• 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 rail vehicle comprising: a chassis; a wheel set with a wheelset shaft (4) and two wheels; at least two wheelset bearing devices (6) which are arranged on the chassis (2) or in the chassis (2), wherein the Radsatzlagervorrichtungen (6) each having a shaft receiving (7) in which an upper plain bearing half-shell (8) is received stationary, wherein the wheelset shaft (4) is rotatably mounted in the upper plain bearing half-shell (8), and wherein the Radsatzlagervorrichtung (6) comprises a lower plain bearing half-shell (9) which cooperates with the upper plain bearing half-shell (8). The plain bearing half shells (8, 9) are designed as a hydrodynamic sliding bearing. Furthermore, a housing (17) is formed, which surrounds the shaft receptacle (7), wherein in the housing (17) an oil sump (23) is formed, in which lubricating oil (18) for lubricating the plain bearing half shells (8, 9), is added. In addition, the wheelset shaft (4) is guided by a side wall (29) of the housing (17) to the outside.
    公开号:AT520067A1
    申请号:T50423/2017
    申请日:2017-05-17
    公开日:2018-12-15
    发明作者:Ing Dr Johannes Sebastian Hölzl Dipl
    申请人:Miba Gleitlager Austria Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a rail vehicle and a method for changing a slide bearing in the rail vehicle.
    From US4072371 A a bearing for a rail vehicle with a metal block with a cylindrical recess is known.
    From FR1354922 A a plain bearing for a rail vehicle is known. The
    Bearing is designed to accommodate a stub shaft of a wheelset shaft.
    In addition, the bearing has an oil sump for lubricating the bearing, the oil being distributed into the interior of the bearing by means of a disk which is immersed in the oil sump.
    The bearing known from FR1354922 A has the disadvantage that the oil is only distributed unreliably in the interior of the bearing and the lubricating effect is therefore limited.
    The object of the present invention was to overcome the disadvantages of the prior art and to provide a rail vehicle which has an improved storage situation. In addition, an improved method for changing the slide bearing will be described.
    This object is achieved by a device and a method according to the claims.
    According to the invention, a rail vehicle is designed. The rail vehicle includes: a chassis; a wheelset with a wheelset shaft and two wheels; at least two wheel set bearing devices, which are arranged on the chassis or are formed in the chassis, the wheel set bearing devices each having a shaft receptacle in which an upper slide bearing half shell and a lower slide bearing half shell are received in a stationary manner, the wheel set shaft being rotatably mounted in the two slide bearing half shells,
    The plain bearing half-shells are designed as hydrodynamic plain bearings. Furthermore, a housing is formed which surrounds the shaft receptacle, an oil sump being formed in the housing, in which lubricating oil for lubricating the plain bearing half-shells is accommodated and that the wheel set shaft is supported by a
    Side wall of the housing is guided to the outside.
    The rail vehicle according to the invention has the advantage that the hydrodynamic slide bearing can obtain the necessary lubricating oil directly from the oil sump in the housing and thus has good bearing properties. As a result, self-lubrication of the hydrodynamic plain bearing can be achieved in particular, the hydrodynamic plain bearing being able to independently suck in the necessary lubricating oil from the oil sump. External lubrication is therefore not required, such as with an oil pump. Another funding for distributing the
    Lubricating oil, such as an impeller known from the prior art, which is immersed in the oil sump, is not required in the embodiment according to the invention. The losses can thus be kept as low as possible, which leads to an improved efficiency of the rail vehicle.
    Furthermore, it can be expedient if the upper slide bearing half-shell is arranged between the shaft holder and the wheelset shaft and the lower slide bearing half-shell is held in position by means of a bearing cover. The advantage here is that this measure allows the wheelset bearing devices to be easily disassembled so that the plain bearing can be replaced or serviced.
    In an alternative variant, it can also be provided that the lower slide bearing half-shell is formed directly by the bearing cover. This is possible because the lower plain bearing half-shell does not have to absorb any forces during normal operation, but only serves to complete the upper plain-bearing half-shell.
    It can further be provided that the lower slide bearing half-shell has oil feed bores which penetrate the lower slide bearing half-shell radially. Furthermore, it can be provided that oil supply bores are formed in the bearing cover, which are congruent with the oil supply bores of the lower plain bearing half-shell. The lubrication oil required in the slide bearing can be supplied to the running surface of the slide bearing through the oil supply holes.
    In addition, it can be provided that the oil level in the oil sump is selected so high that all the inlet openings of the oil supply bores in the bearing cap are completely below the level of the oil level and are immersed in the oil sump. The advantage here is that this measure does the necessary
    Lubricating oil due to the rotational movement of the wheelset shaft and the occurring
    Relative speeds can be sucked out of the oil sump independently, whereby the oil supply holes can provide the necessary volume flow of lubricating oil.
    Also advantageous is a configuration according to which it can be provided that a flow channel is formed in the lower slide bearing half-shell on the radial inside, which is in the lower slide bearing half-shell or in the upper one
    Sliding bearing half-shell runs out in the form of a wedge gap, the flow channel being coupled to the oil supply bores of the lower sliding bearing half-shell. The tread of the plain bearing half-shell, which serves to transmit radial forces, is referred to as the radial inside of the plain-bearing half-shell. The advantage of this measure is that the hydrodynamic sliding properties of the plain bearing can be improved by means of such a flow channel. Especially with high-speed trains, it is necessary that the hydrodynamic plain bearing runs as smoothly as possible at high speeds.
    According to a development, it is possible for the flow channel to be axial
    Extent between 5% and 95%, in particular between 10% and 80%, preferably between 30% and 70% of the axial extent of the lower plain bearing half-shell. The advantage here is that the flow channel does not extend over the entire width of the plain bearing and thus the pressure distribution within the hydrodynamic plain bearing can be improved.
