Running gear for a rail vehicle, and rail vehicle
Patent Information
- Application Number
- EP2023734175
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2022-06-20
- Filing Date
- 2023-06-15
- Publication Date
- 2025-02-19
AI Technical Summary
Chassis for rail vehicles with swing arm-mounted wheelsets experience significant vertical movements during acceleration or braking, leading to deflections in attached components like rail clearers and sanding devices, which fail to meet regulatory standards due to varying distances between swing arm bearings and wheelset bearings.
A chassis with a carrying device comprising a support arm and coupling arm, articulated to the swing arm and chassis frame, providing kinematic decoupling to reduce deflections and maintain components at a constant height, allowing for precise positioning of rail clearers, sanding devices, and rail cleaning devices.
The solution effectively reduces deflections, ensuring rail clearers and sanding devices maintain precise positioning and improve tractive force by keeping rail cleaning devices near the rail edge, adhering to regulatory standards and enhancing operational reliability.
Smart Images
Figure 1.1
Abstract
Description
[0001] Chassis for a rail vehicle and rail vehicle
[0002] The invention relates to a chassis for a rail vehicle, with a chassis frame and at least one first wheel set or at least one pair of wheels, wherein the at least first wheel set or the at least one pair of wheels is coupled to the chassis frame by means of at least one first guide device, wherein the at least first guide device has a swing arm which, starting from the chassis frame, is arranged extending beyond a wheel set bearing or a wheel bearing.
[0003] Running gear for rail vehicles, in which wheel sets or pairs of wheels are guided via swing arms which are coupled to the running gear frame and, starting from the running gear frame, are arranged so as to extend beyond the wheelset bearings or wheel bearings, often have a tendency towards strong vertical movements in the area of the ends of the swing arms facing away from the bearings of the swing arms. These vertical movements, which can be triggered, for example, by acceleration or braking of the running gear or by dynamic loads on the running gear, can be translated to a greater extent, the greater the differences are between the first distances between the bearings of the swing arms and the wheelset bearings or wheel bearings on the one hand and the second distances between the wheelset bearings or wheel bearings and the aforementioned ends of the swing arms on the other.
[0004] The vertical movements often cause strong deflections of running gear components such as rail cleaners, sanding devices or rail or track cleaning devices etc., which may be connected to the swing arms in the area of the ends of the swing arms. These deflections can impair the function of these running gear components. For example, the deflections can lead to rail cleaners being unable to comply with the clearance profiles specified in European Standard (EN) 15273-2 and / or by the European Union Agency for Railways with regard to the European Rail Traffic Management System (ERTMS) in document 033281, or to sanding devices failing to meet the specifications of Regulation B011 of the Federal Railway Authority (EBA). Due to the deflections, rail or track cleaning devices can, for example, no longer effectively clean contact zones between the wheels of the running gear and the rails, etc.
[0005] For example, WO 2017 / 157740 A1 is known from the prior art, which shows a bogie for a rail vehicle with externally mounted wheelsets. The wheelsets are coupled to a bogie frame via swing arms.
[0006] Furthermore, EP 3 243 724 A1 discloses a bogie for a rail vehicle with internally mounted wheel pairs. An adapter rocker is arranged on an outer side of the bogie, which is articulated to a bogie frame of the bogie and to a pair of wheels. Bogie components such as pantographs, train protection sensors, etc. can be connected to the adapter rocker.
[0007] The above-mentioned approach, in its known form, has the disadvantage that, in particular, zones of the adapter swing arm extending further beyond a swing arm bearing unit in the area of the wheel pair can exhibit strong vertical accelerations.
[0008] The invention is therefore based on the object of specifying a chassis which is further developed compared to the prior art and has a carrying device which compensates for vertical movements.
[0009] According to the invention, this object is achieved with a chassis according to claim 1, in which at least one first support device with at least one first support arm and a first coupling arm are arranged, wherein the at least first support arm is connected in an articulated manner to the swing arm and the first coupling arm is connected in an articulated manner to the chassis frame and in an articulated manner to the at least first support arm. This achieves kinematic decoupling of the first support device from the swing arm. Deflections of the first support device are reduced, as a result of which, for example, chassis components which have to be arranged in front of a wheel of the chassis at a constant or approximately constant height above a track without violating predetermined clearance profiles can be connected to the first support device (e.g. rail cleaners). The first support device and the first coupling arm can be of simple construction.It is also possible to retrofit these to chassis with swing arms.
[0010] Further advantageous embodiments of the chassis according to the invention emerge from the subclaims.
