EP2244891A2 - Essieu de véhicule ferroviaire - Google Patents

Essieu de véhicule ferroviaire

Info

Publication number
EP2244891A2
EP2244891A2 EP09710885A EP09710885A EP2244891A2 EP 2244891 A2 EP2244891 A2 EP 2244891A2 EP 09710885 A EP09710885 A EP 09710885A EP 09710885 A EP09710885 A EP 09710885A EP 2244891 A2 EP2244891 A2 EP 2244891A2
Authority
EP
European Patent Office
Prior art keywords
axle
lubricant
wheelset
wheels
parts
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.)
Withdrawn
Application number
EP09710885A
Other languages
German (de)
English (en)
Inventor
Heinz B Winzeler
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP2244891A2 publication Critical patent/EP2244891A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B17/00—Wheels characterised by rail-engaging elements
    • B60B17/0065—Flange details
    • B60B17/0068—Flange details the flange being provided on a single side

Definitions

  • the invention is in the field of railway technology and relates to a wheelset for rail vehicles, in particular trams with their rail network with the known tight curve radii have a special meaning.
  • Wheels essentially comprise a pair of wheels with end wheels, which axles are mounted in a bogie connected to the car body.
  • the axles of conventional wheelsets are rigid axles, in which high directional stability is the characteristic feature and their greatest advantage. This includes the simplicity and robustness of the construction.
  • the disadvantages are not negligible, which are: wear of the running surfaces of rails and wheels through curves (bends) in the rail network. In the case of the rails, the wear on the inside of the rail runs on the running surface, and in the case of the outer edge of the rail on the inner edge through the flange.
  • the wheelset according to the invention has no kind of clutch and allows a differential speed with the most simple means.
  • the axle is in contrast to the cited prior art while maintaining the outer axle diameter divided into two parts axle axle with Schmierstoffzubuch für für für für für für für für für für für für für für für für für assupra, one axle part a partially turned to a smaller diameter longitudinal part (hereinafter called core part) and the other axle part a longitudinal bore for Forming a receptacle (hereinafter called sleeve part) for the turned to the smaller diameter longitudinal part and in the merged state on the one hand has a wraparound longitudinal part end cavity and on the other hand between recording and wormed longitudinal part a lubricant reservoir in conjunction fertil with the lubricant supply.
  • Various embodiments of the invention, as defined in the claims, illustrate the inventive teaching.
  • the rigid axle is, so to speak, entstarrt by a separation, so that the two axle ends in the small rotation angle range of a Kurven passage are rotated against each other.
  • An axle part is turned over a certain length in diameter and thus forms the, core part of the axle and the other axle part receives a coaxial bore for receiving the core part and thus forms the 'sleeve part' so that the core part and sleeve part can be inserted into one another.
  • Fig.l shows a basic embodiment of the wheelset with the so-called 'starved' wheel axle with stylized brake pads on the axis.
  • Fig. 2 shows shows a longitudinal section through the wheel set, where a lubricant supply passes through the sleeve part and
  • FIG. 3 shows an enlarged detail of Figure 2 and the
  • Fig. 6 shows the exploded axle parts of a further embodiment.
  • Figure 7 shows in a longitudinal section of this embodiment of the wheelset as a lubricant supply through the core part of the axis leads and
  • FIG. 8 shows a detail of FIG. 7.
  • Fig. 9 to 12 show a further embodiment for the lubrication of the two axle parts
  • Fig. 10 shows a longitudinal section through Figure 9 and
  • FIGS. 11 and 12 show details of FIG. 10 and FIG.
  • Fig. 13 shows a stylized use for the lubricant propulsion simultaneously fulfilling the seal to the outside
  • FIGS. 19 to 22 show a further proposed solution with an exemplary positive-locking device for securing a divergence of the track outside the rail.
  • FIGS. 23 and 24 show an exemplary form fit for the two proposed solutions according to FIGS. 14-18 and FIGS. 19-24
  • Figs. 25 and 26 schematically show another embodiment of a wheel set and its axle parts, which are operated coaxially by two independent motors.
  • Figs. 27 to 29 schematically show a similar embodiment as in Figs. 25 and 26, but the motors are not positioned coaxially with the axle parts.
  • Figures 1 and 2 show the principle of the invention in a basic embodiment, once in view and once in section A.
  • an axle 10 here called core part and an axle 20, here called sleeve part.
  • Both parts show in stylized form an attached brake device 5, usually a disc brake.
  • an attached brake device 5 usually a disc brake.
  • the terminal wheels with flange 1 and tread 2 and the hub 3 where the wheelset is connected to the bogie.