    It may also be expedient if the two wheelset bearing devices are arranged between the two wheels of the wheelset. The advantage here is that the hydrodynamic properties of the plain bearing can be improved, particularly with such a configuration of the bearing situation of the wheel set. This can be achieved by such a measure that the deformation of the wheel set shaft can be kept lower than if the wheel bearing were arranged outside the wheels. An excessive inclination of the wheelset shaft relative to the plain bearing is thus largely avoided. In addition, the largest possible track width can be achieved by such a measure with the smallest possible installation space. This is particularly necessary for high-speed trains.
    In addition, it can be provided that an upper part of the housing is coupled to the shaft receptacle, or is formed in one piece with the shaft receptacle and a lower part of the housing is designed as a housing cover, which is coupled to the upper part of the housing by means of fastening means. Of
    The advantage here is that the housing cover can be removed by this measure, in order to be able to maintain the plain bearing.
    Furthermore, it can be provided that the chassis is designed such that the outside of the housing is flowed around by the drafts during the journey.
    The advantage here is that this measure allows the amount of heat generated in the plain bearing to be released to the environment with greater efficiency. This is particularly necessary for high-speed trains, because a large amount of heat is generated due to the high speed of the wheelset.
    According to a particular embodiment, it is possible for cooling fins to be arranged on the outside of the housing, in particular on the side walls. The advantage here is that this measure allows the amount of heat generated in the plain bearing to be released to the environment with greater efficiency. This is particularly necessary for high-speed trains, because a large amount of heat is generated due to the high speed of the wheelset. The cooling fins can be aligned in particular in the direction of travel, so that during the
    Draft flows around.
    According to an advantageous development, it can be provided that a porous structure is arranged in the oil sump, which serves to calm the lubricating oil in the oil sump. The lubricating oil can be absorbed in the pores of the porous structure. The advantage here is that foaming of the lubricating oil in the oil sump can be reduced or avoided entirely by this measure.
    In particular, it can be advantageous if a shaft seal in the form of a shaft sealing ring is arranged in at least one of the side walls of the housing and is used for sealing between the wheel set shaft and the housing.
    The advantage here is that such a shaft sealing ring has a good sealing effect and can develop its sealing effect even when the wheel set is at a standstill.
    Alternatively, it can be provided that in at least one of the side walls of the housing a shaft seal in the form of a labyrinth seal between the housing and the wheel set shaft is formed, which is used to seal the
    Wheelset shaft is used. The advantage here is that such a labyrinth seal has only a low resistance even at high speeds. In addition, there is no need for a sleeve which is in contact with the wheelset shaft and which could be destroyed by thermal effects at high speeds.
    Instead of the labyrinth seal, other non-contact seals, such as an annular gap, can of course also be used. For example, the seal can be formed by a bronze sliding ring loosely inserted in a recess.
    In addition, it can be provided that an oil drain hole is arranged in the side walls of the housing on the underside of the labyrinth seal. The advantage here is that this measure allows the lubricating oil accumulated in the labyrinth seal during driving to be returned to the interior of the housing.
    As an alternative to the oil drain hole, it can be provided that an inner wall of the
    Labyrinth seal is lower than an outer wall of the labyrinth seal and this ensures that that which settles in the labyrinth seal
    Lubricating oil cannot escape from the housing.
    Also advantageous is a configuration according to which it can be provided that a barrier wall is arranged in the axial extension of the wheelset shaft outside the side wall of the housing, a barrier air chamber being formed between the barrier wall and the side wall of the housing. It is advantageous here that sealing air can be introduced into the sealing air chamber by this measure, whereby leakage of the lubricating oil from the housing can be avoided and at the same time the entry of dirt, in particular dust, into the interior of the housing can be avoided. At the same time, a bore can be provided in the housing, which is used to discharge the sealing air entering the housing. This means that an additional cooling effect can be achieved via air exchange.
    According to a development, it is possible that a through hole is formed on at least one of the side walls, which as a suction hole for
    Applying a negative pressure inside the housing is used. The advantage here is that the housing can be evacuated by this measure and thus leakage of the lubricating oil can be avoided, since inside the
    There is a negative pressure in the housing. In addition, this measure can
    Air exchange in the housing are made possible, which leads to additional cooling. Due to the Venturi effect, the suction hole acts during the operation of the rail vehicle in such a way that the air flowing past the housing creates a negative pressure, as a result of which air is sucked out of the housing.
    Furthermore, it may be expedient if a filter element is connected upstream of the through hole. The advantage here is that leakage of possibly atomized lubricating oil from the housing can be avoided by the filter element. The filter element can in particular be in the form of a porous structure, such as a metal structure. Furthermore, it can be provided that the filter element is arranged in the entry area of the through hole, the through hole in the entry area being designed to fall towards the interior of the housing. This means that what is caught in the filter element
    Drain the lubricating oil back into the interior of the housing.
    In addition, it can be provided that the diameter of the wheelset shaft in the area of the plain bearing half-shells is greater than the diameter of the remaining length of the wheelset shaft or that an attachment element is formed in the area of the plain-bearing half-shells, which is attached to the wheelset shaft. The advantage here is that this measure means that the sliding area between the plain bearing half-shells and the shaft has a greater radial distance from the center of the shaft than the area of the seal in the shaft housing. The oil level in the oil sump can thus be chosen so high that the lower slide bearing is at least partially immersed in the oil sump and at the same time the oil level is so low that it does not reach the area where the axle shaft passes through the housing. Thus, with an improved lubricating effect, an undesirable leakage of lubricating oil from the housing can be largely avoided. If an attachment element is used, a material can also be used for the attachment element which, in combination with the slide bearing, has improved sliding properties. The wheel set shaft and the attachment element can thus be formed from a different material.
