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EP3281837B1 - Châssis d'un véhicule ferroviaire - Google Patents

Châssis d'un véhicule ferroviaire Download PDF

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Publication number
EP3281837B1
EP3281837B1 EP17185349.2A EP17185349A EP3281837B1 EP 3281837 B1 EP3281837 B1 EP 3281837B1 EP 17185349 A EP17185349 A EP 17185349A EP 3281837 B1 EP3281837 B1 EP 3281837B1
Authority
EP
European Patent Office
Prior art keywords
longitudinal beam
section
frame
running gear
connection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17185349.2A
Other languages
German (de)
English (en)
Other versions
EP3281837A1 (fr
EP3281837C0 (fr
Inventor
Guido Bieker
Reinhard Pieper
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Holdings SA
Original Assignee
Alstom Holdings SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alstom Holdings SA filed Critical Alstom Holdings SA
Publication of EP3281837A1 publication Critical patent/EP3281837A1/fr
Application granted granted Critical
Publication of EP3281837B1 publication Critical patent/EP3281837B1/fr
Publication of EP3281837C0 publication Critical patent/EP3281837C0/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • B61F5/52—Bogie frames
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/49616—Structural member making
    • Y10T29/49622—Vehicular structural member making

Definitions

  • the present invention relates to a chassis frame for a running gear of a rail vehicle, comprising a frame body designed to be supported on at least one wheel unit of the running gear. It further relates to a running gear with a running gear frame according to the invention and a corresponding method for producing a running gear frame.
  • GB 1 209 389 A or the US 6,622,776 B2 known to use cast steel parts for the chassis frame of a rail vehicle. While according to the GB 1 209 389 A a one-piece cast bogie frame is manufactured, are manufactured according to the US 6,622,776 B2
  • the solebars and the crossbeam of a bogie are made from one or more components made of standard cast steel and then assembled to form a bogie frame.
  • Cast steel does have the advantage of being weldable, meaning this conventional joining method can also be used for this manufacturing variant.
  • cast steel also has the disadvantage of having relatively limited flow properties. This leads to reduced process reliability in the automated production of relatively large components with complex geometries, such as those found in bogie frames for rail vehicles, which is unacceptable given the high safety requirements placed on a rail vehicle's bogie. Therefore, even in the production of such bogie frames from cast steel, a relatively large number of work steps still have to be carried out manually, which is why a degree of automation that is economically satisfactory cannot yet be achieved - if at all.
  • the present invention is therefore based on the object of providing a chassis frame of the type mentioned at the outset which does not have the above-mentioned disadvantages or at least has them to a lesser extent and in particular enables simple manufacturability and thus an increased degree of automation of production.
  • the present invention solves this problem starting from a chassis frame according to the preamble of claim 1 by the features specified in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that simple manufacturability and thus a higher degree of automation can be achieved in the production of a chassis frame for a rail vehicle if the frame body is made at least partially from a gray cast iron material.
  • the gray cast iron material has the advantage that, due to its high carbon content, it exhibits particularly good flowability during casting and thus leads to very high process reliability. It has been shown that even comparatively large, complex components for the chassis frame can be manufactured in automated molding boxes, making the production of these components significantly simpler and more cost-effective.
  • gray cast iron is unsuitable for welding due to its high carbon content
  • the good flowability of gray cast iron during casting allows for reliable production of very complex component geometries that would otherwise require complex weldments. This eliminates the need for numerous joining processes. For the same reason, an optimized geometry of any required joints can be achieved, allowing other joining methods to be used without any problems if designed accordingly.
  • a further advantage of gray cast iron is its improved damping properties compared to conventional steel. This is particularly beneficial for reducing the transmission of vibrations into the passenger compartment of a rail vehicle.
  • the grey cast iron material can be any suitable grey cast iron material.
  • it is a globular grey cast iron material (so-called spheroidal cast iron), in particular GGG40, which is a good compromise between It is characterized by excellent strength, elongation at break, and toughness.
  • GGG40.3 or GJS-400-18U LT, for example, is preferred, as it is characterized by advantageous toughness at low temperatures.
  • the frame body could indeed consist of a single cast part. However, due to the size such frame bodies typically have, it is planned to divide the frame body to achieve high process reliability.
  • the frame body therefore comprises several frame parts, each of which is connected to one another at a joint.
  • the frame parts are preferably detachably connected to one another to facilitate subsequent maintenance or repair of the chassis.
  • all frame parts are made of a corresponding gray cast iron material.
  • individual frame parts are not made of gray cast iron material.
  • parts of the frame body are conventionally constructed as a welded construction and/or as a cast steel construction.
  • frame part refers to a structural part of the frame body that significantly determines the overall geometry of the frame body. In particular, this does not refer to connecting elements by means of which such frame parts can be connected.
  • At least one connecting element is provided in the region of the joint, which is connected to the two frame parts.
  • the connecting element can be connected to at least one of the two frame parts via a force-locking connection and/or a form-fitting connection and/or a material-to-material connection.
  • the connecting element can be a pin or bolt that is connected to the respective frame part via a press fit (primarily force-locking in the joining direction) or an adhesive connection (primarily material-to-material connection in the joining direction).
