• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a chassis for a rail vehicle, in particular with internally mounted wheelsets, with at least one transmission (3), at least one transverse mounted drive motor (2) and at least one landing gear frame (1). The chassis frame (1) comprises at least one cross member (4) and at least one first side member (5) and a second side member (6). In order to provide advantageous design conditions, it is proposed that at least a first elastic bearing (13), a second elastic bearing (14) and a third elastic bearing (15) between the drive motor (2) and the chassis frame (1) are arranged on at least one of the longitudinal members (5, 6) each one of the elastic bearings (13, 14, 15) is arranged.
    公开号:AT518243A1
    申请号:T50054/2016
    申请日:2016-02-01
    公开日:2017-08-15
    发明作者:
    申请人:Siemens Ag Österreich；
    IPC主号:
    专利说明:

    Suspension for a rail vehicle
    The invention relates to a chassis for a rail vehicle, in particular with internally mounted wheelsets, with at least one transmission, at least one transverse mounted drive motor, and with at least one landing gear frame comprising at least one cross member, at least a first side member and a second side member.
    Bogies for rail vehicles must be safe from derailment. Derailment safety can be achieved by the chassis responding compliant to track warps. Resilience in terms of track warps is usually realized primarily through a corresponding design of a primary suspension. In addition, the low-rigidity feature of the chassis frame contributes to compliance and thus to compensating for track distortion.
    Derailment safety on the one hand and requirements from the constraint calculation e.g. According to the leaflet 505-1 of the Union international des chemins de fer (UIC) or the European standard (EN) 15273, on the other hand, design conflicts often arise which make a greater proportion of the chassis frame itself desirable in the compensation of track warps. This can be realized for example by a cross member with a low torsional rigidity or by an articulated connection of the cross member with a first side member and a second side member of the chassis frame.
    A cross member with a low torsional rigidity requires a resilient structure with open profiles. In the case of a conventional suspension of a drive motor on a cross member, for example via brackets, torques are introduced into the structure. Therefore, the cross member must be made torsionally rigid and you therefore usually uses closed profiles.
    In the prior art, in this context, e.g. the Siemens SF7000 is known, in which a drive motor is suspended by brackets on a cross member with closed profiles and therefore a high torsional stiffness.
    Furthermore, three constructions are known which allow a cross member with a low torsional rigidity.
    Thus, US 4,046,080 describes the principle of the "Wegmann chassis" in which a drive motor is suspended in a center of thrust of a cross member via a swash plate is a partial support of the drive motor to a transmission between the drive motor, the transmission and the cross member is located supporting link.
    It also mentions a Construcciones y Auxiliär de Ferrocarriles (CAF) landing gear as used on the M4 line in the Istanbul Metro. Here is a suspension of a drive motor to a side rail. About a swash plate is a partial support of the drive motor to a transmission. The transmission is connected via a handlebar with a cross member.
    From WO 2012/123438 Al a construction is known in which a drive motor is supported on a first side member and a second side member of a chassis and a swash plate on a transmission.
    The aforementioned approaches have in the known forms the disadvantage of a common suspension of a drive motor and a transmission on a chassis frame of a chassis.
    As a result, a part of the weight of the drive motor is transmitted to the transmission and it will therefore not sprung masses of the chassis increased.
    In addition, due to a arranged between the drive motor and the transmission swash plate to a separate disassembly of the drive motor and the transmission to
    Maintenance purposes for the above approaches are not given.
    Furthermore, replacement of the drive motor with a non-interface model of a drive motor would require a change in the interfaces between the drive motor and the chassis frame.
    The invention is therefore based on the object to provide a comparison with the prior art improved chassis.
    According to the invention this object is achieved with a chassis of the type mentioned, in which at least a first elastic bearing, a second elastic bearing and a third elastic bearing between the drive motor and the chassis frame are arranged, wherein on at least one of the longitudinal members each one of the elastic bearings is arranged.
    This arrangement of bearings between the drive motor and the chassis frame results in a reduction of the introduction of originating from the drive motor torques in the chassis frame. It mainly forces are initiated. The load on the chassis frame due to torques decreases. As a result, open profiles can be used for cross members. As a result, the torsional rigidity of the chassis frame is reduced, and in addition to a primary suspension, the chassis frame itself contributes to the compensation of track distortion. By using open profiles, a weight advantage can also be achieved.
