Rail vehicle driving bogie

FIELD: railway transport.

SUBSTANCE: proposed rail vehicle driving bogie for moving along tracks of different gauge has frame structure 2, at least two driving wheel units 5.1, 5.2 with drive from device arranged of frame structure. Reduction gear 8 has drive pinion 9 connected with motor 7 and large gear wheel 11 connected with wheel units, and at least one idler gear wheel 10 arranged between drive pinion and large gear wheel to which brake device is connected.

EFFECT: provision of simple and compact layout of bogie making it suitable for use in high-speed rail vehicles.

11 cl, 3 dwg

The present invention relates to the leading bogie of a rail vehicle, especially a rail vehicle for passing on tracks of different width, containing a frame structure and at least two leading wheels of the site, which relies on frame construction, with a drive from the drive device.

In modern rail vehicles to increase their storage space (capacity) to the highest possible typically seek to minimize occupied by the vehicle drive components or the chassis space. In addition, the area of the chassis, not least because of the ever growing complexity of its construction is steadily decreasing free installation space remaining to accommodate its components.

This problem is most typical for rail vehicles intended for passing on tracks of different width. Thus, in particular, along with a well-developed network of trunk Railways with normal gauge is 1,435 mm, in some countries, such as Russia, there are also Railways with a gauge. Moreover, Railways with different gauge can even be available on the territory of the same country, for example in Spain. In these countries has long been used throughout the world the rail vehicle for passing on the track with different width, and stationary placed at the points of splicing pathways with different gauge automatic device for continuous transition from one gauge track width on the other width as economical and saving in the operation of rolling stock time alternative to replacing the entire leading truck or towing vehicle. A similar device to move from track one track width on the other widths are described, for example, in the article "Talgo W - Ein Diesel-Triebkopf mit variabler Spurweite" (ZEV+DET Glas. Ann., 124, 2000, 2/3, pp.92-102).

If the original chassis of similar design, which in practice have proved themselves as having high reliability and trouble-free in operation, was used only as a pan grinder trucks due to less complexity, with some time device to go to a different gauge steel arm and leading truck specified in the beginning of the description of the type, which is also stated in the above article.

Such leading in the rest of the truck is also known from application EP 0770013 B1. The main characteristic feature described in this proposal the leading truck is that instead wheelset with hard solid axle in it are mounted on the axles of the wheels with independent suspension, movable relative to each other with axes. Such t is khnicheskie solution allows you to resolve a number of technical problems and problems of safety compared to earlier technical solution involving the use of roaming on their axes of wheels.

Due to the installation of individual wheels on separate axles of the need for accommodation under the actual cart frame and even a separate (independent) wheel running gears, which in some cases are interconnected so-called bridge leads in combination with the need to provide space for axial movement of the wheels to a significant reduction and limitation in the chassis mounting space to accommodate the drive and brake.

For this reason, in accordance with the proposed in the aforementioned application EP 0770013 B1 solution traction motors are to be placed in the body, respectively, on the back of a car and used to drive the wheels relatively long moved in the longitudinal direction of the hinge (PTO) shafts, and the braking device is necessary to hold within the chassis, performing it as a separate node associated with the actuator also articulated shafts. Although in relation to the items of rolling stock equipped with only one leading truck, this solution is acceptable, it is nevertheless connected with the problem of safety because of the risk of fracture or breakage of connecting the brake unit with the chassis hinge shaft is.

To implement such solutions in traction rolling stock much higher power, which are used primarily for high-speed transport and want to equip two driving trucks, sedan cars, you will need to allocate an unnecessarily large installation space for the placement of drive motors, brakes and system of connecting rods and levers, leading to located in the undercarriage of the gearboxes. These costs are represented already not feasible either from a technical or economic point of view. In addition, such driving means in such an arrangement unsuitable for driving at high speeds because they have a high share of rotating mass.

From application EP 0589865 A1 famous leading trolley specified in the beginning of the description type. In this the leading bogie of the motor causes the rotation of the wheelset axles through the hollow shaft, with which a large gear wheel directly engages the gear on the motor shaft. Opposite from the engine in the direction of movement of the vehicle side of the hollow shaft is provided by a mechanical braking device. It includes a brake shaft brake discs. The brake shaft is driven toothed wheel, which is directly the public engages with a large gear wheel on the shaft of the engine.