  • a form-locking connection can be achieved via corresponding projections and undercuts on the connecting element or frame part.
  • the connecting element can, in principle, be designed in any suitable manner. It is preferably designed in the manner of a pin or bolt, as already explained above. Furthermore, the connecting element can, in principle, have any desired suitable cross-section or cross-sectional profile. For example, it can have a substantially constant cross-section along its length, i.e., it can be designed as a simple cylindrical bolt or cylindrical pin, since such a shape is particularly easy to manufacture.
  • the connecting element is arranged in the region of a section of the frame body subjected to tensile stress under static load and/or is arranged such that it is subjected to shear stress due to the static load on the frame body.
  • the arrangement in a section of the frame body subjected to tensile stress under static load offers the advantage that the support of torques in the area subjected to compressive stress under static load can be easily achieved via the two frame parts to be connected.
  • the primary shear load ultimately offers the advantage that the connecting element, for example a pin or bolt, is loaded during operation primarily in a direction transverse to its joining or assembly direction.
  • the strength of the connection between the two frame parts to be joined is thus largely independent of the quality of the joining process (for example, no special tightening torques or the like need to be considered), but depends solely on the properties (e.g., shear strength, etc.) of the connecting element. Therefore, simple positional securing of the connecting element (e.g., using retaining rings, press-fitting the connecting parts, etc.) may be sufficient to ensure a permanent and reliable connection between the frame parts.
  • the connecting element has at least one recess for receiving a Component of a non-destructive materials testing device, in particular an ultrasonic materials testing device.
  • This component can be a permanently integrated device that is activated from time to time.
  • This component can also be a corresponding sensor and/or actuator that generates a corresponding excitation of the joining partners.
  • At least one of the components interacting in the region of the joint is at least partially provided with a coating preventing fretting corrosion, in particular a coating comprising molybdenum (Mo), in order to guarantee a permanently reliable connection.
  • a coating preventing fretting corrosion in particular a coating comprising molybdenum (Mo), in order to guarantee a permanently reliable connection.
  • the invention can be used for larger, and therefore more complex to manufacture, chassis with multiple wheel units (e.g., wheel sets or wheel pairs).
  • the frame body therefore has a front section, a middle section, and a rear section.
  • the middle section connects the front section and the rear section.
  • the front section is designed to be supported on a leading wheel unit of the chassis, and the rear section is designed to be supported on a trailing wheel unit of the chassis.
  • the joints between the frame parts can, in principle, be arranged anywhere and thus advantageously matched to the available automated casting process.
  • the frame body comprises several frame parts, each of which is connected to one another, in particular detachably, in the region of at least one joint. At least one joint is arranged in the region of the front section and/or at least one joint is arranged in the region of the rear section.
  • the chassis frame is designed as a frame comprising two longitudinal beams running in the longitudinal direction of the chassis and at least one cross beam running in the transverse direction of the chassis, which cross beam connects the two longitudinal beams to one another, so that the frame body is designed as a substantially H-shaped frame.
  • At least one of the longitudinal beams has at least one longitudinal beam section which is connected, in particular detachably, to the at least one cross beam or to another longitudinal beam section of the longitudinal beam in the region of at least one joint.
  • the longitudinal beam is formed in one piece and connected to the at least one cross member in the region of the joint.
  • the joining direction can run in the direction of the transverse axis of the chassis, resulting in a contact or joining plane between the longitudinal beam and the cross member, the surface normal of which has at least one component in the direction of the transverse axis of the chassis.
  • the longitudinal beam can be attached to the cross member laterally (i.e., in the direction of the transverse axis of the chassis).
  • the longitudinal beam comprises two longitudinal beam sections, each of which is connected to the at least one cross member in the region of a respective joint.
  • the comparatively long longitudinal beam is divided into two shorter longitudinal beam sections, which can be manufactured more easily by automation.
  • at least one of the joints extends, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the vertical axis of the landing gear, in particular is essentially parallel to the vertical axis of the landing gear.
  • the cross member can then again be placed from above onto the two longitudinal beam sections.
  • At least one of the joints can extend, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the transverse axis of the landing gear, in particular is essentially parallel to the transverse axis of the landing gear.
  • the two longitudinal beam sections can be attached to the cross member laterally (i.e., in the direction of the transverse axis of the landing gear).
  • the longitudinal beams each comprise a front longitudinal beam section, a middle longitudinal beam section and a rear longitudinal beam section, wherein the middle longitudinal beam section is formed integrally with the at least one cross member, so that the middle longitudinal beam section can be integrated into the cross member without significantly increasing its complexity and thus jeopardizing its automated manufacturability. If necessary, only the then comparatively short, easily automated front or rear The longitudinal beam section is cast separately and is then connected to the middle longitudinal beam section in the area of a joint.
  • connection between the front or rear longitudinal beam section and the middle longitudinal beam section can, in principle, be implemented in any desired manner.
  • at least one of the joints extends, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the longitudinal axis of the chassis, in particular, is essentially parallel to the longitudinal axis of the chassis.
  • the front or rear longitudinal beam section is then, if necessary, simply attached to the middle longitudinal beam section from the front or rear in the direction of the longitudinal axis of the chassis.
