from a rail vehicle. The bogie has a bogie frame 1, a first drive-brake assembly comprising a drive motor 2 configured as an asynchronous motor rotating at high speed, a coupling 3, a transmission 4 with a high transmission ratio and a bogie brake coupled with the transmission 4, and a second drive-brake assembly of identical construction in terms of structure, connection technology and function as the first drive-brake assembly, which is not shown in Fig. 1. Furthermore, the bogie comprises a first wheelset 5 and a second wheelset, which is not shown in Fig. 1. The first wheelset 5 is rotatably coupled with the bogie frame 1 by a first wheelset guide device with a first wheelset bearing 6 enclosed by a first wheelset bearing housing 8 and by a second wheelset guide device with a second wheelset bearing 7 enclosed by a second wheelset bearing housing 9. The second wheelset is rotatably coupled with the bogie frame 1 according to the same principle. Figure 1 Figure 1 The bogie frame 1 is additionally connected with the first wheelset bearing housing 8 by a first primary spring 10 and with the second wheelset bearing housing 9 by a second primary spring 11. The bogie frame 1 is furthermore connected with the first wheelset bearing housing 8 by a first secondary spring 12 and with the second wheelset bearing housing 9 by a second secondary spring 13.

[0023] The bogie frame 1 is additionally connected with the first wheelset bearing housing 8 by a first primary spring 10 and with the second wheelset bearing housing 9 by a second primary spring 11. The bogie frame 1 is furthermore connected with the first wheelset bearing housing 8 by a first secondary spring 12 and with the second wheelset bearing housing 9 by a second secondary spring 13. Figure 1 ​Two further primary springs, not shown in the figures, are connected with the second wheel set. Thus, the bogie frame 1 is connected with the first wheel set 5 and the second wheel set spring- elastically. By means of a first secondary spring 13 connected with the cross member 12 of the bogie frame 1 and a second secondary spring 14 also connected with the cross member 12 of the bogie frame 1, the bogie is connected with the rail vehicle in a vibration-damping manner. Figure 1 The car is coupled with the bogie.

[0024] The drive motor 2 is connected with the cross member 12 by means of a first motor bearing 15 and a second motor bearing 16. The transmission 4 is connected with the cross member 12 by means of a transmission housing 17 of the transmission 4 and a torque support 18. The drive motor 2 is coupled with the transmission 4 by means of the coupling 3 and the transmission 4 is coupled with the first wheel set 5 for transmitting torque from the drive motor 2 to the first wheel set 5 via the transmission 4. To this end, a drive shaft 19 of the drive motor 2 is coupled with a transmission shaft 20 by means of the coupling 3, wherein the transmission shaft 20 is coupled with a first gear wheel 21 which is connected with the first wheel set 5. The first gear wheel 21 meshes with a second gear wheel 22 which is connected with the transmission shaft 20. The drive shaft 19 and the transmission shaft 20 are oriented parallel to a bogie cross axis 23. The transmission housing 17 encloses the first gear wheel 21 and the second gear wheel 22. The transmission shaft 20 is guided through the transmission housing 17.

[0025] A second drive brake assembly is connected with the bogie frame 1 according to the same principle and is coupled with the second wheel set.

[0026] Outside the transmission housing 17, on the side of the transmission 4 which faces away from the drive motor 2 and the coupling 3, a brake disc 24 of the bogie brake is connected with the transmission shaft 20. In the Figure 1 In the braking state shown in the figures, a first brake pad 25 and a second brake pad 26 of a brake actuator 27 of the bogie brake come into contact with the brake disc 24, thereby braking the bogie or the rail vehicle. In the Figure 1 In a release state, not shown in the figures, the first brake pad 25 and the second brake pad 26 are released from the brake disc 24. The brake actuator 27 is embodied as a pneumatic brake cylinder with Figure 1 a brake piston, not visible in the figures, which is actuated by means of Figure 1 a compressed air line, not shown in the figures, which is connected with the rail vehicle in Figure 1The brake piston, which is likewise not shown, is pneumatically, that is to say not structurally, connected to a compressed air supply, acts on a first brake lever 28 of the brake actuator 27 which is rotatably mounted and on a second brake lever 29 of the brake actuator 27 which is rotatably mounted, the first brake pad 25 being connected to the first brake lever and the second brake pad 26 being connected to the second brake lever. The first brake pad 25 and the second brake pad 26 can be pivoted by means of the first brake lever 28 and the second brake lever 29. The brake actuator 27 is connected to the transmission housing 17 by means of a carrier arm 30. In addition to its connection to the transmission housing 17, the brake actuator 27 is only indirectly, that is to say via the transmission housing 17, structurally connected to components of the running gear which are different from the transmission housing 17, that is to say to the running gear frame 1.