[0011] It is advantageous if a first joint, by means of which the at least first support device is connected to the swing arm, is arranged vertically aligned or approximately vertically aligned with the axle box bearing or the wheel bearing. The closer the first joint is arranged to a pivot point of the swing arm, i.e., to the axle box bearing or the wheel bearing, the smaller the movements performed by the first support device and the first coupling arm.
[0012] An advantageous solution is obtained if the at least first support device comprises a second support arm, wherein the second support arm is connected in an articulated manner to the swing arm and in an articulated manner to the first coupling arm, wherein the swing arm is arranged between the first support arm and the second support arm. As a result, the first support device is designed in two parts and is therefore particularly stable, wherein the swing arm can execute its stronger movement tendency from the first support device unhindered compared to the first support device. The swing arm can move between the first support arm and the second support arm relative to the first support device.
[0013] It is advantageous if a rail clearer is connected to at least the first support device. Due to the kinematic decoupling of the first support device from the swing arm, the rail clearer can be arranged at a short distance from the track.
[0014] It is helpful if a sanding device is connected to at least the first support device. Connecting the sanding device to the first support device ensures that, for example, a sand outlet pipe remains directed with great precision into a contact area between the wheel of the running gear and a rail of the track in all operating states of the running gear. The amount of sand that must be applied to the contact area by means of the sanding device to influence a contact state between the wheel and the rail can thereby be reduced, and force transmission between the wheel and the rail is improved.
[0015] Furthermore, it is advantageous if a rail cleaning device is connected to the at least first carrying device.
[0016] This measure results in an increase in traction force during acceleration of the running gear, since the rail cleaning device remains positioned near the upper edge of the rail with great reliability.
[0017] A favorable solution is achieved if the at least first support device and the first coupling arm are arranged in the region of a first end of the at least first wheel set or of the at least one wheel pair, in which the chassis is vertically more mobile than in the region of a second end of the at least first wheel set or of the at least one wheel pair. This measure results in the kinematic decoupling of the first support device where it is particularly effective. For example, strong vertical mobility of the chassis can have structural dynamic causes and can be influenced by a connection of a drive motor of the chassis to the chassis frame in the region of the first end of the first wheel set or wheel pair or by a particularly strong torsion of the chassis frame in the region of the first end, etc.
[0018] The invention is explained in more detail below using exemplary embodiments.
[0019] Examples include:
[0020] Fig. 1: A side view of a section of an exemplary embodiment of a rail vehicle according to the invention with an exemplary first embodiment of a chassis according to the invention, which has a first
[0021] Carrying device and a first coupling arm, and
[0022] Fig. 2: A floor plan of a section of an exemplary second embodiment of a chassis according to the invention, in which a swing arm is arranged between a first support arm and a second support arm of a first support device.
[0023] Fig. 1 shows a section of an exemplary embodiment of a rail vehicle according to the invention with an exemplary first embodiment of a chassis according to the invention and a car body 1.
[0024] The car body 1 is supported on a chassis frame 3 of the chassis via a secondary spring arrangement 2.
[0025] A first wheelset 4 of the chassis, which forms a pair of wheels comprising a wheelset shaft 5, as shown by way of example in Fig. 2, a first wheel 6 and a second wheel not visible in Fig. 1, is coupled to the chassis frame 3 via a swing arm 7. A swing arm bearing 8 is arranged between the swing arm 7 and the chassis frame 3. The first wheelset 4 is rotatably connected to the swing arm 7 via a wheelset bearing 9. A first distance between the swing arm bearing 8 and the wheelset bearing 9 is smaller than a second distance between the wheelset bearing 9 and a swing arm end of the swing arm 7 facing away from the swing arm bearing 8, which is why vertical movements of said swing arm end are translated with a transmission ratio of greater than one.
[0026] The swing arm 7 , the swing arm bearing 8 and the wheelset bearing 9 are parts of a first guide device 10 of the chassis, by means of which the first wheelset 4 is guided.
[0027] The chassis frame 3 is connected to the first wheel set 4 by primary springs. A first primary spring 11 and a first primary damper 12 are arranged between the swing arm 7 and the chassis frame 3.
[0028] The first wheel set 4 is further connected to the chassis frame 3 via a second guide device, a second primary spring and a second primary damper, which are not visible in Fig. 1.
[0029] The chassis has a second wheel set (not shown in Fig. 1), which is designed in the same way as the first wheel set 4 in terms of construction and connection technology and is coupled to the chassis frame 3 via two further guide devices, two further primary springs and two further primary dampers, which are also not shown in Fig. 1. The second guide device and the two further guide devices, the second primary spring and the two further primary springs as well as the second primary damper and the two further primary dampers are designed in the same way as the first guide device 10, the first primary spring 11 and the first primary damper 12 in terms of construction and connection technology.