    Furthermore, it can be provided that at least one of the two plain bearing half shells has a collar for axial force transmission. The advantage here is that not only a radial bearing but also an axial bearing of the wheel set can be achieved by this measure.
    According to a special design, it is possible for the lower slide bearing half-shell to have further oil supply bores which axially penetrate the lower slide bearing half-shell in the region of the collar, with further oil supply bores being formed in the bearing cover which are congruent with the further oil supply bores of the lower slide bearing half-shell. The advantage here is that this measure also allows the axial mounting by means of the collar to be designed as a hydrodynamic sliding bearing and thus can also have low frictional resistance and low wear.
    According to an advantageous development, it can be provided that a further flow channel is formed in the lower slide bearing half-shell on the inside of the collar, which flows out in the form of a further wedge gap in the lower slide bearing half-shell or in the upper slide bearing half-shell, the further flow channel with the further oil supply holes lower plain bearing half-shell is coupled. The advantage here is that the hydrodynamic sliding properties of the plain bearing can be improved by this measure.
    According to the invention is also a method for changing the upper slide bearing half-shell in a rail vehicle according to one of the preceding claims, the method comprising the following method steps: - loosening the fastening means of the housing cover and removing the housing cover; - Loosen the fasteners of the bearing cover and remove the bearing cover; - Remove the lower plain bearing half-shell; - Raising the chassis of the rail vehicle so that the shaft recording and the wheelset shaft are spaced apart and the upper plain bearing half-shell is no longer loaded; - Removing the upper plain bearing half-shell by radially spacing the plain bearing half-shell from the wheelset shaft; - Inserting a new upper plain bearing half-shell between the shaft mount and the wheelset shaft; - Lowering the chassis of the rail vehicle so that the shaft recording and the wheelset shaft are moved towards each other until the upper plain bearing half-shell rests on the shaft holder and on the wheelset shaft; - Assembly of the bearing cover together with the lower plain bearing half-shell; - Assemble the housing cover.
    An advantage of the method according to the invention is that the plain bearing can be replaced by carrying out the individual method steps without the wheels having to be removed from the wheel set. Because the plain bearing or the plain bearing half-shells are removed radially from the wheelset shaft, it is not necessary that there is sufficient axial space to be able to axially remove the plain bearing from the shaft.
    Furthermore, it can be provided that the chassis of the rail vehicle is raised only slightly and the upper slide bearing half-shell is pivoted out of the shaft receptacle by rotation about the shaft axis. The advantage here is that the rail vehicle only has to be raised a very small amount in order to be able to change the upper plain bearing half-shell. To the
    Changing the upper plain bearing half-shell can be rotated about the longitudinal axis of the wheelset shaft even if there is only a small gap between the wheelset shaft and the shaft mount, so that the upper plain-bearing half-shell is shifted downwards. If the upper plain bearing half-shell is displaced sufficiently far downward, it can be removed radially from the wheel set shaft with little effort due to the already removed storage rack and due to the already removed lower plain bearing half-shell. The installation of a new plain bearing half-shell works exactly the same way as the removal of the old upper plain-bearing half-shell described above.
    Instead of the upper and the lower plain bearing half-shell, a hollow cylindrical plain bearing bush can also be used. Such a solution can be seen as an equivalent.
    Mineral oils can be used as lubricating oil. The use of spindle oil, which has a low kinematic, has proven to be particularly advantageous
    Has viscosity. It is particularly advantageous if the kinematic viscosity of the lubricating oil according to DIN 51 562-1 is between 5mm2 / s and 100mm2 / s at 40 ° C and between 1mm2 / s and 10mm2 / s at 100 ° C.
    For a better understanding of the invention, this will be described in the following
    Figures explained in more detail.
    Each show in a highly simplified, schematic representation:
    1 shows a representation of a rail vehicle;
    Fig. 2 is a sectional view of a wheelset bearing device of the rail vehicle according to section line II-II in Fig. 1;
    Fig. 3 is a sectional view of an embodiment of the wheelset bearing device according to the section line III-III in Fig. 2;
    Figure 4 is a detailed view X of a possible seal by means of a labyrinth seal.
    5 shows a detailed view Y of an embodiment variant with a suction bore;
    Fig. 6 is a sectional view of an embodiment of the wheelset bearing device with cooling fins according to section line III-III in Fig. 2;
    Fig. 7 is a sectional view of an embodiment of the wheelset bearing device with a sealing air chamber along the section line III-III in Fig. 2;
    Fig. 8 is a perspective view of an embodiment of the plain bearing half-shells;
    Fig. 9 is a sectional view of an embodiment of the wheelset bearing device with a larger diameter of the wheelset shaft in the bearing area according to the section line III-III in Fig. 2;
    Fig. 10 is a perspective view of an embodiment of a wheel set shaft with an attachment element in the region of the bearing point;
    Fig. 11 is a sectional view of an embodiment of the wheelset bearing device with additional axial bearing along the section line III-III in Fig. 2;
    Fig. 12 is a sectional view of a further embodiment of the wheel set bearing device with additional axial bearing along the section line III-III in Fig. 2;
    13 shows a perspective sectional illustration of a further exemplary embodiment of the wheel set bearing device.
    In the introduction, it should be noted that in the differently described embodiments, the same parts are provided with the same reference numerals or the same component designations, and the disclosures contained in the entire description can be applied analogously to the same parts with the same reference numerals or the same component designations. They are also in the
    Description of selected location information, such as above, below, to the side, etc., referring to the figure described and illustrated immediately, and if the position is changed, these are to be applied accordingly to the new position.
