EP3221203B1 - Châssis de mécanisme de roulement pour véhicule ferroviaire - Google Patents

Châssis de mécanisme de roulement pour véhicule ferroviaire Download PDF

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Publication number
EP3221203B1
EP3221203B1 EP16706181.1A EP16706181A EP3221203B1 EP 3221203 B1 EP3221203 B1 EP 3221203B1 EP 16706181 A EP16706181 A EP 16706181A EP 3221203 B1 EP3221203 B1 EP 3221203B1
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EP
European Patent Office
Prior art keywords
longitudinal
rib
chassis frame
frame according
longitudinal support
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EP16706181.1A
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German (de)
English (en)
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EP3221203A1 (fr
Inventor
Markus Hubmann
Radovan Seifried
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Siemens Mobility Austria GmbH
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Siemens Mobility GmbH
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Publication of EP3221203A1 publication Critical patent/EP3221203A1/fr
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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

Definitions

  • Bogies also called bogies
  • rail vehicles usually have two sets of wheels, which are guided on tracks, and are connected to car bodies of the rail vehicle.
  • An integral part of a chassis is a chassis frame to which the wheelsets, for example. Via a Radsatz Entry or a primary suspension and the car body eg. Via a secondary suspension and a device for power transmission are connected.
  • the power flows between the individual components run mainly over the chassis frame, which has a longitudinal direction and a transverse direction, wherein the longitudinal direction in the direction of travel of the rail vehicle and the transverse direction is normal to the longitudinal direction.
  • the longitudinal members of the undercarriage frame which were generally box-shaped in the past, ie comprising a top flange, a bottom flange and side walls, are increasingly being designed as I-beams with an open profile, comprising a longitudinal member upper flange, a longitudinal member lower flange and a connecting this bridge.
  • I-beams as longitudinal members a desired reduction in the torsional stiffness of the chassis frame, so a reduced resistance to twisting about a transverse axis transverse to the transverse axis of the cross member is achieved, there are disadvantages with respect to the shear stiffness of the chassis frame, So the resistance to deformation by shear forces which act parallel to the longitudinal direction, and the transverse rigidity of the chassis frame, so the resistance to deformation by transverse forces which act parallel to the transverse direction.
  • WO 2013/178716 A1 known in which a chassis for a rail vehicle is disclosed. It is described an H-shaped chassis frame having interfaces to wheels or wheelsets, are transmitted over the interface forces. The interface forces are inclined with respect to a longitudinal axis and a vertical axis.
  • At least one stiffening rib is arranged in the longitudinal member on both sides of the web, which extend on both sides of the web from the web in the transverse direction to the outside and are designed such that the power flow of the Radsatz Equipmentsbuchse is directed into the cross member.
  • Thrust forces and transverse forces act on the chassis frame mainly in the area of the wheel set guide bush in which the wheel forces, for example, from the rolling resistance and the transverse forces arising from the wheel-rail contact, are introduced from the wheelset guide into the chassis frame. Since the forces are transmitted essentially via the cross member to the car body or the respective other longitudinal member, the region of the longitudinal member, which is arranged between Radsatz Equipmentsbuchse and cross member, particularly high load.
  • the stiffening ribs are now used to direct the flow of power from the Radsatz Equipmentsbuchse in the cross member and thus in particular to avoid high load on the web.
  • the ribs extend from a region of the longitudinal member in which the Radsatz Equipmentsbuchse is arranged in an area, eg. The central portion of the longitudinal member in which the longitudinal member is connected to the cross member.
  • the cross member is formed as a bent part and at least on the cross member upper flange and the cross member lower flange openings, wherein one of the openings occupies at least 50% of the surface of the cross member upper belt or cross member lower belt. Since this construction allows a further reduction in the torsional stiffness of the chassis frame, the rib extends to that part of the cross member (ie either cross member upper flange or Cross member lower flange), which has a greater shear stiffness, in other words to that part of the cross member having the smaller opening.