  • At least one of the joints can extend, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the transverse axis of the chassis, in particular is essentially parallel to the transverse axis of the chassis.
  • the front or rear longitudinal beam section can be attached laterally (i.e., in the direction of the transverse axis of the chassis) to the central longitudinal beam section.
  • At least one of the joints can extend, at least in sections, essentially in a joining plane whose surface normal has at least one component in the direction of the vertical axis of the landing gear, in particular is essentially parallel to the vertical axis of the landing gear.
  • the front or rear longitudinal beam section can be attached to the central longitudinal beam section from above or preferably from below (i.e., in the direction of the vertical axis of the landing gear).
  • a pressure element is arranged in the region of at least one of the joints between the front longitudinal beam section or the rear longitudinal beam section and the middle longitudinal beam section.
  • This pressure element can advantageously serve to easily compensate for manufacturing tolerances between the joining partners. In any case, it is designed to assume the function of the primary suspension of the chassis.
  • At least one of the longitudinal beams has a downward bend between the longitudinal beam ends and the longitudinal beam center, and at least one of the joints is arranged in the region of the bend or on the side of the bend facing away from the longitudinal beam center, This makes it possible to position the joint in an area of the solebar where, on the one hand, the component cross-section is already sufficiently large for a stable connection and, on the other hand, the bending moments are still comparatively low, so that the loads to be absorbed by the connection are still comparatively moderate. This can keep the effort required for the connection within limits.
  • At least one further part of at least one of the longitudinal beams is made of the gray cast iron material.
  • at least the longitudinal beam ends, i.e., the front and rear longitudinal beam sections, are made of the gray cast iron material.
  • the present invention further relates to a bogie for a rail vehicle with a bogie frame according to the invention.
  • the bogie according to the invention is preferably designed as a bogie.
  • the present invention further relates to a method for producing a bogie frame according to the invention for a bogie of a rail vehicle. This also allows the variants and advantages outlined above to be realized to the same extent, so that reference is also made here to the above explanations.
  • the frame body comprises a plurality of frame parts, wherein at least two frame parts are cast as separate components from a grey cast iron material and are then connected to one another, in particular detachably, in the region of at least one joint.
  • part of the frame body can be made of gray cast iron material and part of the frame body of steel.
  • the frame body of at least one of the frame parts is cast from a gray cast iron material, while at least one of the frame parts is made of steel.
  • the frame parts are then connected to one another, in particular detachably, in the region of at least one joint.
  • Figure 1 shows a schematic perspective view of the bogie frame 101, which comprises two essentially parallel lateral longitudinal beams 102, which are connected via a centrally arranged cross beam 103.
  • Each idler 102 comprises a front idler section 102.1, a middle idler section 102.2, and a rear idler section 102.3.
  • the future bogie is supported on a front wheel unit (also not shown), for example, a front wheelset, via a primary suspension (not shown).
  • the rear idler section 102.3 the future bogie is supported on a rear wheel unit (also not shown), for example, a rear wheelset, via a primary suspension (not shown).
  • the bogie frame 101 is manufactured as a one-piece cast part from a gray cast iron material using an automated casting process.
  • the gray cast iron material used is GGG40.3 or GJS-400-18U LT, i.e., carbon-rich globular gray cast iron (so-called spheroidal graphite iron).
  • This material has the advantage that its melt, thanks to its high carbon content, exhibits comparatively high fluidity.
  • a process reliability can be achieved that is so high that the bogie frame 101 produced in this way meets the high safety requirements placed on a bogie frame 101 of a rail vehicle bogie to a degree that is satisfactory from an economic perspective.
  • FIG. 2 shows a schematic perspective view of another bogie frame not according to the invention, which represents a simple variant of the bogie frame 101.
  • the bogie frame 101 is divided into two halves in the form of a front section 104.1 and a rear section 104.2, which are connected to one another in the region of a joint 104.3.
  • the front section 104.1 and the rear section 104.2 are designed as identical components made of gray cast iron (GGG40.3 and GJS-400-18U LT, respectively), which significantly simplifies their production, as only a single basic mold needs to be produced. However, it is understood that in other variants of the invention, a different geometry for the two halves may also be provided.
  • the joint 104.3 runs centrally through the cross member 103.
  • the joint extends essentially in a joining plane whose surface normal runs parallel to the longitudinal axis (x-axis) of the bogie frame 101.
  • This arrangement of the joint has the advantage that the longest dimension of the respective cast component is kept within limits, resulting in shorter maximum flow paths for the melt and thus simplifying automated casting and increasing its process reliability.
  • the joint between the two halves can also be provided.
  • it can run essentially centrally through the cross member 103 such that the surface normal of its joining plane extends parallel to the transverse axis (y-axis) of the bogie frame 101, as shown in Figure 2 indicated by the dashed contour 104.4.
  • the bogie frame 101 then comprises a left section 104.1 and a right section 104.2, which are preferably identical in design.
  • connection between the front/left section 104.1 and the rear/right section 104.2 can be implemented in any suitable manner.
  • any connection with frictional connection, positive connection, or material connection, or any combination thereof can be selected depending on the expected load situations on the bogie.