    Fig. 1 shows a schematic representation of a rail vehicle 1, which is used for the rail-bound transportation of people or goods. The rail vehicle 1 has a chassis 2, on which a wheel set 3 is arranged. The wheelset 3 comprises a wheelset shaft 4, on which two wheels 5 are arranged. The wheels 5 run on a rail. It is preferably provided that the wheels 5 are coupled to one another in a torsionally rigid manner by means of the wheelset shaft 4. Alternatively, it can also be provided that a wheel set shaft 4 is formed for each wheel 5.
    Furthermore, a wheel set bearing device 6 is provided, by means of which the wheel set 3 is rotatably attached to the chassis 2. The wheelset bearing device 6 is coupled to the chassis 2 or, in a further exemplary embodiment, is partially formed in the chassis 2. As can further be seen from FIG. 5, two of the wheel set bearing devices 6 are preferably arranged on the driving position 2, the wheel set shaft 4 being rotatably mounted in the wheel set bearing devices 6.
    The wheel set bearing device 6 described is particularly advantageous for use in a high-speed train.
    Fig. 2 shows a schematic sectional view of an embodiment of the
    Wheelset bearing device 6 according to section line II - II from FIG. 1. As can be seen from FIG. 2, it can be provided that the wheelset shaft 4 is designed as a hollow shaft. Of course, the wheelset shaft 4 can also be designed as a solid shaft.
    Furthermore, a shaft holder 7 is formed in the wheelset bearing device 6, which for receiving the wheelset shaft 4 with the interposition of an upper one
    Plain bearing half shell 8 is used. Together with a lower plain bearing half-shell 9, the upper plain bearing half-shell 8 serves to support the wheel set shaft 4. The upper plain bearing half-shell 8 serves to absorb force or to transmit power between the shaft holder 7 of the wheel set 3 and the wheel set shaft 4. The
    Wheelset shaft 4 is rotatably received in the two plain bearing half-shells 8, 9. The lower plain bearing half-shell 9 serves to complete the hydrodynamic bearing, but is normally not used for power transmission.
    Instead of the two plain bearing half shells 8, 9, of course, a plain bearing bush can also be used, in which both plain bearing half shells 8, 9 are combined.
    Furthermore, a bearing cover 10 is formed, which together with the shaft receptacle 7 serves for receiving or for clamping and for positioning the two plain bearing half-shells 8, 9. The bearing cover 10 is coupled to the shaft receptacle 7 by means of fastening means 11, the fastening means 11 not being shown in FIG. 2 for reasons of clarity. The fastening means 11 can be designed, for example, in the form of screws.
    As can further be seen from FIG. 2, it can be provided that the lower sliding bearing half-shell 9 has one or more oil supply bores 12 which penetrate the lower sliding bearing half-shell 9 in the radial direction. Furthermore, it can be provided that the bearing cap 10 likewise has oil supply bores 13 which also penetrate the bearing cap 10 in the radial direction.
    The oil supply bores 13 of the bearing cover 10 can be congruent with the oil supply bores 12 of the lower slide bearing half-shells 9. Furthermore, it can be provided that a flow channel 15 is formed on the radial inner side 14 of the lower slide bearing half-shell 9, which is flow-connected to the oil supply bores 12 of the lower slide bearing half-shell 9. The flow channel 15 can run out either in the lower slide bearing half-shell 9 or in the upper slide bearing half-shell 8 in a wedge gap 16.
    Furthermore, the wheelset bearing device 6 comprises a housing 17 which surrounds the shaft holder 7 or the two plain bearing half-shells 8, 9. The housing 17 serves to hold lubricating oil 18, which is used to operate the hydrodynamic plain bearing. In particular, it can be provided that the housing 17 has an upper part 19, which is either formed in one piece with the shaft holder 7 or is coupled to the shaft holder 7. In addition, the housing 17 has a lower part 20 which, together with the upper part 19, encloses the interior. The lower part 20 of the housing 17 can in particular be designed as a housing cover 21 which is fastened to the upper part 19 of the housing 17 by means of fastening means 22. In the lower part 20 of the housing 17, an oil sump 23 is formed, in which the lubricating oil 18 is received. The oil sump 23 is filled with lubricating oil 18 up to a certain oil level 24. The optimum oil level 24 is set when the oil sump 23 is refilled with lubricating oil 18, the oil level 24 being able to vary during the operation of the rail vehicle 1 and also over the life of the wheelset bearing device 6.
    Optionally, it is conceivable that a sensor system 25 is provided, by means of which the oil level 24 is detected or monitored. In addition, an oil supply line 26 can be formed, by means of which lost lubricating oil 18 can be topped up manually or automatically.
    As can be seen from FIG. 2, the oil level 24 is preferably chosen so high that the oil supply bores 13 in the bearing cover 10 are at least in their suction area completely below the level of the oil level 24. The oil level 24 is preferably selected to be so high that a sliding surface 27 of the wheel set shaft 4 also immerses in the lubricating oil 18 in the idle state.
    When the rail vehicle 1 starts, there is sliding friction between the upper slide bearing half-shell 8 and the sliding surface 27 of the wheelset shaft 4.
    It is therefore necessary that the upper slide bearing half-shell has good emergency running properties or good sliding friction properties. The higher the rotational speed of the wheel set shaft 4, the more lubricating oil 18 is conveyed to the wedge gap 16, which causes the upper slide bearing half-shell 8 to float and thus hydrodynamically slide.
    As further shown schematically in FIG. 2, it can be provided that a porous structure 28 is formed in the area of the oil sump 23, which serves to calm the lubricating oil 18. The porous structure 28 can be located in the entire area of the oil sump 23. Furthermore, it is also conceivable that the porous structure 28 is formed only in partial areas of the oil sump 23. The porous structure 28 can be formed, for example, by a plastic sponge or by a metal sponge.