The diameter of the gear mounted on the brake shaft, approximately corresponds to the diameter of the gear on the motor shaft. When this ratio of the diameters of these gears and gear brake discs rotate at a speed that approximately corresponds to the high frequency of rotation of the motor shaft. With increasing speed of the vehicle and, accordingly, with the increase of frequency of rotation of the brake discs increases the current the load from its own centrifugal force. Therefore, the brake disks because of the danger of their destruction at high speeds necessary for reasons of safety to produce only relatively small diameter, which, obviously, reduces the capacity of, respectively, the braking performance. This factor limits the applicability of such leading truck in high-speed rail vehicles.

Another disadvantage of such known leading truck is that to accommodate construction, consisting of a drive and braking devices on both sides of the wheel node in the longitudinal direction of the vehicle requires adequate installation space, which is the leading truck, according to its nodes and aggregates generally occupy relatively much space in the Aulnay direction of the vehicle.

From the application DE 1806820 A1 it is known further drive device for railway rolling stock, in which the motor shaft with its converted from a pre-installed gear side mounted brake disc brake device. Such a decision is also inherent in the above-described shortcomings, reflected in the high rotational speed of the brake disc, thereby limiting the applicability of this drive device in high-speed rail vehicles.

Based on the foregoing, the present invention was based on the task to improve the leading trolley specified in the beginning of the description of the type which is completely or at least almost would not have the above disadvantages and would be primarily simple and compact layout, making it suitable for use in high-speed rail vehicles.

This task in relation to the leading truck specified in the restrictive part of claim 1 of the claims of the type is decided according to the invention with the help of distinctive features of the claim 1 of the claims.

Proposed in the invention, the technical solution is based on the fact that the leading bogie is specified in the restrictive part of claim 1 of the claims of the type can be given a particularly simple and compact arrangement, with the ed the Torah is connected with the motor pinion gear, United with the wheel nodes a toothed wheel and at least one located between the pinion and large gear of the intermediate gear wheel. The brake device is in this case connected with the intermediate gear wheel. With this arrangement, the leading truck, the following benefits occur. Thus, in particular, the inclusion of intermediate gears in the kinematic chain allows a simple way to adjust the gear under a specified distance between the shaft of the motor and the shaft, which are wheeled units. In addition, the selection of the parameters of the intermediate gears can appropriately limit the maximum frequency of rotation of the brake shaft size, which even at the maximum speed of the vehicle remains within acceptable limits, especially with respect to the maximum frequency of rotation of the brake disc. In addition, to accommodate the drive device, since it is located on the frame structure, is not required to allocate more installation space in the car body. Moreover, the space inside the car body, which otherwise would be occupied by the driving device can be used effectively for other purposes.

According to the invention it was found that by placing the results in the nogo device on frame is possible, respectively, to realize a compact drive unit, which can entirely be placed in the leading bogie. The necessary compactness of the drive device is able to achieve mainly due to a significant simplification of the structural design of the mechanism of transmission power (transmission) from the engine to the wheel assemblies. For example, in the transmission you can use the gearbox is much more simple design, which is not least due to the shortening of the kinematic chain connecting the motor with the wheel nodes.

Proposed in the present invention the decision in principle can be used in the leading bogie of any design and particularly those leading trucks of any structure, which accordingly has a limited installation space for the placement of various components and assemblies, as, for example, in the case of narrow-gauge trucks. Most clearly the advantages of the proposed invention solutions occur during its implementation in rail vehicles, which are designed for passing on the track with different width and wheel nodes to change with this purpose, the axial distance between them is made movable relative to each other along their axis.

The motor drive device is in principle possible to arrange in any way. Thus, in particular, the engine can have the ü, for example, longitudinal, i.e. the axis of the engine may lie in a vertical plane running mostly parallel to the longitudinal axis of the vehicle.

A particularly simple and compact arrangement is provided in those preferred embodiments of the proposed invention in the leading truck in which the engine is transverse to the longitudinal axis of the vehicle. It is preferable that motor axis lying in a vertical plane passing mainly perpendicular to the longitudinal axis of the vehicle. With this arrangement, the engine can not only save normally and without having a limited mounting space in the longitudinal direction of the vehicle. In addition, with this arrangement, the engine simplifies the design of the necessary gear. Thus, in particular, with such arrangement, it is possible to use a simple cylindrical gear placement, which in turn requires a smaller installation space compared with the gears or transmission of other types.