  • a further embodiment of a chassis frame according to the invention provides that the web serves as a plane of symmetry between each two stiffening ribs. As a result, a uniform stress distribution is achieved in the longitudinal member and in the ribs themselves, so that the stiffnesses are uniform on both sides of the web.
  • a first connection point at which the rib is connected to the Radsatz Equipmentsbuchse arranged on the cross member facing side of Radsatz Equipmentsbuchse. Since the forces acting on the Radsatz Equipmentsbuchse shear forces and shear forces are to be directed into the cross member, the cross member facing side of Radsatz Equipmentsbuchse is particularly well suited for connection with the ribs.
  • the Radsatz enclosuresbuchse has a longitudinal axis which is aligned parallel to the transverse direction and the Radsatz Enginesbuchse over the entire width, ie the dimension in the transverse direction of the longitudinal member or the longitudinal beam upper belt or of the longitudinal member Unetrgurts, an area forms on each side of the web, in which bridge and Radsatz Equipmentsbuchse include a right angle.
  • the first connection point is arranged in the region of the wheel set guide bush which, viewed in the longitudinal direction, is the smallest distance to the wheel set guide bush crossbeam having.
  • the point at which the first joint is formed is usually that point on the circumference of the wheel set bushing which defines the maximum extent of the wheel set bushing in the longitudinal direction and thus in a direction normal to the longitudinal direction and transverse direction is arranged centrally on the circumference of Radsatz Entrysbuchse.
  • An advantageous design of the longitudinal member for the three-dimensional deflection of the forces as a cranked longitudinal member provides that the longitudinal member has at least one adjoining the central portion transition section, in which longitudinal member upper flange and side member lower flange form an acute angle with each other, and that the Radsatz Entrysbuchse in the transition section , in the region of the side member lower leg, is arranged.
  • the transition between the central portion of the longitudinal member and a parallel to this end portion for receiving a primary suspension of the rail vehicle takes place via the transition section, which is determined by the course of longitudinal beam upper flange and side member lower flange.
  • the transition portion of the side rail lower belt starts at a point other than that of the side rail upper belt when viewed in the longitudinal direction.
  • the Radsatz Equipmentsbuchse is placed close to the longitudinal beam lower flange in the transition section of the longitudinal member, so that a simple connection of Radsatz Entry on the Radsatz Equipmentsbuchse or a Radsatzlagers on the primary suspension on the side rail, for example on a arranged at the end of the spring cup is possible.
  • a second connection point at which the rib is connected to the side member and via which the power flow is passed into the cross member is arranged on the side member upper flange.
  • the connection with the longitudinal member upper flange via the second connection point represents a structurally simple connection of the rib to the longitudinal member.
  • the cross member upper flange has a greater shear stiffness, as the cross member lower flange, so can the forces on the longitudinal member upper flange be introduced directly into the cross member upper belt, so that the power flow is as short as possible and the higher loadable cross member upper belt directly absorbs a majority of the forces.
  • connection point can either be designed as a frictional connection, for example by means of screws or rivets, but preferably the connection point is formed as a positive connection, in particular as a weld, between the rib and the respective element forming the connection point.
  • the joints usually limit the rib and are formed on sides of the rib of end edges of the rib.
  • the second connection point is arranged in the central portion of the longitudinal member upper belt. Since the central portion of the longitudinal member upper belt is connected to the cross member upper belt, the force transmission between the rib and cross member is particularly easy accomplished by such an arrangement of the second connection point, since the power flow of the rib over the central portion of the longitudinal member upper belt directly into the cross member Upper belt is initiated.
  • the central portion of the longitudinal member upper belt is usually completely formed for connecting the longitudinal member to the cross member and thus no space is available, at which the rib directly into the central portion could lead, provides a particularly preferred embodiment of the invention, that the second connection point at the transition between central portion and transition portion of the side member upper belt, preferably within a transition radius, is arranged. This transition is still very close to the cross member, so that the length of the power flow compared to a previously described arrangement of the second connection point is only slightly increased, however, the corresponding space for connecting the rib with the side member upper flange is present.
