Rail Vehicle Chassis Actuator Mounting for Mass Reduction
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Solution Overview
Problem
Existing chassis designs for rail vehicles face challenges with high unsprung masses and heavy loading on track bodies due to the mounting of active wheel controllers, leading to increased route usage fees and vibration issues.
Innovation Solution
A chassis design where the wheel actuating facility is connected to the support structure via primary springs and bearings, eliminating the need for mounting on wheel bearing housings, and utilizing a guide and lever system for force transmission, allowing for a compact actuator unit and reduced unsprung masses.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the wheel actuating facility is mounted on the wheel bearing housing or rocker arm, then the wheel controller can actively control the wheels, but the unsprung masses increase and the loading on track bodies increases
Solution Approach 1:
The wheel actuating facility is segmented from the wheel bearing housing and rocker arm mounting arrangements. Instead of being integrated into the unsprung wheel assembly, the actuating facility is mounted separately on the bogie frame, dividing the system into sprung and unsprung components to reduce unsprung mass while maintaining wheel control capability.
Solution Approach 2:
A coupling facility with coupling shafts and steering rods acts as an intermediary mechanism between the wheel actuating facility and the wheelset. This intermediary transmission system allows the actuating forces to be applied to the wheels without requiring direct mounting of the actuator on the wheel bearing housing, thereby reducing unsprung mass.
2Device complexity
If the wheel actuating facility is mounted on the wheel bearing housing, then the wheel controller can be integrated, but the loading on track bodies increases leading to higher route usage fees
Solution Approach 1:
The system is segmented into integrated control functions and separate mechanical actuation. The wheel controller integration is achieved through electronic control systems, while the mechanical actuating facility is mounted on the bogie frame rather than the wheel assembly, reducing the force loading on track bodies.
3Reliability
If components are mounted on the wheel bearing housing to achieve active wheel control, then wheel guidance is improved, but unsprung masses increase
Solution Approach 1:
Steering rods and coupling facilities serve as intermediary elements that transmit control forces from the bogie frame to the wheelset. This intermediary mechanism enables effective wheel guidance and active wheel control while keeping the actuating facilities mounted on the sprung bogie frame, thus avoiding increased unsprung mass.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This design reduces unsprung masses, enhances travel stability and comfort, minimizes wear on wheels and rails, and provides acoustic benefits while allowing for efficient use of existing compressed air systems for actuation.
Implementation Method 1
a first bearing and a second bearing are provided between the at least one wheel actuating facility and the at least one support structure
Implementation Method 2
at least one first primary spring and one second primary spring, at least one primary spring-mounted support structure
Implementation Method 3
Actuating forces are transferred via the guide between the wheel actuating facility and the wheel bearing housing
Implementation Method 4
the at least one wheel actuating facility comprises a lever, where the first bearing is arranged between the lever and the at least one support structure
Data Source
AI summary
A chassis for rail vehicles includes at least one first wheel and one second wheel, at least one first wheel bearing having a first wheel bearing housing and a second wheel bearing having a second wheel bearing housing, at least one first primary spring and one second primary spring, at least one primary spring-loaded support structure and at least one active wheel positioning device, which has an actuator unit, where a first bearing and a second bearing are provided between the at least one wheel positioning device and the at least one support structure, and a guide is provided between the at least one wheel positioning device and the first wheel bearing housing, and where the unsuspended mass of the chassis is reduced by the suspension of the wheel positioning device on the primary spring-loaded support structure in order to create advantageous design conditions.