    Furthermore, the invention results in an advantageous, separate suspension of the drive motor and a transmission. Shares of the weight of the drive motor transmitted to the transmission are reduced. Thus, not sprung masses of the chassis can be reduced, which u.a. Reduces costs on track maintenance. It also makes the use of a conventional and cost-effective in purchase and maintenance
    Curved tooth coupling allows. The curved tooth coupling is also compact in size and therefore allows building width maximization of the drive motor. In the case of a self-ventilated drive motor, the transmission-side engine front remains freely accessible for air guidance. In addition, the drive motor and gearbox can be disassembled separately during maintenance.
    Furthermore, a mechanical decoupling between the drive motor and the chassis frame is achieved via at least the first elastic bearing, the second elastic bearing and the third elastic bearing. It is advantageous if between the drive motor and the chassis frame at least a first attachment module which is detachably connected to the drive motor and the chassis frame, is arranged.
    The use of at least the first mounting module has the advantage of uniform and cost-effective interfaces on the chassis frame and the drive motor. Thus, without changing the interface on the chassis frame different drive motors can be used.
    In addition, the advantage of a simple and rapid mounting and dismounting of the drive motor and the at least first attachment module results from the use of detachable connections.
    A preferred solution results when the first attachment module is detachably connected to the transmission.
    By this measure it is achieved that the first mounting module in addition to its function of connecting the drive motor to the chassis frame also acts as a torque arm of the transmission and thus can be dispensed with additional components.
    Furthermore, by the arrangement of the first mounting module different gear without interface changes can be used on the chassis frame.
    In addition, the advantage of a simple and rapid mounting and dismounting of the transmission and the fastening module results from the use of detachable connections.
    An advantageous embodiment is obtained when the cross member has open profiles.
    As a result, a low torsional stiffness of the cross member and thus a partial compensation of track distortion is achieved by the chassis frame itself.
    A preferred solution results when provided for the connection of the drive motor with the chassis frame holes in the webs of the open profiles are arranged in such a way that introduced into the open profiles vertical forces near the shear centers of the open profiles.
    This measure results in simple and cost-effective interfaces for the arrangement of the drive motor on the chassis frame.
    Furthermore, the measure achieves a reduction of the torsion loads on the open profiles.
    An advantageous embodiment is obtained if at each end of the first longitudinal member a first primary spring pot and a second primary spring pot are provided and between the first primary spring pot and the second primary spring pot, the third elastic bearing is arranged.
    This measure results in a concentration of the introduction of force into the first longitudinal carrier and into the second longitudinal carrier in the region of the first primary spring cup and the second primary spring cup and thus a reduction in the load of the first longitudinal carrier and the second longitudinal carrier by torques. It is advantageous if the first elastic bearing, the second elastic bearing and the third elastic bearing are arranged in such a way that they form vertices of a triangle in a horizontal plane, and when the drive motor is arranged in such a way that the horizontal center of gravity of the drive motor is located within the triangle.
    This measure leads to a homogenization of the load on the first elastic bearing, the second elastic bearing and the third elastic bearing.
    The invention is based on
    Embodiments explained in more detail.