  • the second connection point is arranged within a transition radius between the central portion and the transition portion of the side member upper belt, since the rib thus additionally supports this highly loaded transition portion on which three-dimensional force deflections take place. It goes without saying that the second connection point can also be arranged in the adjoining the transition radius region of the transition section of the longitudinal member upper belt.
  • the power flow to run mainly on the cross member lower flange for example, because it has a greater shear stiffness, such as through a smaller opening than the cross member upper flange, so provides an alternative embodiment of the invention that the second joint on the side member lower flange in Central portion of the side member lower belt is arranged.
  • the longitudinal beam lower belt usually has a larger dimension in the longitudinal direction than the longitudinal member upper flange, and thus only a part of the side member lower belt is connected to the cross member lower flange, provides a preferred variant of the alternative embodiment, that the second connection point in Area of the cross member is arranged on the side member lower flange. This ensures again that the power flow is directed as directly as possible from the rib into the cross member.
  • the rib has a fork and is connected both to the longitudinal member upper flange and to the longitudinal member lower flange.
  • a further embodiment variant of a chassis frame according to the invention provides that the projection of the rib in the transverse direction is a straight line.
  • projection is understood, as widely known, to be the two-dimensional line or figure which is reflected by viewing the rib in a predetermined direction.
  • the projection of the rib in the transverse direction corresponds to the line representing the course of the rib in a side elevation.
  • the rib forms a continuous surface and manufacturing technology is particularly inexpensive to produce.
  • a further alternative embodiment of a chassis frame according to the invention provides that the projection of the rib in the transverse direction has a kink, which divides the rib into a first rib portion and a second rib portion.
  • the kink can also be a rounded transition without a sharp edge.
  • the kink the Rib in a ratio of between 1: 1 and 1: 2 divides.
  • the kink is in any case in the middle third of the rib, in order to achieve a good voltage curve. It is also conceivable to provide more than one kink. It is also advantageous if the rib portions include an obtuse angle, preferably between 175 ° and 120 °, preferably between 175 ° and 150 °. Due to the blunt transition between the two rib sections, a gentle deflection of the force flow is achieved and stress peaks in the bend are largely avoided.
  • a particularly preferred embodiment of a chassis frame provides that the rib has a first longitudinal edge facing the web and a second longitudinal edge facing away from the web, wherein the rib at least partially at the first longitudinal edge connected to the dock.
  • the outline of the rib is thus limited by the two longitudinal edges in the transverse direction, normal to the transverse direction of the outline of the rib is bounded by the first and second connection point, which are formed as end edges of the rib.
  • the first longitudinal edge can be either continuous or only partially connected to the web, wherein the connection preferably takes place via a respective weld at the top and bottom of the rib.
  • the projection of the second longitudinal edge in a direction normal to a plane spanned by the longitudinal direction and the transverse direction is a straight line.
  • the projection corresponds to the imaginary illustration of the outline of the rib in a plan view, ie seen from above or from below.
  • the projection of the first longitudinal edge is included not necessarily parallel to the projection of the second longitudinal edge.
  • the first connection point is preferably shorter in the transverse direction than the second connection point, for which reason the extensions of the projections of the longitudinal edges enclose an acute angle.
  • a rectilinear second longitudinal edge causes a connecting weld seam between the first longitudinal edge and web to be particularly heavily loaded in the middle third of the rib the I-profile of the longitudinal member is particularly strong wound in this area.
  • a further alternative embodiment variant of the invention provides that the projection of the second longitudinal edge in a direction normal to a plane spanned by the longitudinal direction and transverse direction is curved at least in sections and preferably forms the shape of an ellipse.