    FIG. 3 shows a schematic illustration of an exemplary embodiment of the wheel set bearing device 6 according to the section line III - III in FIG. 2, the same reference numerals or component designations being used for the same parts as in the preceding FIGS. 1 and 2. In order to avoid unnecessary repetition, reference is made to the detailed description in the preceding FIGS. 1 and 2.
    As can be seen from FIG. 3, it can be provided that the wheelset shaft 4 is guided through both side walls 29 of the housing 17. A shaft seal 30 is provided for sealing between the side wall 29 of the housing 17 and the wheelset shaft 4. The shaft seal 30 can be designed in a wide variety of designs. For example, it is conceivable that the shaft seal 30 is designed in the form of a shaft sealing ring. Furthermore, it is also conceivable that the shaft seal 30 is designed in the form of a contactless seal, such as a labyrinth seal.
    A possible embodiment of a labyrinth seal is shown schematically in FIG. 4. As can be seen from FIG. 4, it can be provided that a bead 31 is formed on the wheel set shaft 4, which bead corresponds to a recess 32 in the side wall 29 of the housing 17. Furthermore, an oil drain hole 33 can be provided, which serves to discharge excess oil. Instead of the oil drain hole 33, it can also be provided that, as shown schematically in FIG. 4, the inner wall of the recess 32 is lower than the outer wall of the recess 32 and thus the lubricating oil 18 always flows out into the interior of the housing 17.
    5 shows a further embodiment variant of the side wall 29. As can be seen from FIG. 5, it can be provided that a
    Through hole 34 is formed, which serves for the removal of air from the Ge interior. When the through hole 34 is arranged in one of the side walls 29, air can be drawn from the interior of the housing by the Venturi effect. Furthermore, it can be provided that a filter element 35 is formed, which serves to retain any atomized oil residues from the extracted air.
    As can also be seen from FIG. 3, it can be provided that an axial extension 36 of the flow channel 15 of the lower slide bearing half-shell 9 can be less than an axial extension 37 of the lower slide bearing half-shell 9.
    It can preferably be provided that the flow channel 15 is arranged centrally with respect to the axial extent 37 of the lower slide bearing half-shell 9.
    In Fig. 6 a further and possibly independent Ausfüh approximate shape of the wheelset bearing device 6 is shown, again for the same
    Parts of the same reference numerals or component names as in the previous gene Figures 1 to 5 are used. In order to avoid unnecessary repetitions, reference is made to the detailed description in the preceding Figures 1 to 5 or reference.
    As can be seen from FIG. 6, it can be provided that cooling fins 38 are arranged on the housing 17, in particular on the housing cover 21, which serve for improved cooling of the lubricating oil 18.
    The cooling fins 38 are preferably designed in such a way that the draft flows around them while the rail vehicle 1 is in motion and thus serves to dissipate heat.
    FIG. 7 shows a further embodiment of the wheel set bearing device 6, which is possibly independent of its own, again using the same reference numerals or component designations for the same parts as in the previous FIGS. 1 to 6. In order to avoid unnecessary repetitions, reference is made to the detailed description in the preceding FIGS. 1 to 6.
    In the exemplary embodiment according to FIG. 7, a barrier wall 39 is formed outside the side walls 29 of the housing 17, which is also penetrated by the wheel set shaft 4. A sealing air chamber 40 is formed between the blocking wall 39 and the side wall 29 of the housing 17 and can be supplied with compressed air via a compressed air supply 41. Here, the compressed air generated in the rail vehicle 1 can be directed into the compressed air supply 41.
    In particular, it can be provided that a shaft seal 30 is provided both in the barrier wall 39 and in the side wall 29 and thus only a small amount of compressed air escapes from the barrier air chamber 40. Furthermore, it can also be provided in this exemplary embodiment that a through hole 34 is formed, via which the air introduced into the housing through the sealing air chamber can be discharged. As a result, in addition to the sealing effect of the sealing air chamber 40, an additional cooling effect can be achieved in the housing.
    FIG. 8 shows a further embodiment of the wheel set bearing device 6, which is possibly independent on its own, again using the same reference numerals or component designations for the same parts as in the previous FIGS. 1 to 7. In order to avoid unnecessary repetitions, reference is made to the detailed description in the preceding FIGS. 1 to 7.
    Fig. 8 shows a possible embodiment of the upper plain bearing half-shell 8 and the lower plain bearing half-shell 9 in a perspective view. As can be seen from FIG. 8, it can be provided that the flow channel 15 extends from the lower slide bearing half-shell 9 into the upper slide bearing half-shell 8. A wedge gap 16 can then be provided in the upper slide bearing half-shell 8, which serves to apply the hydrodynamic effect. In an alternative embodiment variant, not shown, it can of course also be provided that the flow channel 15 does not extend into the upper slide bearing half-shell 8, but that the wedge gap 16 is already formed in the lower slide bearing half-shell 9. Since the rail vehicle 1 is preferably provided for movement in both directions of travel, the two slide bearing half-shells 8, 9 are preferably formed symmetrically with respect to a vertical central plane.
    FIG. 9 shows a further and possibly independent embodiment of the wheel set bearing device 6, the same reference numbers or component designations as in the previous FIGS. 1 to 8 being used for the same parts. In order to avoid unnecessary repetition, reference is made to the detailed description in the preceding FIGS. 1 to 8.
    FIG. 9 shows a further exemplary embodiment of the wheel set bearing device 6. As can be seen from FIG. 9, it can be provided that the diameter 42 in the area of the plain bearing half-shells 8, 9 is larger than the diameter 43 of the remaining wheel set shaft 4. This area with a larger diameter 42 can also be referred to as storage area 44.