[0027] The first wheelset 5 is embodied as a lightweight wheelset for a wheelset load of 13.5 tons and has a tubular, thin-walled wheelset axle 31. The wheelset axle 31 is screwed to the first wheel 32 and to the second wheel 33 of the first wheelset 5 and has a first axle part 34, a second axle part 35 and a third axle part 36 which are configured as drawn metal tubes. The first axle part 34 is placed between the first wheel 32 and the second wheel 33. The second axle part 35 and the third axle part 36 are arranged outside the area defined by the first wheel 32 and the second wheel 33. The first axle part 34 is connected to the first wheel 32 and to the second wheel 33, the second axle part 35 is connected to the first wheel 32 and the third axle part 36 is connected to the second wheel 33.

[0028] The first wheel 32 is pushed onto, but not pressed onto, the second axle part 35 and the second wheel 33 is pushed onto, but not pressed onto, the third axle part 36.

[0029] The first wheel 32 is connected to the first axle part 34 and to the second axle part 35 by means of a first screw 37, wherein the first screw 37 is arranged in such a way that it leads from the second axle part 35 through the first wheel 32 into the first axle part 34. The second wheel 33 is connected to the first axle part 34 and to the third axle part 36 by means of a second screw 38, wherein the second screw 38 is arranged in such a way that it leads from the third axle part 36 through the second wheel 33 into the first axle part 34. A further screw is arranged between the first wheel 32, the first axle part 34 and the second axle part 35 and between the second wheel 33, the first axle part 34 and the third axle part 36. Figure 1 The first screw 37, the second screw 38 and the further screw lead into through-holes in the first wheel 32, the second wheel 33, the second axle part 35 and the third axle part 36 and into a blind hole drilled into the first axle part 34.

[0030] The first wheelset bearing 6 is connected to a second axle part 35, and the second wheelset bearing 7 is connected to a third axle part 36. The second axle part 35 and the third axle part 36 act as end sections of the first wheelset 5.

[0031] The wheelset axle 31 is implemented sealingly in order to be filled with a fluid. In Figure 1 The wheelset axle 31 cavity 39 is filled with a fluid, wherein the fluid is compressed air. The wheelset axle 31 can be ventilated or vented by means of an opening which is sealingly closed by a closure 40, which opening is arranged in the third axle part 36 at the end side. A first sensor 41 and a second sensor 42 are connected to the first wheelset 5, which first and second sensors serve to acquire a fluid mass loss in the wheelset axle 31 cavity 39 which can occur, for example, in the case of a through crack of the wheelset axle 31. The first sensor 41 and the second sensor 42 are arranged at the end side in the middle of the second axle part 35 and project into the cavity 39. The first sensor 41 is configured as a pressure sensor, and the second sensor 42 is configured as a temperature sensor. The pressure and the temperature of the fluid in the cavity 39 are measured by means of the first sensor 41 and the second sensor 42, and the pressure and the temperature are transmitted as a pressure measurement signal and a temperature measurement signal to Figure 1 evaluation device of a service station, which is not shown in the figure. However, it is also possible in accordance with the application for the evaluation device to be arranged in the rail vehicle.

[0032] On the basis of the pressure measurement signal and the temperature measurement signal, a fluid overflow from the cavity 39, that is to say a fluid mass loss in the cavity 39, is detected in the evaluation device, and on the basis of the fluid overflow a possible occurring damage or malfunction of the first wheelset 5 is detected.

[0033] On the basis of the temperature measurement signal, the temperature dependence of the pressure is first compensated. For this purpose, a functional relationship between the pressure and the temperature is stored in a database of the evaluation device in accordance with the Amonton law together with a reference temperature. The measured pressure and the measured temperature are applied in the functional relationship, and a temperature-compensated pressure is thus acquired with the reference temperature. If the temperature-compensated pressure is below a specified pressure threshold value, this indicates a leak and thus a damage or malfunction of the first wheelset 5, and a warning event (for example a prompt text and / or a warning symbol, etc.) is formed in the evaluation device.

[0034] The second wheelset is configured identically to the first wheelset 5 in terms of construction and function.