  • the curvature sets a favorable stress profile in the rib, wherein the curvature is preferably formed at least in the middle third of the rib.
  • a further particularly preferred embodiment of the invention provides that the rib has a constriction in the region of the second longitudinal edge. Due to the constriction or also waisting of the rib in the transverse direction, for example by a sectionwise curvature of the second longitudinal edge, the reduction of the load on the connecting weld seam is also achieved. It is advantageous if the constriction is formed such that the width of the rib in the transverse direction in the region of the maximum of the constriction between 15% and 50%, preferably between 20% and 35%, the maximum width of the rib in the transverse direction.
  • FIG. 1 shows a three-dimensional representation of an embodiment of a chassis frame according to the invention for a rail vehicle.
  • This comprises two longitudinal members 1, which are aligned parallel to a longitudinal direction 6, and a cross member 2 connecting the two longitudinal members 1, which is aligned parallel to a transverse direction 7 normal to the longitudinal direction 6.
  • the longitudinal direction 6 corresponds to the direction of travel of the rail vehicle in the operating state.
  • the longitudinal members 1 are formed as I-beam and thus have a longitudinal member upper flange 3, a longitudinal member lower flange 4 and the two symmetrically connecting web 5 on.
  • a cranked shape of the longitudinal member 1 is given by the fact that this central portion 8 and, in each case in the longitudinal direction 6 in front of and behind the central section 8, an end section 23 parallel to the central section 8, which sections 8, 9 are connected by an obliquely running transition section 9.
  • the longitudinal member upper flange 3 and the longitudinal member lower flange 4 run parallel to one another.
  • the connection to the cross member 2 also takes place in the central section 8.
  • each side rail 1 has two Radsatz Equipmentsbuchsen 10, which have a circular cross section and are used to receive a bolt of the wheelset.
  • the longitudinal axes of Radsatz Equipmentsbuchsen 10 are aligned parallel to the transverse direction 7.
  • the cross member 2 is formed in the present embodiment as a one-piece box-shaped bending part, which has two first edges welded together on the cross member lower flange 22 and the cross member upper flange 21, and on the cross member lower flange 22 and side walls an opening 24 (in the figure is the For the sake of clarity, only one opening 24 is marked) in order to reduce the torsional rigidity of the chassis frame.
  • FIG. 2 is a side view of the chassis frame shown, in which essentially the side member 1 can be seen.
  • the central portion 8 of the longitudinal member 1 has approximately the shape of a parallelogram, since the central portion 8a of the longitudinal member upper belt 3 is shorter than the central portion 8b of the side member lower belt 4.
  • the transition portion 9a of the side member upper belt In the region of the transition section 9, the longitudinal member upper flange 3 and the longitudinal member lower flange 4 do not run parallel to one another, but enclose an acute angle with one another.
  • the wheel set guide bushing 10 is arranged in the transition section 9, more precisely in the transition section 9b of the longitudinal beam lower belt 4, and adjoins the side rail lower flange 4.
  • a first connection point 12, which connects the rib 11 with the Radsatz operationsbuchse 10, is arranged at that point of the Radsatz Entrysbuchse 10, which is the cross member 2 closest.
  • the first connection point 12 is thus arranged in a height direction, which is defined by the normal vector of the longitudinal direction 6 and transverse direction 7, centrally on the circumference of Radsatz Entrysbuchse 10, since this has the largest extension in the longitudinal direction 6 in the middle and so the cross member 2 is closest.
  • the first connection point 12 can also start at another point of the wheelset guide bushing 10, but it is essential above all that the first connection point 12 is arranged on the side of the wheel set guide bushing 10 facing the transverse beam 2 in order to be able to absorb the thrust forces.
  • this transition forms the longitudinal member upper flange 3 from a transition radius 14, wherein the second connection point 13 connects the transition radius 14 from below with the rib 11.
  • the second connection point is arranged in the central section 8a of the longitudinal member upper belt 3 or in the transition section 9a of the longitudinal member upper belt 3.