    As can be seen from FIG. 9, the bearing area 44 can be formed in one piece with the rest of the wheel set shaft 4, for example in the case of a forged wheel set shaft 4.
    10 shows a further exemplary embodiment of a wheelset shaft 4. As can be seen from FIG. 10, it can be provided that the storage area 44 is designed in the form of an attachment. As can also be seen from FIG. 10, it can be provided that the attachment comprises, for example, two half-shells which are held together by means of fastening means 45. The fastening means 45 can be designed, for example, in the form of screws which are received in circumferentially arranged bores.
    Such bores can be covered, for example, so that the hydrodynamic sliding properties are not impaired. As an alternative to this, it is also conceivable, as shown in broken lines, that the fastening means 45 are introduced into the bearing region 44 not radially but partially axially, so that the
    The lateral surface of the storage area 44 is not impaired. Of course, all other connection methods for attaching an attachment can also be formed in the storage area 44. It is advantageous when using an attachment that a material different from the wheelset shaft 4 can be used, which has, for example, improved sliding properties.
    11 shows a further and possibly independent embodiment of the wheel set bearing device 6, again for the same
    Parts of the same reference numerals or component names as in the previous gene Figures 1 to 10 are used. In order to avoid unnecessary repetitions, reference is made to the detailed description in the preceding Figures 1 to 10 or reference.
    As can be seen from FIG. 11, it can be provided that the upper plain bearing half-shell 8 and / or the lower plain bearing half-shell 9 has a collar 46 which serves as a stop for a stepped bearing area 44. The collar 46 can serve to absorb axial bearing forces. As can be seen from FIG. 11, it can be provided that, analogous to the hydrodynamic design of the radial slide bearing, the axial slide bearing, in particular the collar 46, also has further oil feed bores 47 in the lower slide bearing half-shell 9 or corresponding additional oil feed bores 48 in the bearing cover 10. These further feed bores 47, 48 can be arranged on both sides of the bearing area 44 extending in the axial direction in the bearing cover 10 or in the lower slide bearing half shell 9.
    In addition, a further flow channel 49 can be provided, which has a further wedge gap 50 and is used for the hydrodynamic axial bearing.
    The axial bearing can be implemented both in the upper slide bearing half-shell and in the lower slide bearing half-shell 9. In a further exemplary embodiment, not shown, it is also conceivable that the axial bearing is realized only in the upper slide bearing half-shell 8 or only in the lower slide bearing half-shell 9.
    In a further embodiment, not shown, it is also conceivable that the axial bearing is not realized in a collar bearing, but that the axial bearing is formed by independent axial bearings, the axial bearing likewise being designed in the form of a hydrodynamic bearing.
    FIG. 12 shows a further and possibly independent embodiment of the wheel set bearing device 6, the same reference numerals or component designations being used for the same parts as in the previous FIGS. 1 to 11. In order to avoid unnecessary repetition, reference is made to the detailed description in the preceding FIGS. 1 to 11.
    As can be seen from FIG. 12, it can also be provided that a recess or a recess is formed in the wheel set shaft 4, in which the slide bearing half-shells 8, 9 are received. The collar 46 can cooperate with the recess.
    13 shows an exemplary embodiment of the wheel set bearing device 6 in a perspective view. The process sequence for changing the upper plain bearing half-shell 8 is explained below with reference to FIG. 13. In a first method step, the fastening means 22 of the housing cover 21 are released, so that the housing cover 21 can be removed. It is conceivable that the housing cover 21 is removed together with the lubricating oil 18 contained therein. As an alternative to this, it is also conceivable for the lubricating oil 18 to be drained in advance, which can be achieved, for example, by means of a schematically illustrated oil drain screw 51.
    In a further method step, the fastening means 11 of the bearing cover 10 are released so that it can be removed. The lower plain bearing half-shell 9 is received in the bearing cap 10 and can be removed together with the bearing cap 10.
    In a further method step, the chassis 2 of the rail vehicle 1 can be raised relative to the wheel set 3, so that the upper slide bearing half-shell 8 is no longer clamped. In a first embodiment variant, the chassis 2 is only raised so far that a small gap is formed between the shaft holder 7 and the upper slide bearing half-shell 8. The upper slide bearing half-shell 8 can then be rotated out of the shaft holder 7 by a rotary movement. Arrived in the lower area, the upper plain bearing half-shell 8 can be removed radially from the wheelset shaft 4.
    As an alternative to this, the chassis can be raised to such an extent that a large distance is formed between the shaft holder 7 and the wheel set shaft 4 and the upper slide bearing half-shell 8 can simply be removed from the shaft holder 7.
    A new upper plain bearing half-shell 8 is then inserted and the wheelset bearing device 6 is reassembled in the reverse order. Since the lower plain bearing half-shell 9 is not normally loaded, it usually does not need to be replaced.
    In a further exemplary embodiment, it is also conceivable that the lower slide bearing half-shell 9 is not designed as an independent component, but rather that the lower slide bearing half-shell 9 is designed as an integral component of the bearing cover 10 and thus the flow channel 15 is formed directly in the bearing cover 10.
    The exemplary embodiments show possible design variants, it being noted at this point that the invention is not restricted to the specially illustrated design variants of the same, but rather also various combinations of the individual design variants with one another are possible and this variation possibility is based on the teaching of technical action through the present invention Ability of the specialist working in this technical field.