[0030] The swing arm 7 is arranged, starting from the chassis frame 3, extending beyond the wheelset bearing 9. The chassis has a first support device 13 with a first support arm 14 and a first coupling arm 16. The first support arm 14 is connected to the swing arm 7 via a first joint 17. The first coupling arm 16 is coupled to the chassis frame 3 via a second joint 18 and to the first support arm 14 via a third joint 19.
[0031] The first joint 17, the second joint 18 and the third joint 19 are designed as rotary joints.
[0032] The first joint 17 projects into a vertical alignment 21 of the wheelset bearing 9 and is therefore arranged approximately in alignment with the wheelset bearing 9.
[0033] According to the invention, it is also possible for the first joint 17 to be arranged entirely within the alignment 21 and thus to be vertically aligned with the wheelset bearing 9.
[0034] The first support arm 14, which due to its connections with the swing arm 7 and the chassis frame 3 is always held parallel or at least approximately parallel to a track 22 on which the chassis is arranged, is arranged laterally next to and partly below the swing arm 7.
[0035] The first support device 13 is connected to the first coupling arm 16 via the first support arm 14 in the region of a running gear front side or rear side in front of the first wheel 6. In a region of the first support arm 14 in front of the first wheel 6, a running gear component 23 designed as a rail cleaner is connected to the first support device 13. According to the invention, however, it is also conceivable that, for example, a sanding device, a wheel flange lubricating device and / or a rail cleaning device etc. is / are connected to the first support device 13. The running gear component 23 is held by means of the first support device 13 and the first coupling arm 16 at a constant or at least approximately constant distance from the track 22 or from a contact area between the first wheel 6 and the track 22.
[0036] The first support device 13 and the first coupling arm 16 are arranged in the region of a first end of the first wheel set 4. In this region, which is shown in Fig. 1, the chassis is more vertically movable than in the region of a second end of the first wheel set 4, not visible in Fig. 1, which is arranged opposite the first end. The chassis is more vertically movable in the region of the first end of the first wheel set 4 than in the region of the second end, since in the region of the first end a drive motor of the chassis (not shown in Fig. 1) is connected to the chassis frame 3.
[0037] In the area of the second end of the first wheelset 4, a second support device and a second coupling arm are arranged, which are not visible in Fig. 1 and are designed in the same way as the first support device 13 and the first coupling arm 16 in terms of construction and connection technology. The second support device is articulated to the second coupling arm and articulated to the second guide device. The second coupling arm is articulated to the chassis frame 3. According to the invention, it is also conceivable to dispense with the second support device and the second coupling arm and to provide only the first support device 13 and the first coupling arm 16, since the chassis is more vertically movable in the area of the first end of the first wheelset 4 than in the area of the second end of the first wheelset 4.
[0038] According to the invention, it is further conceivable that the chassis has pairs of wheels designed as loose wheel sets, which are coupled to the chassis frame 3, for example, via wheel guiding devices which comprise wheel bearings.
[0039] In Fig. 2 a floor plan of a section of an exemplary second embodiment of a chassis according to the invention is shown.
[0040] The chassis has a first guide device 10 with a swing arm 7, a wheelset bearing 9 and a swing arm bearing 8, as is shown by way of example in Fig. 1. By means of the first guide device 10, a first wheelset 4 of the chassis is coupled to a chassis frame 3, as is shown by way of example in Fig. 1. The first wheelset 4, which has a wheelset shaft 5 which is connected to a first wheel 6 of the first wheelset 4 and to a second wheel of the first wheelset 4 (not shown in Fig. 2), is rotatably connected to the swing arm 7 via the wheelset bearing 9.
[0041] The exemplary second embodiment of a chassis according to the invention is similar to the exemplary first embodiment of a chassis according to the invention shown in Fig. 1. In contrast to Fig. 1, the chassis according to Fig. 2 has a first support device 13 with a first support arm 14 and a second support arm 15. The first support arm 14 and the second support arm 15 are articulated to the swing arm 7 and, via a first coupling arm 16 shown in section in Fig. 2, articulated to the chassis frame 3. The first support arm 14 is connected to the swing arm 7 via a first joint 17. The first coupling arm 16 is coupled to the chassis frame 3 via a second joint 18, as shown by way of example in Fig. 1, and to the first support arm 14 via a third joint 19.
[0042] The second support arm 15 is connected to the swing arm 7 via a fourth joint 20 and to the first coupling arm 16 via the third joint 19.