  • the cross member upper belt 21 passed. Due to the fact that the opening 24 on the cross member upper flange 21 is smaller than that on the cross member lower flange 22 and the cross member upper flange 21 therefore has a higher shear stiffness than the cross member lower flange 22, the second connection point 13 on the longitudinal member upper flange third arranged or the rib 11 is connected at the second connection point 13 with the longitudinal member upper flange 3.
  • cross member lower flange 22 and cross member upper flange 21 have the same shear stiffness or that the shear stiffness of the cross member lower flange 22 is greater, is provided in alternative embodiments, not shown, that the second joint 13 in the central portion 8b of the longitudinal member lower flange 4, is preferably arranged in the region of the connection to the cross member 2.
  • FIG. 3 is a plan view of the chassis frame shown, wherein the longitudinal member upper flange 3 is shown to facilitate the representation of the ribs 11 transparent.
  • the first and second connection points 12, 13 are formed by end edges of the ribs 11, the second connection points 13 extending in the transverse direction 7 further outwardly than the first connection points 12.
  • Between the connection points 12,13 have the Ribs 11 while a constriction 20.
  • welds are provided to the ribs 11 to the Connections 12,13 to connect to the side member 1, welds are provided.
  • FIG. 4 shows a rib 11 in detail, wherein it can be seen in particular that the rib 11 has a kink 15.
  • This side view which corresponds to a view in the transverse direction 7, thus shows a projection of the rib 11, in which the kink 15 is clearly visible.
  • the bend 15 divides the rib 11 into a first rib section 16 and a second rib section 17, the rib sections 16, 17 and their projections in the transverse direction 7 enclosing an angle of approximately 170 ° with one another.
  • the angle which the first rib section 16 encloses with the longitudinal direction 6 is approximately 20 °, whereas the acute angle between the second rib section 17 and the transition section 9a of the longitudinal member upper belt 3 is approximately 60 °.
  • the kink 15 divides the rib 11 while in the middle third of the rib 11, in the present case to approximately equal parts and is provided with a rounding to achieve a more favorable voltage curve.
  • the projection of the rib 11 in the transverse direction 7 is a straight line to further simplify the manufacture and assembly of the rib 11.
  • FIG. 5 is a three-dimensional representation of a rib 11 shown without chassis frame. It can be seen particularly clearly that the outline of the rib 11 on the one hand in the longitudinal direction 6 through the connecting points 12, 13 forming end edges and on the other hand in the transverse direction 7 by a first longitudinal edge 18, which rests in the installed state on the web 5, and on the first Longitudinal edge 18 opposite side is formed by a second longitudinal edge 19.
  • the first longitudinal edge 18 is composed of two straight sections in the region of the two rib sections 16, 17 and a curved section in the region of the bend 15, wherein the first longitudinal edge 18 is aligned in a projection in the vertical direction parallel to the longitudinal direction 6 and thus rests along the entire first longitudinal edge 18 on the web 5.
  • the rib 11 is connected to the web 5 via two connecting welds along the entire length of the first longitudinal edge 18, which run connecting welds on the top and bottom of the rib 11.
  • the second longitudinal edge is composed in this embodiment of two straight sections in the region of the connection points 12,13 and a curved, elliptical portion which forms the constriction 20, together.
  • the constriction 20 is designed so that the minimum of the width of the rib 11 in the width direction 7 in the region of the bend 15 and the constriction about 45% of the theoretical surface of the rib 11 between the first longitudinal edge 18 and the straight portions of the second longitudinal edge 19th occupies. It goes without saying that this configuration of the rib could also be seen in a plan view of the rib 11, in other words if the outline of the rib 11 in the height direction would be projected onto a surface spanned by the longitudinal direction 6 and transverse direction 7. In a further alternative embodiment, it is also conceivable that the second longitudinal edge 19 is formed in a plan as a straight line.