    They show by way of example:
    1 is a plan view of a side part of a first, exemplary embodiment of a chassis according to the invention with internally mounted wheelsets, a drive motor and a transmission, with a first Primärfedertopf and a second primary spring pot, wherein the drive motor via a first mounting module with a cross member and a second Attachment module is connected to a first side member,
    2 shows a plan view of a side part of a second, exemplary embodiment of a chassis according to the invention with internally mounted wheelsets, a drive motor and a transmission, with a first primary spring cup and a second primary spring cup, wherein the drive motor via a first mounting module with a cross member and a second Attachment module is connected to a second side member,
    Fig. 3: A plan view of a third, exemplary
    Embodiment of a chassis according to the invention, wherein a drive motor is connected to a first side member and a second side member and to a cross member,
    Fig. 4: A plan view of a fourth, exemplary
    Embodiment of a chassis according to the invention, wherein a drive motor is connected to a first side member and a second side member and a cross member and between the drive motor and the first side member and the second side member a mounting module is arranged,
    5 shows a detailed representation of a section through a first longitudinal carrier, with a third elastic bearing arranged in a web of the first longitudinal carrier being shown at the bottom right and a first elastic bearing arranged in a crossbeam being shown at the top left;
    Fig. 6: A detailed representation of a section through a
    Cross member, wherein in a web of an open profile of the cross member, a first elastic bearing is arranged,
    Fig. 7: A detailed view of a plan view of a
    Side part of a fifth exemplary embodiment of a chassis according to the invention with internally mounted wheelsets, a drive motor and a transmission, with a first Primärfedertopf, wherein the drive motor is connected via a first mounting module with a cross member and a second mounting module with a first side member, and
    8 is a plan view of a side part of a sixth, exemplary embodiment of a chassis according to the invention with internally mounted wheelsets, a drive motor and a transmission, with a first Primärfedertopf and a second primary spring cup, wherein a first mounting module, the drive motor with a cross member and the transmission and a second attachment module connects the drive motor with a first side member.
    A section of a first, exemplary variant of a chassis according to the invention, shown in plan view in FIG. 1, comprises a chassis frame 1, a transverse drive motor 2, a transmission 3, a cross member 4, a first side member 5, a second side member 6, and a first primary spring cup 7, a second primary spring pot 8, a third primary spring pot 9 and a fourth primary spring pot 10. In an advantageous embodiment, the cross member 4 is made of open profiles. The first side member 5 and the second side member 6 are welded to the cross member 4, for example.
    The drive motor 2 is connected to the cross member 4 via a first fastening module 11, on which a first elastic bearing 13 and a second elastic bearing 14 are arranged. The drive motor 2 is connected to the first longitudinal carrier 5 via a second fastening module 12 and a third elastic bearing 15 arranged thereon.
    This results in a particularly advantageous three-point suspension and there is no introduction of originating from the drive motor 2 torques in the chassis frame 1. Consequently, 4 open profiles can be used for the cross member. This reduces the Verwindesteifigkeit of the chassis frame 1 and in addition to the primary suspension contributes the chassis frame 1 itself to compensate for track warps. Through the use of open profiles, a weight advantage can also be achieved compared to closed profiles.
    Furthermore, the three-point suspension leads to a separate storage of the drive motor 2 and the transmission 3 in the chassis, which reduce an introduced into the transmission 3 proportion of the weight of the drive motor 2 and thus not sprung masses of the chassis.
    The advantageous use of the first fastening module 11 and of the second fastening module 12 shows that using uniform interfaces on the chassis frame 1 different drive motors 2, in Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 7 and Fig. 8 exemplary variants are shown, can be used.
    At the ends of the first mounting module 11, the first elastic bearing 13 and the second elastic bearing 14 are arranged. In the area between the first elastic bearing 13 and the second elastic bearing 14, the drive motor 2 is connected to the first fastening module 11.
    The longitudinal axes of the first elastic bearing 13 and the second elastic bearing 14 extend horizontally and in the longitudinal direction of the chassis.
    The first elastic bearing 13 and the second elastic bearing 14 are inserted in arranged on the cross member 4 holes. An exemplary embodiment of a first bore 16 is shown in FIG.
    The first elastic bearing 13 and the second elastic bearing 14 are connected via a first screw connection 18 and a second screw connection 19, whose longitudinal axes are coaxial with the longitudinal axes of the first elastic bearing 13 and the second elastic bearing 14, with the first fastening module 11 and the cross member 4 braced. They are designed, for example, as rubber-metal elements of known design and allow a relative movement between the first mounting module 11 and the cross member 4 in the horizontal and vertical directions.
    All connections between the first mounting module 11, the drive motor 2 and the first elastic bearing 13 and the second elastic bearing 14 are positive locking and releasable in an advantageous embodiment, resulting in a rapid mounting and dismounting of the drive motor 2 and the first mounting module 11.
    Between the drive motor 2 and the first side member 5, the second attachment module 12 is arranged, wherein one end of the second attachment module 12 is connected to the first side member 5 and another end of the second attachment module 12 to the drive motor 2.