  • the core 11 wound on the axle part 10 and the bored sleeve 21 in the axle part 20 and a scrapping channel 22 leading up to the sleeve 21 can be seen.
  • a discharge channel 19 for expelling the shaft Air when filling the lubricant on the one hand and for evacuation of vaporized lubricant in case of overheating.
  • the discharge channel is completed with a stylistically illustrated valve or bursting head 18.
  • a lubricant cavity 6 can also be seen, which cavity is exaggerated in size here.
  • This cavity forms together with bore 22 a lubricant reservoir, which may also be outside, created at the other end of the lubricant channel.
  • the lubrication gap 7 Between the core and sleeve is a narrow, not shown in the drawing concentric gap, the lubrication gap 7, for receiving lubricant.
  • the lubricant is a high-boiling medium of medium, at temperatures of 10 to 30 degrees Celsius still flowing viscosity, so that at rest, the lubricant can be distributed.
  • the temperature rises due to small radial and axial friction movements as well as through the brake heat transfer from the brake device to the axle.
  • a negative pressure in the incompressible lubricant depot is constantly generated, so that the boiling point can be temporarily lowered considerably as well as temporarily increased when compressing the axle parts.
  • it must be considered that not only is the specified boiling point, usually given at sea level pressure, relevant, but also boiling points at very low and very high pressures.
  • the axle parts for normal operation, so to speak firmly connected this, of course, only as long as the seal in the lubrication gap 7 is tight.
  • FIG. 3 shows an enlarged detail of the assembled axle parts with the lubricant volume
  • FIGS. 4 and 5 show the inventive wheel set for a better illustration in a perspective view.
  • the illustrated wheel set is not shown to scale according to a star-axle wheel set.
  • Figures 6, 7 and 8 show an exploded view of the two axle parts Ausbowungsfo ⁇ n, in which the lubricant is not supplied through the sleeve part but through the core part.
  • the now exposed Kemteil 11 with here visible radially to the longitudinal axis applied lubrication channels 13.
  • Figure 7 you can see the lubrication channels 13, which, when plugged together, in a labyrinth seal 25 in the sleeve part lead.
  • a discharge channel 19 with a stylized valve or bursting head 18 is applied.
  • a lubricant cavity 6 is provided which is filled with incompressible lubricant.
  • FIG. 8 shows a detail of FIG. 7 in an enlarged form.
  • the lubricant channel 12 is open at the end of the core 11, so that the lubricant cavity 6 can be filled. Preferably, this is very small, for example. Only a gap to keep the amount of lubricant small. The larger the volume of the lubricant, the more material can evaporate at high temperature and low pressure and form bubbles. However, it is important to ensure that no compressible gas (air) is pressed in or left behind when it is tightened. Of course, any other suitable type of seal can be used instead of a labyrinth seal.
  • FIGS. 9 to 13 show an embodiment with a device for aiding lubrication.
  • radial channels for supplying lubricant can also be applied in this example.
  • FIG. 19 shows the structure discussed in detail above, wherein it stands out that the morphology of the rigid axle always remains unchanged in every embodiment, and that the means used to solve the task are respective robust and relatively simple, cost-effective 'ingredients' on the wheelset , In the section of FIG. 9, that is to say in FIG. 10, one can see the structure as already discussed.
  • Figure 12 shows a detail of Figure 10, in which one sees the lubricant cavity 6 and between the core 11 and sleeve 21, the labyrinth seal. It may be arranged that the volume of the lubricant reservoir is approximately 100 times greater than the volume of the concentric lubrication gap 7, which is sufficient for the lubrication of several ten thousand kilometers. In the case of an additional lubricant dispenser, it is possible to set up additional lubricant behind the insert 40. The lubricant cavity 6 must be dimensioned in this Ausf ⁇ ihrungsform so that the insert 40 finds sufficient space during the feed in these.
  • Figures 14 to 18 show an embodiment in which a larger axial deflection is to be prevented not only by the lubricant depot but also by mechanical means.
  • fastening in mechanics There are three basic types of fastening in mechanics, namely: the positive connection, where mechanical parts intermesh; the friction, where mechanical parts are pressed tightly together and the friction is high, as well as the material connection, where mechanical parts are joined together with substances, for example by gluing or welding.
  • Figures 14 to 18 show an example of a friction fit to support the binding forces of the lubricant and the pressure closure of the air column on the lubricant and the binding forces thereof.
  • the exemplary frictional connection shown here consists of two double-angular roller bearings 16 and 26 for one axle each and a shrink sleeve 30 connecting them over the two roller bearings.