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

Claims (17)

  1. Châssis de train de roulement pour un véhicule ferroviaire comprenant :
    - deux supports longitudinaux (1) qui s'étendent parallèlement à une direction longitudinale (6) et qui sont réalisés sous la forme de supports en I ; dans lequel le support longitudinal (1) comprend une membrure supérieure (3) de support longitudinal, une membrure inférieure (4) de support longitudinal, ainsi qu'une traverse (5) ;
    un support transversal (2) en forme de boîte qui s'étend perpendiculairement à la direction longitudinale (6) parallèlement à une direction transversale (7) et qui relie l'un à l'autre les deux supports longitudinaux (1) ;
    dans lequel le support longitudinal (1) présente un tronçon central (8) dans lequel sont disposées la membrure supérieure (3) du support longitudinal et la membrure inférieure (4) du support longitudinal, parallèlement l'une à l'autre, et dans lequel le support longitudinal (1) est relié au support transversal (2) ;
    dans lequel chaque support longitudinal (1) réalise au moins une douille de guidage (10) du train de roues à des fins de liaison à un guidage du train de roues ;
    caractérisé en ce que, des deux côtés de la traverse (5), est disposée au moins une nervure de renforcement (11) dans le support longitudinal (1), qui s'étend vers l'extérieur des deux côtés de la traverse (5) à partir de la traverse (5) dans la direction transversale (7), et qui est réalisée d'une manière telle que le flux de force est guidé à partir de la douille de guidage (10) du train de roues dans le support transversal (2) ; dans lequel une première interface (12), contre laquelle la nervure (11) est reliée à la douille de guidage (10) du train de roues, est disposée sur le côté de la douille de guidage (10) du train de roues, qui se tourne vers le support transversal (2).
  2. Châssis de train de roulement selon la revendication 1, caractérisé en ce que la traverse (5) fait office de plan de symétrie entre respectivement deux nervures de renforcement (11) .
  3. Châssis de train de roulement selon la revendication 1 ou 2, caractérisé en ce que la première interface (12) est disposée dans la zone de la douille de guidage (10) du train de roues, qui présente, lorsqu'on regarde en direction longitudinale (6), la plus petite distance par rapport au support transversal (2).
  4. Châssis de train de roulement selon l'une quelconque des revendications 1 à 3, caractérisé en ce que le support longitudinal (1) présente au moins un tronçon de transition (9) qui vient se raccorder au tronçon central (8) ; dans lequel la membrure supérieure (3) du support longitudinal et la membrure inférieure (4) du support longitudinal forment l'une avec l'autre un angle aigu ; et en ce que la douille de guidage (10) du train de roues est disposée, dans le tronçon de transition (9), dans la zone de la membrure inférieure (4) du support longitudinal.
  5. Châssis de train de roulement selon l'une quelconque des revendications 1 à 4, caractérisé en ce qu'une deuxième interface (13), contre laquelle la nervure (11) est reliée au support longitudinal (1) et par l'intermédiaire de laquelle le flux de force est guidé dans le support transversal (2), est disposée contre la membrure supérieure (3) du support longitudinal.
  6. Châssis de train de roulement selon la revendication 5, caractérisé en ce que la deuxième interface (13) est disposée dans le tronçon central (8a) de la membrure supérieure (3) du support longitudinal.
  7. Châssis de train de roulement selon les revendications 4 et 5, caractérisé en ce que la deuxième interface (13) est disposée à la transition entre le tronçon central (8a) et le tronçon de transition (9a) de la membrure supérieure (3) du support longitudinal, de préférence en deçà d'un rayon de transition (14).
  8. Châssis de train de roulement selon l'une quelconque des revendications 1 à 4, caractérisé en ce que la deuxième interface (13) est disposée contre la membrure inférieure (4) du support longitudinal dans le tronçon central (8b) de la membrure inférieure (4) du support longitudinal.