    The third elastic bearing 15 is embodied in an exemplary manner as an elastic bush of known design, is arranged between the second fastening module 12 and the first longitudinal member 5 and allows relative movement between the second fastening module 12 and the first longitudinal member 5 in the horizontal and vertical directions.
    The longitudinal axis of the third elastic bearing 15 extends horizontally and in the transverse direction of the chassis.
    The third elastic bearing 15 is inserted into a arranged on the first longitudinal member 5, second bore 17 and braced via a first mandrel 20 with the first side member 5. The longitudinal axis of the first mandrel 20 extends coaxially to the longitudinal axis of the third elastic bearing 15. An exemplary embodiment of the second bore 17 is shown in FIG.
    The second bore 17 for receiving the third elastic bearing 15 is arranged between the first primary spring cup 7 and the second primary spring cup 8. By this property, the torque load on the first side member 5 decreases.
    All connections between the second fastening module 12, the drive motor 2 and the third elastic bearing 15 are positively frictionally and releasably in an advantageous embodiment, resulting in a rapid mounting and dismounting of the drive motor 2 and the second mounting module 12 results.
    In contrast to FIG. 1, FIG. 2 shows a second, exemplary embodiment in which a second fastening module 12 is connected to a drive motor 2 and via a third elastic bearing 15 to a second longitudinal member 6. Otherwise, the principle shown in Fig. 2 corresponds to that embodiment, which is shown in Fig. 1.
    Fig. 3 shows the top view of a third, exemplary embodiment of a chassis according to the invention with a chassis frame 1, in which between a drive motor 2 and a cross member 4, a first elastic bearing 13, between the drive motor 2 and a first side member 5, a second elastic bearing 14 and between the drive motor 2 and a second side member 6, a third elastic bearing 15 are arranged. The longitudinal axis of the first elastic bearing 13 extends horizontally and in the longitudinal direction of the chassis. The longitudinal axes of the second elastic bearing 14 and the third elastic bearing 15 extend horizontally and in the transverse direction of the chassis.
    The first elastic bearing 13 is designed for example as a rubber-metal element and clamped by a first screw connection 18 with the cross member 4.
    The second elastic bearing 14 and the third elastic bearing 15 are designed for example as elastic bushes.
    The second elastic bearing 14 is connected between a first primary spring cup 7 and a second primary spring cup 8 via a first mandrel 20 with the first side member 5. Between a third primary spring pot 9 and a fourth primary spring pot 10, the third elastic bearing 15 is arranged on the second side member 6 via a second mandrel 21.
    A first fastening module 11 and a second fastening module 12, as shown in FIGS. 1 and 2, are dispensed with in this embodiment variant. The drive motor 2 is connected via the first elastic bearing 13, the second elastic bearing 14 and the third elastic bearing 15 directly to the chassis frame 1.
    Otherwise, the principle shown in Fig. 3 corresponds to those embodiments, which are shown in Fig. 1 and Fig. 2.
    Fig. 4 shows the top view of a fourth, exemplary embodiment of a chassis according to the invention with a chassis frame 1, in which between a drive motor 2 and a cross member 4, a first elastic bearing 13, between the drive motor 2 and a first side member 5, a second elastic bearing 14 and between the drive motor 2 and a second side member 6, a third elastic bearing 15 are arranged.
    In contrast to the embodiment variant shown in FIG. 3, a second fastening module 12 is provided between the drive motor 2 and the second elastic bearing 14 and the third elastic bearing 15. At the ends of the second attachment module 12, the second elastic bearing 14 and the third elastic bearing 15 are arranged. Between the second elastic bearing 14 and the third elastic bearing 15, the drive motor 2 is connected to the second fastening module 12.
    Otherwise, the principle shown in Fig. 4 corresponds to those embodiments, which are shown in Fig. 1, Fig. 2 and Fig. 3.
    5 shows a detailed representation of a section through a first longitudinal member 5. In addition, a part of a cross member 4 is shown.
    In a, arranged in a web of the first longitudinal member 5, the second bore 17, a third elastic bearing 15 is inserted with a first mandrel 20.
    The cross member 4 has a first bore 16, in which a first elastic bearing 13 is arranged with a first screw connection 18.
    6 shows a detailed representation of a section through a cross member 4.