  • the front/left section 104.1 and the rear/right section 104.2 can be clamped together via tie rods aligned in the direction of the longitudinal axis/transverse axis (x-axis/y-axis) of the bogie frame 101 as connecting elements and/or via one or more corresponding bolts running in this direction. or pins, which are, for example, pressed into suitable recesses or otherwise connected to the respective sections 104.1 and 104.2.
  • FIG 3 shows a schematic perspective view of another bogie frame 201 not according to the invention, which has the same external geometry as the bogie frame 101.
  • the bogie frame 201 is designed in three parts, in that the two essentially parallel lateral longitudinal beams 202 and the centrally arranged cross beam 203 connecting them are designed as separate components made of gray cast iron (GGG40.3 or GJS-400-18U LT).
  • the cross member 203 is provided with a lateral projection 203.1 on its upper side.
  • Each projection 203.1 is inserted from above, i.e., along the vertical axis (z-axis) of the bogie frame 201, into a corresponding recess 202.4 in the longitudinal beam 202.
  • each longitudinal beam 202 rests against a lateral stop surface 203.2 of the cross member 203 provided below the projection 203.1.
  • each longitudinal beam 202 rests against a front or rear stop surface 203.3 of the projection 203.1 of the cross member 203.
  • the respective longitudinal beam 202 is connected to the cross member 203 via one or more connecting elements 205, for example, tension rods, acting in the direction of the transverse axis (y-axis) of the bogie frame 201.
  • These connecting elements prevent the cross member 203 from lifting or pulling off along the vertical axis (z-axis) or the transverse axis (y-axis), respectively, thus ensuring a firm connection in all directions.
  • the connection between the cross member 203 and the respective longitudinal beam 202 can also be made in any other suitable manner.
  • any connection with frictional connection, form connection, or material connection, or any combination thereof can be selected depending on the expected load situations on the bogie.
  • the described design results in joints with three joining planes, whose surface normals run in the direction of all three main axes (x, y, z axes) of the bogie frame 201.
  • the loads acting mainly during operation are largely supported directly via the stop surfaces of the solebars 202 and the cross member 203, so that a favorable load transfer between the longitudinal beams 202 and the cross beam 203 results.
  • the longitudinal beams 202 are designed as identical components made of gray cast iron (GGG40.3 or GJS-400-18U LT), which significantly simplifies their production, as only a single basic mold needs to be produced.
  • the division into separate longitudinal beams 202 and the cross beam 203 simplifies automated casting and increases its process reliability, as the melt only has to travel essentially straight flow paths without significant deflections.
  • FIG 4 shows a schematic perspective view of a further bogie frame not according to the invention, which is a simple variant of the bogie frame 201 from Figure 3
  • the only significant difference to the bogie frame 201 from Figure 3 consists in that the respective solebar 202 is divided into two halves in the form of a front solebar section 202.1 and a rear solebar section 202.3, which are connected to one another in the region of a joint 202.6, resulting in a five-part bogie frame 201.
  • the front longitudinal beam section 202.1 and the rear longitudinal beam section 202.3 are designed as identical components made of gray cast iron (GGG40.3 and GJS-400-18U LT, respectively), which significantly simplifies their production, as only a single basic mold needs to be produced. However, it is understood that in other variants of the invention, a different geometry for the two halves can also be provided.
  • the joint 202.6 runs centrally through the respective longitudinal beam 202.
  • the joint 202.6 extends essentially in a joining plane whose surface normal runs parallel to the longitudinal axis (x-axis) of the bogie frame 201.
  • This arrangement of the joint has the advantage that the longest dimension of the respective cast component is kept within limits, resulting in shorter maximum flow paths for the melt and thus simplifying automated casting and increasing its process reliability.
  • a different arrangement of the joint between the two halves can also be provided.
  • the longitudinal beam sections 202.1, 202.3 are connected via one or more longitudinal bolts 206.
  • the respective longitudinal beam section 202.1, 202.3 is further connected to the cross member 203 via one or more connecting elements 205, for example, tie rods, acting in the direction of the transverse axis (y-axis) of the bogie frame 201.
  • These connecting elements prevent the cross member 203 from lifting or pulling off along the vertical axis (z-axis) or the transverse axis (y-axis), respectively, thus ensuring a firm connection in all directions.
  • the connection between the cross member 203 and the respective solebar 202 can also be made in any other suitable manner.
  • any connection with frictional connection, form fit, or material fit, or any combination thereof can be selected depending on the expected load situations on the bogie.
  • the cross member 203 shown may also be formed not from a gray cast iron material, but, for example, in a conventional manner as a welded construction made of sheet steel and/or as a cast construction made of cast steel.
  • the cross member may, of course, also be made of gray cast iron material, while the longitudinal beams are formed entirely or partially as a welded construction made of sheet steel and/or as a cast construction made of cast steel.
  • FIG. 5 shows—partially in exploded view—a schematic perspective view of another bogie frame 301 not according to the invention, which has the same external geometry as the bogie frame 101.
  • the bogie frame 301 thus has two substantially parallel lateral longitudinal beams 302 and a centrally arranged cross beam 303 connecting them.
  • Each longitudinal beam 302 comprises a front longitudinal beam section 302.1, a middle longitudinal beam section 302.2, and a rear longitudinal beam section 302.3.