Drive unit depending on the operating conditions leading truck, in principle, can be installed on frame construction without proper cushioning and shock absorption. For example, the drive unit can neposredstvennostiu with the wheel nodes without a corresponding intermediate dampers. In this case, it can, for example, be placed directly on connecting the wheel nodes of the bridge.

However, taking into account the application of the proposed invention the leading truck in high-speed rolling stock in which to ensure their stability when driving at high speeds, the amount of unsprung weight must be the minimum possible, in preferred embodiments of the proposed invention in the leading bogie drive unit should be based on the frame structure through at least one damper. This is in principle possible to use any known elastic dampers and shock absorbers.

Orientation and retention of the wheel nodes in the desired position relative to each other can be ensured in any way. So, for example, from application EP 0770013 B1, which is incorporated into this description by reference, there are a number of potential solutions to such withholding wheel nodes in the desired position relative to each other. The most simple way is hold the wheel nodes in the desired position relative to each other is provided in those preferred embodiments of the proposed invention in a leading truck, in which frame contains known as such a bridge node that with the possibility of axial peremeshany is relative to each other are wheeled units, and supported by the frame node. In this case, similar to the bridge site, which is in principle known from specified at the beginning of the description of the article, which is also included in the present description by reference, ultimately assumes certain way all functions of a common shaft wheel nodes except the transfer function of torque.

Drive unit is in principle possible, as already mentioned above, be attached directly to the bridge site without the appropriate intermediate dampers. Preferably, however, be provided between the drive unit and the bridge node has at least one corresponding damper. However, preferably next to install the drive unit supported on the frame node. The corresponding damping of oscillations is provided by only usually located between the bridge node and frame node dampers, commonly called devices primary spring suspension and devices primary damping. The effectiveness of damping could be further enhanced with appropriate dampers and support place the drive unit on the frame node.

The space savings achieved in comparison with the known solutions, is provided, as already discussed above compact arrangement of the drive is the first device, and by placing a braking device in the area of the frame structure. In this case, first, the placement of the brake device is not required to allocate space in the car body. Secondly, such placement of the brake device near sformirovanyh elements design allows the use of the brake device respectively in a more compact layout, which under certain conditions becomes possible to arrange the braking device in the area of the frame structure.

The brake device is in principle possible in any way to consolidate in the area of the frame structure. Brake device, and a drive unit, preferably set based on the frame structure. In this braking device, as in the case of the above-described drive device, it is preferable to set based on at least one damper to minimize unsprung masses of the leading truck. In a preferred special thanks to the simplicity of their implementation variants braking device connected with a drive device and, accordingly, with it mounted on an elastic support.

The brake device may be of any known construction. In a preferred special thanks to the simplicity of their implementation variants brake device which has to contain at least one brake disk, which is installed on is connected with the drive unit brake shaft.

The advantage of such options before the options which provide for the application of the wheel brake disk is that the disk brake mechanisms require the use of moving together with the wheels, calipers, under which, under certain conditions, require unacceptably large space for them to move along with the wheel nodes, which usually contain more and a device for greasing and sprinkling sand ridge band. In addition, in embodiments that do not involve the application of the wheel brake disks is significantly reduced and the share of the unsprung masses. Reducing unsprung weight is preferable for the potential application of the proposed invention in the leading truck in high-speed rolling stock to meet emerging when driving at high speeds problems with dynamics.

The advantage of the above-described embodiments proposed in the invention, the brake device is that they allow the complex to solve the problem of placing the drive device together with the brake device in the chassis despite the limitations in the leading bogie mounting space and complex conditions Monts the different works.

The brake shaft is preferably further connected to the gearbox. The connection of the brake shaft with gear can be implemented in any way. The brake device is preferably connected with the drive unit coupling. The advantage associated with the use of such couplings with appropriate design, lies in its ability to compensate for the angular error of installation of connected components and their alignment.

In preferred embodiments of the proposed invention in a leading truck, at least the clutch is integrated in the gearbox. This allows a particularly compact, compact layout, the advantage of which is to facilitate the placement of the drive device on the frame structure. In the clutch, it is preferable to integrate at least one bearing brake device, because thereby it is possible to further reduce the required installation space and reduce the weight of the leading truck.

Obviously, depending on the spatial conditions, and in some cases, and depending on the maximum frequency of rotation of the brake disc can be provided one or more intermediate gears.

It is obvious then that the braking device can also contain appropriately performed by ponie the expansion of the program to limit the frequency of rotation of the brake disc maximum at the maximum speed of the vehicle value.