  • the roller bearings are pressed onto the axle parts and the shrink sleeve pulled over warm.
  • the wheels are usually mounted equally with a press fit on the axis, so that a press and shrink fit the ReibBankstoff are located in the same mounting and in the same safety area.
  • Figures 9 and 10 show once in view and once in section this example additional attachment.
  • FIG. 14 shows the wheelset again pulled apart.
  • a Doppelschrägwalzenlager 16 is pressed.
  • the shrink sleeve 30 is arranged above the second double bevel roller bearing 26, so that in this perspective this second bearing is not visible.
  • FIG. 16 recognizes the second bearing, which has been covered by the shrink sleeve 30.
  • the enlargement of a detail from FIG. 15 is shown in FIG. 16.
  • the sleeve 30 is heated, over which a skew roller bearing 26 is pushed onto the sleeve part 20 and then the skew roller bearing 16 is inserted on the core part 11 (or vice versa) and then allowed to cool.
  • the seat is strong enough that it can only be separated again with great force. It should be noted again that such an axis can heat up significantly, which must be taken into account when heating the sleeve for the shrinkage.
  • Figures 17 and 18 show in two different perspectives the wheelset so that one can see in Figure 17 from below into the shrink sleeve, where to recognize the Schrägwalzenlager 26 and in Figure 18 from above, where you can see how the core part 11 in the shrink sleeve 30 protrudes.
  • Figures 19 to 22 show another example embodiment of a frictional engagement to support the binding forces of the lubricant and the vacuum resistance.
  • On the two sub-axes 10 and 20 are each a form-locking ring 17 and 27 shrunk to a press fit. Although they are shown in one piece in the sectional view of Figure 20, it is cheaper to press a ring than to mold form-fitting rings, which of course is also possible if it is desired for some reason.
  • the form-locking rings behave the same as the double-tapered roller bearings proposed above. However, one can then not use the solution with the shrink sleeve 30 according to Figures 14 to 18. However, for both embodiments, the next form-fitting variant according to FIGS. 23 and 24 can be used.
  • Such a lubricant reservoir serves on the one hand to lubricate the angular roller bearings 16 and 26 and on the other hand to stabilize the encapsulation formed from the two half-shells 35 as soon as a sluggish turning on the axle occurs after starting up.
  • a lubricant reservoir serves on the one hand to lubricate the angular roller bearings 16 and 26 and on the other hand to stabilize the encapsulation formed from the two half-shells 35 as soon as a sluggish turning on the axle occurs after starting up.
  • the half-shells are shown massively excessive to illustrate their trackability.
  • the embodiment shown in FIGS. 23 and 24, to be exact, is a combination of frictional engagement and positive locking.
  • the form-locking rings 17 and 27 or Doppelschrägwalzenlager 16 and 26 are pressed onto the axis (frictional engagement) and they are supported on both sides by the half shells against axial deflection (positive locking).
  • the external forces acting axially thus the vacuum and the binding forces in the lubricant reservoir 6 between the axle parts and the combination frictional / positive and opposite in normal driving and the two flanges 1.
  • Silicone oils can achieve dilatant flow behavior as a particle suspension without increasing the vapor pressure, which is also the case, for example, with pure graphite particle lubrication. Furthermore, the restoring forces of the bogie also counteract a division of the axle halves. At a core length of, for example, one meter, it takes an enormous amount to provoke a complete sliding apart of the axle halves. Due to the conicity of the wheel treads constantly act forces against the center of the axle and stabilize the cohesion of the axle parts.
  • the labyrinth seal also shows a hydrodynamic effect due to the ribs.
  • the sleeve or core parts may be ribbed on one or both surfaces radially (annular) or provided with a meandering structure, which is such a Make up the seal.
  • these baffles aligned parallel to the direction of flow increase the wall shear stress, respectively. the torque is low.
  • In the axial direction of movement, ie transversely to the ribs leads a hydrodynamic effect (secondary flows, local vortex structures) but to a strong increase in the local shear forces.
  • dilatante (shear-clogging) fluids are preferably used.
  • cross-linked silicones or suspension concentrates come into question, which become disproportionately tougher (harder) with increasing shear.
  • Wälz-, roller or other types of bearings which ensure the axial cohesion of the axis, such a theological behavior is best suited because there occur in curves the same small relative movements, when slippage of a wheel but a "hardening" is desirable.
  • axle bearings usually pressure lubricated
  • pressure lubricated only one common for the axle, usually a lubricant in question, which has low shear forces even at high shear rates.