    In addition, a part of a first longitudinal member 5 is shown.
    In a web of an open profile of the cross member 4, a first elastic bearing 13 is arranged with a first screw connection 18 in a first bore 16.
    FIG. 7 shows a detailed representation of a plan view of a fifth exemplary embodiment of a chassis according to the invention. A drive motor 2 is connected via a second fastening module 12 and a third elastic bearing 15 with a, at its end a first primary spring cup 7 comprehensive, the first longitudinal member 5. The third elastic bearing 15 is disposed approximately adjacent to the first primary spring cup 7.
    As a result, a reduction of the torque load on the first side member 5 is achieved.
    Apart from the embodiment of the primary suspension, the principle shown in FIG. 7 corresponds to that variant of embodiment which is illustrated in FIG.
    In contrast to FIG. 1, FIG. 8 shows a sixth exemplified embodiment of a chassis according to the invention, in which a first attachment module 11 also has a connection to a transmission 3 in addition to a connection to a drive motor 2.
    This results in the advantage that the first fastening module 11 in addition to its function of connecting the drive motor 2 to a chassis frame 1 also acts as a torque arm of the transmission 3 and thus can be dispensed with additional components.
    Otherwise, the principle shown in Fig. 8 corresponds to that embodiment, which is shown in Fig. 1.
    List of designations 1 Chassis frame 2 Drive motor 3 Gearbox 4 Cross member 5 First side member 6 Second side member 7 First primary spring cup 8 Second primary spring cup 9 Third primary spring cup 10 Fourth primary spring cup 11 First attachment module 12 Second attachment module 13 First elastic bearing 14 Second elastic bearing 15 Third elastic bearing 16 First bore 17 Second bore 18 First screw connection 19 Second screw connection 20 First mandrel 21 Second mandrel
    权利要求:
    Claims (15)
    [1]
    claims
    1. chassis for a rail vehicle, in particular with internally mounted wheelsets, with at least one transmission, at least one transverse drive motor mounted, and with at least one landing gear frame comprising at least one cross member, at least a first side member and a second side member, characterized in that at least a first elastic bearing (13), a second elastic bearing (14) and a third elastic bearing (15) between the drive motor (2) and the chassis frame (1) are arranged, wherein on at least one of the longitudinal members (5, 6) each one of the elastic bearings (13, 14, 15) is arranged.
    [2]
    2. Suspension according to claim 1, characterized in that the first elastic bearing (13) and the second elastic bearing (14) between the drive motor (2) and the cross member (4) and the third elastic bearing (15) between the drive motor ( 2) and the first side member (5) are arranged.
    [3]
    3. Suspension according to claim 1, characterized in that the first elastic bearing (13) and the second elastic bearing (14) between the drive motor (2) and the cross member (4) and the third elastic bearing (15) between the drive motor ( 2) and the second longitudinal carrier (6) are arranged.
    [4]
    4. Suspension according to claim 1, characterized in that the first elastic bearing (13) between the drive motor (2) and the cross member (4), the second elastic bearing (14) between the drive motor (2) and the first side member (5 ) and the third elastic bearing (15) between the drive motor (2) and the second side member (6) are arranged.
    [5]
    5. Suspension according to claim 1, characterized in that between the drive motor (2) and the chassis frame (1) at least a first mounting module (11) which is releasably connected to the drive motor (2) and to the chassis frame (1) arranged is.
    [6]
    6. Suspension according to claim 5, characterized in that the first attachment module (11) is releasably connected to the transmission (3).
    [7]
    7. Suspension according to one of claims 1, 2, 3 or 4, characterized in that the cross member (4) has open profiles.
    [8]
    8. Suspension according to one of claims 1, 2, 3, 4 or 7, characterized in that for the connection of the drive motor (2) with the chassis frame (1) provided holes are arranged in the webs of the open profiles in such a way that in the vertical profile introduced vertical profiles run near the shear centers of the open profiles.
    [9]
    9. Suspension according to claim 1 or 2, characterized in that at each end of the first longitudinal member (5) a first Primärfedertopf (7) and a second Primärfedertopf (8) are provided and between the first Primärfedertopf (7) and the second Primärfedertopf ( 8) the third elastic bearing (15) is arranged.