[0043] The first joint 17, the second joint 18, the third joint 19, and the fourth joint 20 are designed as rotary joints. The first joint 17 projects into a vertical alignment 21 of the wheelset bearing 9, as shown by way of example in Fig. 1, and is therefore arranged approximately vertically aligned with the wheelset bearing 9. The fourth joint 20 is also arranged approximately vertically aligned with the wheelset bearing 9.
[0044] The swing arm 7 is arranged between the first support arm 14 and the second support arm 15 and is spaced apart therefrom. The swing arm 7 can move relative to the first support arm 14 and the second support arm 15.
[0045] List of names
[0046] 1 car body
[0047] 2 Secondary spring arrangement
[0048] 3 chassis frame
[0049] 4 First wheelset
[0050] 5 Wheelset shaft
[0051] 6 First wheel
[0052] 7 Swing arm
[0053] 8 swing arm bearings
[0054] 9 axle box bearings
[0055] 10 First guide device
[0056] 11 First primary spring
[0057] 12 First primary damper
[0058] 13 First carrying device
[0059] 14 First support arm
[0060] 15 Second support arm
[0061] 16 First coupling arm
[0062] 17 First joint
[0063] 18 Second joint
[0064] 19 Third joint
[0065] 20 Fourth joint
[0066] 21 Escape
[0067] 22 track
[0068] 23 chassis components
Claims
Patent claims 1. Chassis for a rail vehicle, comprising a chassis frame (3) and at least one first wheelset (4) or at least one pair of wheels, wherein the at least first wheelset (4) or the at least one pair of wheels is coupled to the chassis frame (3) by means of at least one first guide device (10), wherein the at least first guide device (10) has a swing arm (7) which extends from the chassis frame (3) beyond a wheelset bearing (9) or a wheel bearing, characterized in that at least one first support device (13) with at least one first support arm (14) and a first coupling arm (16) are arranged, wherein the at least first support arm (14) is pivotally connected to the swing arm (7) and the first coupling arm (16) is pivotally connected to the chassis frame (3) and pivotally connected to the at least first support arm (14).
2. Chassis according to claim 1, characterized in that a first joint (17) by means of which the at least first support device (13) is connected to the swing arm (7) is arranged vertically aligned or approximately vertically aligned with the wheelset bearing (9) or the wheel bearing.
3. Chassis according to claim 1 or 2, characterized in that the at least first support device (13) is arranged at least partially laterally next to the swing arm (7).
4. Chassis according to one of claims 1 to 3, characterized in that the at least first support device (13) is arranged at least partially under the swing arm (7).
5. Chassis according to one of claims 1 to 4, characterized in that the at least first support device (13) comprises a second support arm (15), wherein the second The support arm (15) is articulated with the swing arm (7) and articulated with the first coupling arm (16), wherein the swing arm (7) is intermediate between the first support arm (14) and the second support arm (15).
6. Chassis according to one of claims 1 to 5, characterized in that the at least first support device (13) is connected to the first coupling arm (16) in the area of a front or rear of the running gear to a first wheel (6) of at least the first wheelset (4) or of at least one pair of wheels.
7. Chassis according to one of claims 1 to 6, characterized in that a rail clearer is connected to the at least first support device (13).
8. Chassis according to one of claims 1 to 7, characterized in that a sanding device is connected to the at least first support device (13).
9. Chassis according to one of claims 1 to 8, characterized in that a flange lubrication device is connected to the at least first support device (13).
10. Chassis according to one of claims 1 to 9, characterized in that a rail cleaning device is connected to the at least first support device (13).
11. Chassis according to one of claims 1 to 10, characterized in that the at least first support device (13) and the first coupling arm (16) are in the area of a first are arranged at the end of at least the first wheelset (4) or of at least one pair of wheels, in which the running gear is more vertically movable than in the area of a second End of at least the first wheelset (4) or of at least one pair of wheels .
12. Chassis according to one of claims 1 to 11, characterized in that the first support device (13) and the first coupling arm (16) are arranged in the region of a first end of the at least first wheelset (4) or of the at least one pair of wheels, and a second support device and a second coupling arm, which are structurally identical to the first support device (13) and the first coupling arm (16), are arranged in the region of a second end of the at least first wheelset (4) or of the at least one pair of wheels.
13. Chassis according to one of claims 1 to 12, characterized in that the chassis frame (3) is primarily sprung and connected to the at least first wheelset (4) or the at least one pair of wheels.
14. Rail vehicle with at least one chassis according to one of claims 1 to 13.