[0035] List of reference signs:

[0036] 1 bogie frame

[0037] 2 drive motor

[0038] 3 coupling

[0039] 4 transmission

[0040] 5 first wheelset

[0041] 6 first wheelset bearing

[0042] 7 second wheelset bearing

[0043] 8 first wheelset bearing housing

[0044] 9 second wheelset bearing housing

[0045] 10 first primary spring

[0046] 11 second primary spring

[0047] 12 cross member

[0048] 13 first secondary spring

[0049] 14 second secondary spring

[0050] 15 first motor bearing

[0051] 16 second motor bearing

[0052] 17 transmission housing

[0053] 18 torque support

[0054] 19 drive shaft

[0055] 20 transmission shaft

[0056] 21 first gear

[0057] 22 second gear

[0058] 23 bogie cross shaft

[0059] 24 brake disc

[0060] 25 first brake pad

[0061] 26 second brake pad

[0062] 27 brake actuator

[0063] 28 first brake lever

[0064] 29 second brake lever

[0065] 30 carrier arm

[0066] 31 wheelset axle

[0067] 32 first wheel

[0068] 33 second wheel

[0069] 34 first axle component

[0070] 35 second axle component

[0071] 36 third axle component

[0072] 37 first screw

[0073] 38 second screw

[0074] 39 cavity

[0075] 40 closure

[0076] 41 first sensor

[0077] 42 second sensor

[0078] 43 antenna

Claims

1. A running gear for a rail vehicle, the running gear having a running gear frame (1), at least one drive motor (2), at least one transmission mechanism (4), and at least one first wheelset (5), the first wheelset being rotatably coupled to the running gear frame (1), wherein, The at least one drive motor (2) is connected to the running gear frame (1), and wherein the at least one drive motor (2) is coupled to the at least one transmission mechanism (4) and the at least one transmission mechanism (4) is coupled to the at least one first wheelset (5) for transmitting torque from the at least one drive motor (2) to the at least one first wheelset (5) via the at least one transmission mechanism (4), characterized in that at least one brake disc (24) is connected to the drive shaft (20) of the at least one transmission mechanism (4), wherein at least one brake actuator (27) capable of engaging with the at least one brake disc (24) is connected to the transmission mechanism housing (17) of the at least one transmission mechanism (4), wherein the at least one first wheelset (5) has a wheelset axle (31), and the drive shaft (20) is arranged offset from the wheelset axle (31).

2. The traveling mechanism according to claim 1, characterized in that, Apart from its connection with the transmission housing (17), the at least one brake actuator (27) is structurally connected only indirectly through the transmission housing (17) to one or more components of the traveling mechanism that are different from the transmission housing (17).

3. The traveling mechanism according to claim 1 or 2, characterized in that, The at least one drive motor (2) is configured as an asynchronous motor.

4. The traveling mechanism according to claim 1, characterized in that, The at least first wheel pair (5) has a wheel axle (31) implemented in a tubular manner.

5. The traveling mechanism according to claim 4, characterized in that, The wheelset axle (31) is sealed so that it can be filled with fluid.

6. The traveling mechanism according to claim 5, characterized in that, The fluid is compressed air.

7. The traveling mechanism according to claim 5 or 6, characterized in that, At least one first sensor (41) for obtaining fluid mass loss in the cavity (39) of the wheelset axle (31) is connected to the at least first wheelset (5).

8. The traveling mechanism according to claim 4, characterized in that, The wheelset axle (31) is threadedly connected to the first wheel (32) and the second wheel (33) of the at least first wheelset (5).

9. The traveling mechanism according to claim 8, characterized in that, The wheelset axle (31) has at least one first axle component (34), a second axle component (35), and a third axle component (36), wherein the first axle component (34) is positioned between the first wheel (32) and the second wheel (33), wherein the second axle component (35) and the third axle component (36) are arranged outside the area defined by the first wheel (32) and the second wheel (33), and wherein the first axle component (34) is connected to the first wheel (32) and the second wheel (33), the second axle component (35) is connected to the first wheel (32), and the third axle component (36) is connected to the second wheel (33).

10. The traveling mechanism according to claim 9, characterized in that, At least the first wheel (32) is connected to the first axle component (34) and the second axle component (35) by means of a threaded member, wherein the threaded member is arranged in such a way that it is guided from the second axle component (35) through the first wheel (32) into the first axle component (34).

11. The traveling mechanism according to claim 9 or 10, characterized in that, The first wheel bearing (6) is connected to the second shaft component (35), and the second wheel bearing (7) is connected to the third shaft component (36).

12. The traveling mechanism according to claim 1, characterized in that, The drive shaft (19) of the at least one drive motor (2) is coupled to the transmission shaft (20), wherein the transmission shaft (20) is coupled to a first gear (21), which is connected to the at least one first gear pair (5).

13. The traveling mechanism according to claim 12, characterized in that, The drive shaft (19) is oriented parallel to or approximately parallel to the transverse axis (23) of the traveling mechanism.

14. The traveling mechanism according to claim 12 or 13, characterized in that, The drive shaft (19) is coupled to the transmission shaft (20) via a connector (3).

15. The traveling mechanism according to claim 1, characterized in that, The traveling mechanism frame (1) is initially elastically connected to the at least first wheel pair (5).

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