  9. Châssis de train de roulement selon la revendication 8, caractérisé en ce que la deuxième interface (13) est disposée dans la zone du support transversal (2) contre la membrure inférieure (4) du support longitudinal.
  10. Châssis de train de roulement selon l'une quelconque des revendications 1 à 9, caractérisé en ce que la projection de la nervure (11) dans la direction transversale (7) est une droite.
  11. Châssis de train de roulement selon l'une quelconque des revendications 1 à 9, caractérisé en ce que la projection de la nervure (11) présente, dans la direction transversale (7), un coude (15) qui subdivise la nervure (11) en un premier tronçon de nervure (16) et en un deuxième tronçon de nervure (17).
  12. Châssis de train de roulement selon la revendication 11, caractérisé en ce que le coude (15) divise la nervure (11) dans un rapport entre 1:1 et 1:2.
  13. Châssis de train de roulement selon la revendication 11 ou 12, caractérisé en ce que les tronçons de nervure (16, 17) forment un angle obtus, de préférence entre 175° et 120°, de préférence entre 175° et 150°.
  14. Châssis de train de roulement selon l'une quelconque des revendications 1 à 13, caractérisé en ce que la nervure (11) présente une première arête longitudinale (18) orientée vers la traverse (5) et une seconde arête longitudinale (19) qui se détourne de la traverse (5) ; dans lequel la nervure (11) est reliée, contre la première arête longitudinale (18), au moins par tronçons, à la traverse (5).
  15. Châssis de train de roulement selon la revendication 14, caractérisé en ce que la projection de la seconde arête longitudinale (19), dans une direction perpendiculaire à un plan qui s'étend à travers la direction longitudinale (6) et la direction transversale (7), est une droite.
  16. Châssis de train de roulement selon la revendication 14, caractérisé en ce que la projection de la seconde arête longitudinale (19) dans une direction perpendiculaire à un plan qui s'étend à travers la direction longitudinale (6) et la direction transversale (7), présente une courbure au moins par tronçons, et met en oeuvre de préférence la forme d'une ellipse.
  17. Châssis de train de roulement selon la revendication 14 ou 16, caractérisé en ce que la nervure (11) présente, dans la zone de la seconde arête longitudinale (19), un rétrécissement (20) .
EP16706181.1A 2015-03-03 2016-02-24 Châssis de mécanisme de roulement pour véhicule ferroviaire Active EP3221203B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50167/2015A AT516924A2 (de) 2015-03-03 2015-03-03 Fahrwerksrahmen für ein Schienenfahrzeug
PCT/EP2016/053855 WO2016139098A1 (fr) 2015-03-03 2016-02-24 Châssis de mécanisme de roulement pour véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3221203A1 EP3221203A1 (fr) 2017-09-27
EP3221203B1 true EP3221203B1 (fr) 2019-09-11

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Application Number Title Priority Date Filing Date
EP16706181.1A Active EP3221203B1 (fr) 2015-03-03 2016-02-24 Châssis de mécanisme de roulement pour véhicule ferroviaire

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Country Link
US (1) US10532752B2 (fr)
EP (1) EP3221203B1 (fr)
CN (1) CN107406087B (fr)
AT (1) AT516924A2 (fr)
WO (1) WO2016139098A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
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EP4653285A1 (fr) * 2024-05-22 2025-11-26 Yellow2Rail GmbH Chassis de bogie de wagon de marchandises, bogie de wagon de marchandises equipe de ce chassis, wagon de marchandises equipe de ce chassis et procede de fabrication du chassis de bogie de wagon de marchandises

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CN107406087A (zh) 2017-11-28
EP3221203A1 (fr) 2017-09-27
US20180029616A1 (en) 2018-02-01
AT516924A2 (de) 2016-09-15
US10532752B2 (en) 2020-01-14
WO2016139098A1 (fr) 2016-09-09
CN107406087B (zh) 2019-06-21

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