  • the future bogie is supported by a primary suspension (not shown) on a front wheel unit (also not shown), for example, a front wheelset.
  • a primary suspension also not shown
  • a rear wheel unit also not shown
  • the bogie frame 301 is designed in five parts.
  • the front longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 are designed as separate Grey cast iron components (GGG40.3 or GJS-400-18U LT) are designed, which are attached to the central longitudinal beam section 302.2.
  • the cross member 303, together with the respective central longitudinal beam section 302.2, is designed as a single grey cast iron component (GGG40.3 or GJS-400-18U LT).
  • the respective central longitudinal beam section 302.2 is integrally connected to the cross member 303.
  • connection between the cross member 303 and the central longitudinal member section 302.2 may be provided.
  • this connection may be designed in a form as described in connection with Figure 3 for a one-piece solebar.
  • the front longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 are each connected to the middle longitudinal beam section 302.2 in the region of a joint 302.7.
  • the joint 302.7 extends in a joining plane whose surface normal runs in the direction of the longitudinal axis (x-axis) of the bogie frame 301.
  • a different design e.g., stepped
  • orientation e.g., inclined to the longitudinal axis
  • the joint 302.7 is located on the side of a downwardly directed bend 302.8 of the longitudinal beam 302 facing away from the longitudinal beam center. As a result, the joint 302.7 is located in an area of the longitudinal beam 302 where, on the one hand, the component cross-section is already sufficiently large for a stable connection and, on the other hand, the bending moments are still comparatively low, so that the loads to be absorbed by the connection are still comparatively moderate. This ensures that the effort required for the connection is kept within limits.
  • connection between the front idler section 302.1 or the rear idler section 302.3 and the middle idler section 302.2 is made via a connecting element in the form of a pin 307, which is press-fitted into a corresponding recess 308 in the middle idler section 302.2.
  • a connecting element in the form of a pin 307 which is press-fitted into a corresponding recess 308 in the middle idler section 302.2.
  • the connection can also be made in any other suitable manner.
  • any connection with frictional connection, form connection, or material connection, or any combination thereof, can be selected depending on the expected load conditions on the bogie.
  • the pin 307 and the associated recess 308 each have a circular cross-section that remains substantially constant over their length. However, it is understood that in other variants of the invention, a stepped or conical shape can also be provided, at least in sections. Centering pins 309 secure the longitudinal beam sections 302.1 and 302.3 against rotation (around the x-axis) relative to the central longitudinal beam section 302.2.
  • the pin 307 and the associated recess 308 are already formed during the casting of the respective component. Depending on the accuracy achievable with the automated casting process used, further machining of their mating surfaces may even be omitted, resulting in particularly simple production. However, it is understood that in other variants of the invention, the pin 307 and the associated recess 308 may also be manufactured entirely after casting (e.g., by turning, milling, or drilling, etc.).
  • the respective longitudinal beam 302 is connected to the cross member 303 via one or more connecting elements 305, for example tension rods, acting in the direction of the transverse axis (y-axis) of the bogie frame 301.
  • These connecting elements prevent the cross member 303 from lifting or pulling off along the vertical axis (z-axis) or the transverse axis (y-axis), thus ensuring a firm connection in all directions.
  • the connection between the cross member 303 and the respective longitudinal beam 302 can also be made in any other suitable manner.
  • any connection with frictional connection, form connection, or material connection, or any combination thereof can be selected depending on the expected load situations on the bogie.
  • the front idler sections 302.1 and the rear idler sections 302.3 are designed as identical components made of gray cast iron (GGG40.3 or GJS-400-18U LT), which significantly simplifies their production because only a single basic mold needs to be produced.
  • the components interacting in the area of the joint 302.7 may be provided with a coating preventing fretting corrosion, in particular a coating comprising molybdenum (Mo), in order to achieve an even higher load-bearing capacity of the connection.
  • a coating preventing fretting corrosion in particular a coating comprising molybdenum (Mo), in order to achieve an even higher load-bearing capacity of the connection.
  • FIGS. 6 to 9 show - partly in exploded view - schematic perspective views of further bogie frames not according to the invention, each of which shows simple variants of the bogie frame 301 from Figure 5
  • the only significant difference to the bogie frame 201 from Figure 5 consists in the design of the respective connection of the front longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 with the middle longitudinal beam section 302.2.
  • Each is a separate connecting bolt 310, which is press-fitted into corresponding recesses 311 in the front and rear longitudinal beam sections 302.1 and 302.3, respectively, and in the middle longitudinal beam section 302.2.
  • the connection can also be made in any other suitable manner.
  • any connection with frictional connection, form fit, or material fit, or any combination thereof, can be selected depending on the expected load situation on the bogie.
  • the connecting bolt 310 and the associated recesses 311 each have a substantially uniform cross-section over their length. However, it is understood that in other variants of the invention, a stepped or conical shape may also be provided, at least in sections.
  • the cross-section of the connecting bolt 310 from Figure 6 is essentially elliptical, while when executed from Figure 7 is essentially rectangular.
  • the respective cross-section of the connecting bolt 310 thus deviates from the circular shape, so that centering pins or the like, which secure the longitudinal beam sections 302.1 and 302.3 against rotation (around the x-axis) relative to the central longitudinal beam section 302.2, can be omitted.