  • railway technically easier would therefore be a combined lubrication of axle bearings, viscous coupling (socket) and bearings of the cohesion with the same pressure lubrication system.
  • This type of lubrication is expedient for the following described driven axle.
  • solid lubricants such as graphite, molybdenum disulfide or boron trioxide would be suitable for high temperatures and loads at low relative speeds, as they occur in the inventive web axis, also because of the emergency running properties.
  • the sealing behavior is limited, which limits the application as a traction agent.
  • PTFE could be suitable for this because of the flow behavior.
  • the loading and storage of solid lubricants requires special procedures.
  • FIGs 25 and 26 show a partially exploded wheelset, which is equipped with a drive 8 per axle, such as one electric motor for the core member 10 and the sleeve member 20, for example. These two motors 8 drive the two independently rotatable axle parts 10, 20 at.
  • the schematically illustrated motor 8 has coaxially on the axle on the rotor, so that the rotors are coaxial with the respective axle part 10, 20 are positioned.
  • the stator is attached to the structure of the bogie via a connection (not shown).
  • each axle part in this case, the sleeve part 20 and the core part 10 have a braking device 5, which is cooled by cooling air fins 4 and preferably integrated in the wheel instead of on the axle.
  • a braking device 5 which is cooled by cooling air fins 4 and preferably integrated in the wheel instead of on the axle.
  • a further embodiment of the invention is shown schematically, wherein the common drive, the two motors 8.1, 8.2 not coaxial, but above resp. is positioned next to the wheelset, so that the unsprung mass is not increased. It is fixed by an engine mount 31 to the bogie.
  • the drive is in turn divided into two independent drive units, an electric motor 8.1 for the sleeve part and an electric motor 8.2 for the core part and drives the corresponding sleeve part 20 and the core part 10 at.
  • the drive takes place via the drive shaft of the motor 9.2, to which a corresponding positive drive toothing 9.1 is arranged.
  • the embodiment shown here represents the respective axis 10, 20 with a drive toothing / core part 15.2 and drive toothing / sleeve part 15.1 coaxial to the axes.
  • Another feature is that a braking effect in this embodiment on or through the common drive or the part motors 8.1, 8.2 can be done.
  • separate brakes are not shown for illustrative reasons of space.
  • the proposed engine pair 8.1, 8.2 is electronically controlled and thus forms a system (not shown), which allows an anti-slip regulation, which can react per wheel to different conditions of detention, which, for example, in a conventional locomotive is not possible.
  • the sensor / actuator system consists of a motor and its control alone without external sensors.
  • the control of the system sensors / actuators proposed by sensors that are, for example, mounted before the curve entry to the rail and active (act as a transmitter) or passive (as a transponder).
  • the rail can also be scanned optically or with radar frequencies and the information obtained are fed to the control loop.
  • the axle Due to the different torques on the wheels, a radial alignment of the axle for cornering is made possible by, for example, the outer rail track, or larger radius of curvature speed and torque are increased relative to the inner wheel.
  • the pairwise control of the drive motors increases the running stability and for the purpose of uniform wear of the wheel and rail, a controlled sinusoidal run is also impressed.
  • the "elasticity" or stiffness of the axle can be controlled as required, for example, the axle should be essentially soft in curves (elastic) and essentially rigid in straight sections.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un essieu monté pour un véhicule ferroviaire, comportant un essieu et deux roues terminales, cet essieu n'étant plus rigide par partage en deux parties d'essieu (10,20). Une partie d'essieu (10) présente une longueur (11) dont le diamètre a été partiellement réduit au tour et l'autre partie d'essieu (20) présente un orifice longitudinal destiné à l'adaptation d'un manchon (21) pour la réception de la longueur dont le diamètre a été partiellement réduit au tour et qui forme un noyau (11). A l'état assemblé, l'essieu pivote de manière élastique. Une cavité située côté frontal et orientée vers la longueur usinée au tour ainsi qu'une fente de lubrification (7) formée entre le manchon (21) et le noyau (11) empêchent largement l'écartement par saccades des parties d'essieu. Dans un mode de réalisation, chaque partie d'essieu est dotée d'entraînements couplés par un système de régulation.
EP09710885A 2008-02-15 2009-02-11 Essieu de véhicule ferroviaire Withdrawn EP2244891A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH2152008 2008-02-15
PCT/CH2009/000057 WO2009100557A2 (fr) 2008-02-15 2009-02-11 Essieu de véhicule ferroviaire