    [10]
    10. Suspension according to claim 1 or 3, characterized in that at each end of the second longitudinal member (6) has a third Primärfedertopf (9) and a fourth Primärfedertopf (10) are provided and between the third Primärfedertopf (9) and the fourth Primärfedertopf ( 10) the third elastic bearing (15) is arranged.
    [11]
    11. Suspension according to claim 1 or 4, characterized in that at each end of the first longitudinal member (5) has a first Primärfedertopf (7) and a second Primärfedertopf (8) and at each end of the second longitudinal member (6), a third Primärfedertopf (9 ) and a fourth Primärfedertopf (10) are provided and between the first Primärfedertopf (7) and the second Primärfedertopf (8) the second elastic bearing (14) and between the third Primärfedertopf (9) and the fourth Primärfedertopf (10) the third elastic Bearing (15) is arranged.
    [12]
    12. Suspension according to claim 1 or 2, characterized in that at each end of the first longitudinal member (5), a first Primärfedertopf (7) is provided and approximately adjacent to the first Primärfedertopf (7), the third elastic bearing (15) is arranged.
    [13]
    13. Suspension according to claim 1 or 3, characterized in that at each end of the second longitudinal member (6), a third Primärfedertopf (9) is provided and approximately adjacent to the third Primärfedertopf (9), the third elastic bearing (15) is arranged.
    [14]
    14. Suspension according to claim 1 or 4, characterized in that at each end of the first longitudinal member (5) a first Primärfedertopf (7) and at each end of the second longitudinal member (6) a third Primärfedertopf (9) are provided and approximately adjacent to the first primary spring pot (7), the second elastic bearing (14) and approximately adjacent to the third primary spring pot (9), the third elastic bearing (15) is arranged.
    [15]
    15. Suspension according to claim 1, characterized in that the first elastic bearing (13), the second elastic bearing (14) and the third elastic bearing (15) are arranged in such a way that they form vertices of a triangle in a horizontal plane, and that the drive motor (2) is arranged in such a way that the horizontal center of gravity of the drive motor (2) is located within the triangle.
    类似技术:
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    同族专利:
    公开号 | 公开日
    WO2017133954A1|2017-08-10|
    EP3411278A1|2018-12-12|
    RU2709696C1|2019-12-19|
    US11198452B2|2021-12-14|
    CN108698613A|2018-10-23|
    AT518243B1|2021-12-15|
    US20190031210A1|2019-01-31|
    CN108698613B|2020-12-08|
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    RU154856U1|2015-02-20|2015-09-10|Общество с ограниченной ответственностью "ПК Транспортные системы" |Tram Car with 100% Reduced Floor Level|
    CN105197022A|2015-09-22|2015-12-30|南车南京浦镇车辆有限公司|Triangle support device for bogie motor of railway vehicle|CN107697090B|2017-09-26|2018-11-06|中车株洲电力机车有限公司|A kind of bogie|
    EP3752402A1|2018-03-27|2020-12-23|Siemens Mobility Austria GmbH|Running gear for a rail vehicle|
    AT523026A1|2019-09-30|2021-04-15|Siemens Mobility GmbH|Undercarriage for a rail vehicle|
    AT523116B1|2019-10-31|2021-09-15|Siemens Mobility Austria Gmbh|Elastic element|
    AT523285B1|2020-06-04|2021-07-15|Siemens Mobility Austria Gmbh|Undercarriage for a rail vehicle|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50054/2016A|AT518243B1|2016-02-01|2016-02-01|Running gear for a rail vehicle|ATA50054/2016A| AT518243B1|2016-02-01|2016-02-01|Running gear for a rail vehicle|
    RU2018123500A| RU2709696C1|2016-02-01|2017-01-26|Chassis for rail transport|
    US16/072,639| US11198452B2|2016-02-01|2017-01-26|Chassis for a rail vehicle|
    CN201780009355.9A| CN108698613B|2016-02-01|2017-01-26|Chassis for a rail vehicle|
    EP17702570.7A| EP3411278A1|2016-02-01|2017-01-26|Chassis for a rail vehicle|
    PCT/EP2017/051591| WO2017133954A1|2016-02-01|2017-01-26|Chassis for a rail vehicle|
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