    The scope of protection is determined by the claims. The description and the
    However, drawings are to be used to interpret the claims. Individual features or combinations of features from the different exemplary embodiments shown and described can represent independent inventive solutions. The object on which the independent inventive solutions are based can be found in the description. All information on value ranges in the objective description should be understood to include any and all sub-areas, e.g. the information 1 to 10 is to be understood in such a way that all sub-areas starting from the lower limit 1 and the upper limit 10 are also included, i.e. all sub-areas begin with a lower limit of 1 or greater and end with an upper limit of 10 or less, e.g. 1 to 1.7, or 3.2 to 8.1, or 5.5 to 10.
    For the sake of order, it should finally be pointed out that for the better
    Understanding of the construction elements were sometimes shown to scale and / or enlarged and / or reduced.
    LIST OF REFERENCE NUMERALS 1 rail vehicle 28 porous structure 2 chassis 29 side wall housing 3 wheel set 30 shaft seal 4 wheel set shaft 31 bead 5 wheel 32 recess 6 wheel set bearing device 33 oil drain hole 7 shaft holder 34 through hole 8 upper slide bearing half-shell 35 filter element 9 lower slide bearing half-shell 36 axial extension flow 10 bearing cap mating channel 11 fastening means bearing - 37 axial extension plain bearing cover half shell 12 oil feed hole lower slide 38 cooling fin bearing half shell 39 barrier wall 13 oil feed bore bearing cover 40 sealing air chamber 14 radial inside 41 compressed air supply 15 flow channel 42 diameter in the area of the 16 wedge gap plain bearing half shells 17 housing 43 diameter wheel set shaft 18 lubricating oil 44 bearing area 19 upper part Housing 45 fasteners 20 lower part of housing 46 collar 21 housing cover 47 further oil supply bore and 22 fasteners housing outer slide bearing half-cover 48 additional oil supply bore La- 23 oil sump cover 24 oil level 49 further flow channel 25 sensors 50 further wedge gap 26 oil supply line 51 oil drain screw 27 sliding surface
    权利要求:
    Claims (24)
    [1]
    Claims
    A rail vehicle (1) comprising: a chassis (2); a wheelset (3) with a wheelset shaft (4) and two wheels (5); at least two wheelset bearing devices (6) which are arranged on the chassis (2) or are formed in the chassis (2), the wheelset bearing devices (6) each having a shaft mount (7) in which an upper plain bearing half-shell (8) is accommodated in a stationary manner , wherein the wheelset shaft (4) is rotatably mounted in the upper slide bearing half-shell (8), and wherein the wheelset bearing device (6) comprises a lower slide bearing half-shell (9) which interacts with the upper slide bearing half-shell (8), characterized in that the slide bearing half-shells (8, 9) are designed as hydrodynamic plain bearings and that a housing (17) is formed which surrounds the shaft receptacle (7), an oil sump (23) is formed in the housing (17) in which lubricating oil (18) for lubrication the plain bearing half-shells (8, 9), and that the wheelset shaft (4) is guided through a side wall (29) of the housing (17) to the outside.
    [2]
    2. Rail vehicle according to claim 1, characterized in that the upper slide bearing half-shell (8) between the shaft holder (7) and the wheelset shaft (4) is arranged and the lower slide bearing half-shell (9) is held in position by means of a bearing cover (10).
    [3]
    3. Rail vehicle according to claim 1 or 2, characterized in that the lower slide bearing half-shell (9) has oil supply bores (12) which penetrate the lower slide bearing half-shell (9) radially.
    [4]
    4. Rail vehicle according to claim 3, characterized in that in the bearing cover (10) oil supply bores (13) are formed which are congruent with the oil supply bores (12) of the lower slide bearing half-shell (9).
    [5]
    5. Rail vehicle according to claim 4, characterized in that the oil level (24) in the oil sump (23) is chosen so high that all inlet openings of the oil supply bores (13) in the bearing cap (10) are completely below the level of the oil level (24) and immerse in the oil sump (23).
    [6]
    6. Rail vehicle according to one of claims 3 to 5, characterized in that in the lower slide bearing half-shell (9) on the radial inside (14) a flow channel (15) is formed, which in the lower slide bearing half-shell (9) or in the upper slide bearing half-shell (8) runs out in the form of a wedge gap (16), the flow channel (15) being coupled to the oil feed bores (12) of the lower slide bearing half-shell (9).
    [7]
    7. Rail vehicle according to claim 6, characterized in that the flow channel (15) has an axial extent (36) between 5% and 95%, in particular between 10% and 80%, preferably between 30% and 70% of the axial extent (37 ) of the lower plain bearing half-shell (9).
    [8]
    8. Rail vehicle according to one of the preceding claims, characterized in that the two wheel set bearing devices (6) between the two wheels (5) of the wheel set (3) are arranged.
    [9]
    9. Rail vehicle according to one of the preceding claims, characterized in that an upper part (19) of the housing (17) is coupled to the shaft holder (7), or is formed in one piece with the shaft holder (7) and a lower part (20 ) of the housing (17) is designed as a housing cover (21) which is coupled to the upper part (19) of the housing (17) by means of fastening means (22).
    [10]
    10. Rail vehicle according to one of the preceding claims, characterized in that the chassis (2) is designed such that the outside of the housing (17) is flowed around by the drafts during travel.
    [11]
    11. Rail vehicle according to one of the preceding claims, characterized in that on the outside of the housing (17), in particular on the side walls (29) cooling fins (38) are arranged.
    [12]
    12. Rail vehicle according to one of the preceding claims, characterized in that a porous structure (28) is arranged in the oil sump (23), which serves to calm the lubricating oil (18) in the oil sump (23).
    [13]
    13. Rail vehicle according to one of the preceding claims, characterized in that in at least one of the side walls (29) of the Ge housing (17) a shaft seal (30) in the form of a shaft seal is arranged, which for sealing between the wheelset shaft (4) and Housing (17) is used.