  • the recesses 311 are already formed during the casting of the respective component. Depending on the accuracy achievable with the automated casting process used, further machining of their mating surfaces may even be omitted, resulting in particularly simple production. However, it is understood that in other variants of the invention, the recesses 311 may also be created entirely after casting (e.g., by milling, etc.).
  • a special feature of the design from Figure 6 consists of a central bore 312 of the respective connecting bolt 310, in which an ultrasonic head (not shown in detail) of a non-destructive material testing device is accommodated. Via this ultrasonic head, the integrity of the connection between the solebar sections 302.1 or 302.3 and the middle solebar section 302.2 can be checked at regular intervals.
  • connection can also be made in any other suitable manner.
  • any connection with frictional connection, form fit, or material fit, or any combination thereof, can be selected depending on the expected load conditions on the bogie.
  • FIGS 10 and 11 show - partly in exploded view - schematic perspective views of further bogie frames not according to the invention, each of which shows simple variants of the bogie frame 301 from Figure 5
  • the only significant difference to the bogie frame 301 from Figure 5 the design of the connection between the front longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 and the middle longitudinal beam section 302.2.
  • connection can also be made in any other suitable manner.
  • any connection with frictional connection, form connection, or material connection, or any combination thereof can be selected depending on the expected load situations on the bogie.
  • the connecting bolt 317 is arranged in the region of the lower section of the respective longitudinal beam 302, which is subjected to tensile stress under static loading. Due to its orientation in the transverse direction (y-direction) of the frame body 301, it is also primarily subjected to shear stress under static loading of the frame body.
  • the arrangement in the section of the frame body 301 subjected to tensile stress under static load offers the advantage that the support of torques in the area above subjected to compressive stress under static load can be carried out simply via stop surfaces 302.10, 302.11 on the front and rear longitudinal beam sections 302.1 and 302.3, respectively, and the central longitudinal beam section 302.2.
  • a tab 320 bridging the joint 302.7 is provided as a simple anti-lift device in the area subjected to pressure under static load. This tab is fastened to the front or rear longitudinal beam section 302.1 or 302.3 and the middle longitudinal beam section 302.2 by means of bolts 321 and thus prevents the front or rear longitudinal beam section 302.1 or 302.3 from pivoting around the connecting bolt 317 even in extreme cases.
  • connection can also be made in any other suitable manner.
  • any connection with frictional connection, form connection, or material connection, or any combination thereof can be selected depending on the expected load situations on the bogie.
  • the connecting bolts 322 are also mainly subjected to shear stress when the frame body 301 is subjected to static loading.
  • the strength of the connection between the front or rear longitudinal beam section 302.1 or 302.3 and the middle longitudinal beam section 302.2 is thus at least largely independent of the quality of the joining process of the connecting bolt 317 or 322, but depends only on the properties (e.g. the shear strength etc.) of the connecting bolt 317 or 322. If necessary, a simple positional securing of the connecting bolt 317 (e.g. via retaining rings etc.) is sufficient to ensure a permanent and reliable connection of the front or rear longitudinal beam section 302.1 or 302.3 with the middle longitudinal beam section 302.2.
  • the side tabs 302.9 ( Figure 10 ) or 302.12 ( Figure 11 ) and the recesses 318, 319 ( Figure 10 ) or 323, 324 ( Figure 11 ) are formed during the casting of the respective component. Depending on the accuracy achievable with the automated casting process used, further machining of their mating surfaces may even be omitted, resulting in particularly simple production. However, it is understood that in other variants of the invention, the lateral tabs 302.9 ( Figure 10 ) or 302.12 ( Figure 11 ) and the recesses 318, 319 ( Figure 10 ) or 323, 324 ( Figure 11 ) are only manufactured entirely after casting (e.g. by milling, drilling, etc.).
  • the Figure 12 shows - partly in exploded view - a schematic perspective view of a further bogie frame not according to the invention, which also shows a simple variant of the bogie frame 301 from Figure 5
  • the only significant difference to the bogie frame 301 from Figure 5 the design of the connection between the front longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 and the middle longitudinal beam section 302.2.
  • a separate tab 325 and 326 is provided, respectively, bridging the joint 302.7.
  • These tabs are fastened by means of several bolts 327 to the front and rear solebar sections 302.1 and 302.3, respectively, and to the middle solebar section 302.2.
  • the connection can also be made in any other suitable manner.
  • any connection with frictional connection, form fit, or material fit, or any combination thereof, can be selected depending on the expected load situations on the bogie.
  • the Figure 13 shows - partly in exploded view - a schematic perspective view of a preferred embodiment of the bogie frame according to the invention, which is a variant of the bogie frame 301 from Figure 10
  • the main difference to the bogie frame 301 from Figure 10 consists in the design of the connection of the front longitudinal beam section 302.1 and the rear longitudinal beam section 302.3 with the middle longitudinal beam section 302.2.
  • a separate connecting bolt 317 is provided, which is inserted with a slight press fit in the transverse direction (y-direction) of the frame body 301 into corresponding recesses 318 in the front and rear longitudinal beam sections 302.1 and 302.3, respectively, and recesses 319 in the middle longitudinal beam section 302.2.