Publications (1)

Publication Number Publication Date
EP2244891A2 true EP2244891A2 (fr) 2010-11-03

Family

ID=40577932

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09710885A Withdrawn EP2244891A2 (fr) 2008-02-15 2009-02-11 Essieu de véhicule ferroviaire

Country Status (2)

Country Link
EP (1) EP2244891A2 (fr)
WO (1) WO2009100557A2 (fr)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1206583A (en) * 1916-05-27 1916-11-28 John Palley Car-axle.
GB332111A (en) * 1929-08-24 1930-07-17 Mario Francis Torazzi Improvements in variable railway axles
FR954001A (fr) * 1947-09-18 1949-12-16 Perfectionnements aux véhicules de chemin de fer
US3434432A (en) * 1968-01-09 1969-03-25 Arthur Seifert Convertible rail-highway vehicle
US4058065A (en) * 1975-10-23 1977-11-15 Arthur Seifert Spring stub axle railway vehicle
CH657327A5 (en) * 1982-08-18 1986-08-29 Paul Konrad Renkewitz Wheel axle for rail vehicles
DE3501488C1 (de) * 1985-01-18 1986-07-17 Messerschmitt-Bölkow-Blohm GmbH, 8012 Ottobrunn Radsatz fuer Schienenfahrzeuge

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2009100557A3 *

Also Published As

Publication number Publication date
WO2009100557A3 (fr) 2009-10-15
WO2009100557A2 (fr) 2009-08-20

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