    [14]
    14. Rail vehicle according to one of claims 1 to 12, characterized in that in at least one of the side walls (29) of the housing (17) a shaft seal (30) in the form of a labyrinth seal between the housing (17) and the wheelset shaft (4) is formed, which serves to seal the wheelset shaft (4).
    [15]
    15. Rail vehicle according to claim 14, characterized in that an oil drain hole (33) is arranged in the side walls (29) of the housing (17) on the underside of the labyrinth seal.
    [16]
    16. Rail vehicle according to one of the preceding claims, characterized in that in the axial extent of the wheelset shaft (4) outside the side wall (29) of the housing (17) a barrier wall (39) is arranged, where in between the barrier wall (39) and the side wall (29) of the housing (17) a sealing air chamber (40) is formed.
    [17]
    17. Rail vehicle according to one of the preceding claims, characterized in that a through hole (34) is formed on at least one of the side walls (29), which serves as a suction hole for applying a negative pressure in the interior of the housing (17).
    [18]
    18. Rail vehicle according to claim 17, characterized in that the through hole (34) is preceded by a filter element (35).
    [19]
    19. Rail vehicle according to one of the preceding claims, characterized in that the diameter (42) of the wheelset shaft (4) in the region of the plain bearing half-shells (8, 9) is greater than the diameter (43) of the remaining length of the wheelset shaft (4) or that In the area of the plain bearing half-shells (8, 9) an attachment element is formed which is attached to the wheelset shaft (4).
    [20]
    20. Rail vehicle according to one of the preceding claims, characterized in that at least one of the two plain bearing half-shells (8, 9) has a collar (46) for axial power transmission or that a separate axial bearing is formed.
    [21]
    21. Rail vehicle according to claim 20, characterized in that the lower slide bearing half-shell (9) has further oil supply bores (47) which axially penetrate the lower slide bearing half-shell (9) in the region of the collar (46) or the axial bearing, the bearing cover (10) further oil supply bores (48) are formed which are congruent with the further oil supply bores (47) of the lower slide bearing half-shell.
    [22]
    22. Rail vehicle according to claim 21, characterized in that in the lower plain bearing half-shell (9) on the inside of the collar (46) or the axial bearing, a further flow channel (49) is formed, which in the lower plain bearing half-shell (9) or in the upper Sliding bearing half-shell (8) runs out in the form of a further wedge gap (50), the further flow channel (49) being coupled to the further oil supply bores (48) of the lower sliding bearing half-shell (9).
    [23]
    23. The method for changing the upper plain bearing half-shell (8) in a rail vehicle (1) according to one of the preceding claims, characterized by the method steps: - loosening the fastening means (22) of the housing cover (21) and removing the housing cover (21); - Loosen the fastening means (11) of the bearing cover (10) and remove the bearing cover (10); - Remove the lower plain bearing half-shell (9); - Raising the chassis (2) of the rail vehicle (1) so that the shafts receptacle (7) and the wheelset shaft (4) are spaced apart and the upper plain bearing half-shell (8) is no longer loaded; - Removing the upper plain bearing half-shell (8) by radially spacing the plain bearing half-shell (8) from the wheelset shaft (4); - Inserting a new upper plain bearing half-shell (8) between the shaft holder (7) and the wheelset shaft (4); - Lowering the chassis (2) of the rail vehicle (1) so that the shaft holder (7) and the wheelset shaft (4) are moved towards one another until the upper plain bearing half-shell (8) on the shaft holder (7) and on the wheelset shaft (4) is present; - Assembly of the bearing cover (10) together with the lower plain bearing half-shell (9); - Assemble the housing cover (21).
    [24]
    24. The method according to claim 23, characterized in that the chassis (2) of the rail vehicle (1) is raised only slightly and the upper plain bearing half-shell (8) is pivoted out of the shaft holder (7) by rotation about the shaft axis.
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    同族专利:
    公开号 | 公开日
    EP3625101A1|2020-03-25|
    JP2020520438A|2020-07-09|
    AT520067B1|2021-11-15|
    WO2018209372A1|2018-11-22|
    EP3625101B1|2021-09-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE656130C|1931-01-26|1938-01-29|Eisen Und Stahlwerk Walter Pey|Axle bearing for rail vehicles with one-piece housing and upper and lower shell|
    DE2515220A1|1974-04-09|1975-10-30|Vandervell Products Ltd|WAREHOUSE|
    CA1085900A|1976-12-21|1980-09-16|Anthony D. Dolton|Bearing assemblies|WO2022040714A1|2020-08-28|2022-03-03|Miba Gleitlager Austria Gmbh|Hydrodynamic plain bearing|BE500351A|
    FR376545A|1907-04-09|1907-08-12|Ambrose H Sassaman|Bearings|
    NL15217C|1924-05-05|
    DE478692C|1927-08-16|1929-07-03|Metallgesellschaft Ag|Bearing shell|
    DE648581C|1933-09-05|1937-08-04|Edward Francis Matthews|Sliding axle bearings for rail vehicles with an annular cylindrical bearing shell enveloping the axle with play|
    BE639703A|1963-01-28|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50423/2017A|AT520067B1|2017-05-17|2017-05-17|Rail vehicle and method for changing a plain bearing in a rail vehicle|ATA50423/2017A| AT520067B1|2017-05-17|2017-05-17|Rail vehicle and method for changing a plain bearing in a rail vehicle|
    EP18733157.4A| EP3625101B1|2017-05-17|2018-05-11|Rail vehicle|
    JP2019563550A| JP2020520438A|2017-05-17|2018-05-11|Rail vehicle and method of replacing plain bearing in rail vehicle|
    PCT/AT2018/060093| WO2018209372A1|2017-05-17|2018-05-11|Rail vehicle and method for changing a slide bearing in a rail vehicle|
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