  • the recesses 319 are formed in two lateral tabs 302.9 of the middle longitudinal beam section 302.2, which protrude in the longitudinal direction (x-direction) of the frame body 301.
  • the connection can also be made in any other suitable manner.
  • any connection with frictional connection, form connection, or material connection, or any combination thereof can be selected depending on the expected load situations on the bogie.
  • the connecting bolt 317 is in turn arranged in the region of the lower section of the respective longitudinal beam 302, which is subjected to tensile stress under static loading. Due to its orientation in the transverse direction (y-direction) of the frame body 301, it is also primarily subjected to shear stress under static loading of the frame body.
  • the arrangement in the section of the frame body 301 subjected to tensile stress under static load offers the advantage that the support of torques in the area above which is subjected to pressure under static load can be achieved simply via stop surfaces 302.10, 302.11 on the front and rear longitudinal beam sections 302.1 and 302.3 respectively and the middle longitudinal beam section 302.2.
  • Another advantage is that, due to the high weight of a rail vehicle, a certain compressive load is generally always present in the area subjected to static compression, at least for a large portion of the dynamic loads expected during operation. Therefore, a permanent prestress can be assumed between the front and rear solebar sections 302.1 and 302.3, respectively, and the respective central solebar section 302.2. Thus, the connection can even be implemented without additional connecting elements, if necessary.
  • an elastic pressure element 328 is arranged at the joint between the front and rear longitudinal beam sections 302.1 and 302.3 and the respective middle longitudinal beam section 302.2. This pressure element 328 is thus located between the stop surfaces 302.10, 302.11 on the front and rear longitudinal beam sections 302.1 and 302.3 and the middle longitudinal beam section 302.2.
  • the pressure element 328 has the advantage that it can easily compensate for manufacturing tolerances between the joining partners, in particular in the area of the stop surfaces 302.10 and 302.11 as well as the recesses 319, so that significantly less effort is required for the production of the bogie frame 301.
  • the pressure element 328 is designed to have sufficient suspension properties to form the primary suspension of the chassis comprising the bogie frame 301. It is understood that in this case, during operation of the bogie frame 301, a corresponding relative movement between the front and rear longitudinal beam sections 302.1 and 302.3, respectively, and the central longitudinal beam section 302.2 must be possible.
  • a lift-off protection similar to the tab 320 from Figure 10 a lift-off protection similar to the tab 320 from Figure 10
  • a corresponding anti-lift device may be provided. This may also be achieved via a suitable connection between the pressure element and the respective longitudinal beam section.
  • the cross member 303 shown may also be formed not from a gray cast iron material, but, for example, in a conventional manner as a welded construction made of sheet steel and/or as a cast construction made of cast steel.
  • the cross member may, of course, also be made of gray cast iron material, while the front and rear longitudinal beam sections are formed entirely or partially as a welded construction made of sheet steel and/or as a cast construction made of cast steel.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Handcart (AREA)
  • Toys (AREA)

Claims (6)

  1. Cadre de train de roulement pour un train de roulement d'un véhicule sur rails avec
    - un corps de cadre (301), qui est conçu pour être supporté sur au moins une unité de roue du train de roulement,
    dans lequel
    - ledit corps de cadre (301) est formé sensiblement en forme de H et comprend une partie avant avec deux sections de longeron avant (302.1), une partie médiane avec deux sections de longeron médiane (302.2) et une partie arrière avec deux sections de longeron arrière (302.3),
    - ladite partie médiane comprend au moins une poutre transversale (303) s'étendant dans la direction transversale du train de roulement,
    - ladite partie médiane (302.2, 303) relie ladite partie avant (302.1) et ladite section arrière (302.3),
    - lesdites sections de longeron avant (302.1) sont adaptées pour être supportées sur une unité de roue avant dudit train de roulement, et
    - lesdites sections de longeron arrière (302.3) sont adaptées pour être supportées sur une unité de roue arrière dudit train de roulement,
    caractérisé en ce que
    - au moins ladite partie médiane (302.2, 303) dudit corps de cadre (301) est formé de manière monolithique en un matériau en fonte grise,
    - lesdites sections de longeron avant (302.1) de ladite partie avant et/ou lesdites sections de longeron arrière (302.3) de ladite partie arrière chacune sont reliées, en particulier de manière amovible, au niveau d'un endroit de joint (302.7) à ladite section de longeron médiane (302.2) respective d'une manière mobile autour d'un axe de rotation transversale qu'un élément de pression (328) disposé entre ladite section de longeron (302.1, 302.3) et ladite section de longeron médiane (302.2) au niveau dudit endroit de joint (302.7) respectif prend la fonction d'une suspension primaire dudit train de roulement.
  2. Cadre de train de roulement selon la revendication 1, caractérisé en ce qu'au moins ladite partie médiane (302.2) dudit corps de cadre (101; 201; 301) est réalisé en un matériau en fonte grise globulaire, en particulier GGG40.3 ou GJS-400-18U LT, respectivement.
  3. Cadre de train de roulement selon l'une quelconque des revendications précédentes, caractérisé en ce que, au niveau dudit endroit de joint (302.7) respectif, au moins un élément de liaison (317) est prévu, qui est relié à ladite section de longeron (302.1, 302.3) et ladite section de longeron médiane (302.2).
  4. Cadre de train de roulement selon l'une quelconque des revendications précédentes , caractérisé en ce qu'au moins l'un des composants qui interagissent au niveau dudit endroit de joint (302.7) au moins en partie est prévu avec un revêtement empêchant la corrosion par frottement, en particulier avec un revêtement comprenant du molybdène (Mo).
  5. Train de roulement pour véhicule ferroviaire avec un cadre de train de roulement (102; 202; 302) selon l'une quelconque des revendications précédentes.
  6. Procédé pour la fabrication d'un cadre de train de roulement selon l'une quelconque des revendications précédentes.
EP17185349.2A 2006-06-27 2007-06-19 Châssis d'un véhicule ferroviaire Active EP3281837B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102006029835A DE102006029835A1 (de) 2006-06-27 2006-06-27 Fahrwerksrahmen eines Schienenfahrzeugs
PCT/EP2007/056077 WO2008000657A1 (fr) 2006-06-27 2007-06-19 Cadre de châssis d'un véhicule ferroviaire
EP15174656.7A EP3009323B1 (fr) 2006-06-27 2007-06-19 Châssis d'un véhicule ferroviaire
EP07765491.1A EP2038157B1 (fr) 2006-06-27 2007-06-19 Cadre de châssis d'un véhicule ferroviaire

Related Parent Applications (2)

Application Number Title Priority Date Filing Date
EP15174656.7A Division EP3009323B1 (fr) 2006-06-27 2007-06-19 Châssis d'un véhicule ferroviaire
EP07765491.1A Division EP2038157B1 (fr) 2006-06-27 2007-06-19 Cadre de châssis d'un véhicule ferroviaire

Publications (3)

Publication Number Publication Date
EP3281837A1 EP3281837A1 (fr) 2018-02-14
EP3281837B1 true EP3281837B1 (fr) 2025-03-26
EP3281837C0 EP3281837C0 (fr) 2025-03-26

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EP07765491.1A Active EP2038157B1 (fr) 2006-06-27 2007-06-19 Cadre de châssis d'un véhicule ferroviaire
EP17185349.2A Active EP3281837B1 (fr) 2006-06-27 2007-06-19 Châssis d'un véhicule ferroviaire
EP15174656.7A Active EP3009323B1 (fr) 2006-06-27 2007-06-19 Châssis d'un véhicule ferroviaire

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EP (3) EP2038157B1 (fr)
JP (1) JP5237270B2 (fr)
KR (1) KR101436128B1 (fr)
CN (1) CN101506023B (fr)
AU (1) AU2007263821B9 (fr)
BR (1) BRPI0713085A2 (fr)
CA (1) CA2655967C (fr)
DE (1) DE102006029835A1 (fr)
EG (1) EG25558A (fr)
ES (3) ES2547479T3 (fr)
IL (1) IL196135A0 (fr)
MA (1) MA30618B1 (fr)
MX (1) MX2008016397A (fr)
NO (1) NO337601B1 (fr)
PL (3) PL3281837T3 (fr)
PT (2) PT3009323T (fr)
RU (1) RU2480364C2 (fr)
UA (1) UA98464C2 (fr)
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Publication number Publication date
UA98464C2 (ru) 2012-05-25
US20100011985A1 (en) 2010-01-21
EP2038157B1 (fr) 2015-07-29
WO2008000657A1 (fr) 2008-01-03
RU2480364C2 (ru) 2013-04-27
AU2007263821B2 (en) 2013-08-08
CA2655967A1 (fr) 2008-01-03
EP3009323B1 (fr) 2017-08-09
US8196522B2 (en) 2012-06-12
NO337601B1 (no) 2016-05-09
JP5237270B2 (ja) 2013-07-17
PL2038157T3 (pl) 2016-01-29
EP2038157A1 (fr) 2009-03-25
MX2008016397A (es) 2009-02-11
PT2038157E (pt) 2015-10-16
ES2547479T3 (es) 2015-10-06
AU2007263821A1 (en) 2008-01-03
KR101436128B1 (ko) 2014-11-03
CA2655967C (fr) 2015-04-21
IL196135A0 (en) 2009-09-22
MA30618B1 (fr) 2009-08-03
JP2009541130A (ja) 2009-11-26
PT3009323T (pt) 2017-11-14
EP3009323A1 (fr) 2016-04-20
KR20090049577A (ko) 2009-05-18
EP3281837A1 (fr) 2018-02-14
PL3009323T3 (pl) 2018-04-30
PL3281837T3 (pl) 2025-07-14
NO20090360L (no) 2009-01-23
CN101506023B (zh) 2013-08-07
ZA200810865B (en) 2009-09-30
DE102006029835A1 (de) 2008-01-03
CN101506023A (zh) 2009-08-12
ES2646297T3 (es) 2017-12-13
EG25558A (en) 2012-02-23
RU2009102505A (ru) 2010-08-10
EP3281837C0 (fr) 2025-03-26
ES3024615T3 (en) 2025-06-04
AU2007263821B9 (en) 2014-02-27
BRPI0713085A2 (pt) 2012-10-09

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