Otherwise, it is obvious that this layout to obtain a particularly compact design function of at least one bearing brake shaft can also perform bearing intermediate gear.

It is also clear that several of the above-described embodiments and placement of the brake device can also be combined with each other.

It should again be noted that the above-described variants of compact arrangement and execution of the drive and braking devices can be used not only in relation to the leading trucks intended for passing on the track with different width. Moreover, all these options are possible, in the General case of achieving similar benefits to use in leading trucks with limited mounting space.

Another object of the present invention is a rail vehicle proposed in the invention of the leading truck. In relation to such rail vehicle all of the above embodiments of the invention can be implemented in the same way and provide the same advantages.

Other preferred embodiments of the invention are presented in the dependent claims, respectively, considered in the subsequent description with reference to the accompanying features of the LM, showing:

figure 1 - schematic top view of a fragment of the proposed invention in a leading truck, made by one of the preferred options,

figure 2 - schematic top view of a fragment of the proposed invention in a leading truck, made according to another preferred variant, and

figure 3 - schematic top view of a fragment having a different performance of the leading truck.

Figure 1 in top view schematically shows a portion made in one of the preferred options proposed in the invention of the leading truck 1 rail vehicles for passing on tracks of different width. The leading trolley 1 has a frame structure 2 with frame node in the form of a frame 3 of the chassis and the bridge node in the form of connecting the axis of the axle 4.

The bridge 4 is based on two wheeled node in a separate (independent) wheel running gears 5.1 and 5.2 with wheels 5.3 and 5.4. The wheel shown in figure 1 in the position corresponding to the maximum track width. To change the distance between the wheels of one axle when moving to another rut width of the individual wheel suspension mechanisms 5.1 and 5.2 can be moved along the axis of the wheels in the position indicated in figure 1 dashed contour lines 5.5 and 5.6 and the corresponding position of the wheels 5.3 and 5.4 with a minimum track width. When the change of the distance m is waiting for the wheels of one axle when moving to another rut width bearings (bearings) wheel 5.3 and 5.4, which relies on the axle 4, is moved along their axis relative to the axle 4 and then fixed in the desired position. Bridge 4 provides for the installation of both individual wheel suspension mechanisms 5.1 and 5.2 in the correct position relative to each other.

On the bridge 4 through not shown in figure 1 the so-called primary spring suspension relies frame 3 of the chassis, and on this frame, in turn, through not shown in figure 1 the so-called secondary suspension leans the car body, also not shown in figure 1.

On frame 2 is drive device 6 consisting of a motor 7 and preventivnogo to him reducer 8. Engine 7, which is located transversely to the longitudinal axis of the vehicle, through the reduction gear 8 and the connecting links, made preferably in the form of hollow shafts with circular teeth, causes the rotation of the wheel 5.3 and 5.4 mobile individual wheel suspension mechanisms 5.1 and 5.2.

The location of the engine 7 transversely to the longitudinal axis of the vehicle allows it to be used as a reducer 8 simple cylindrical gear consisting of a set on the motor shaft pinion 9, the intermediate gear 10 and the large toothed wheel 11. Thanks to this simple design of the reduction gear 8 and p is such placement of the engine 7 on frame 2 it is possible to realize shown in the drawing is particularly compact design, allowing without any problems to integrate the drive unit 6 in the leading trolley 1.

The housing 8 is fixed further beam 12 carrying the mechanical brake device 13. This braking device 13 has associated with the intermediate gear 10 gear 8 brake shaft 13.1 with two installed brake discs 13.2. Brake shaft 13.1 based on the beam 12 through the two bearing Assembly 13.3. The beam 12 are also interacting with brake discs 13.2 brake pads, which are for simplicity not shown in figure 1.

Between the brake shaft 13.1 and the intermediate gear 10 is the clutch, which is integrated in the gearbox 8 and because of this allows you to implement a design with very compact layout. Obviously, in other embodiments, the reducer can be integrated and near to him bearing brake shaft, which can further increase the compactness of the whole structure.

Attach the brake device 13 directly to the drive device 6 allows to further increase the compactness of the whole structure, which, because it does not take much space, you simply can integrate into the leading cart.

To reduce unsprung mass leading truck 1 to the lowest possible node consisting of a drive in which trojstva 6 and the brake device 13, based on the frame 3 of the chassis through the appropriate schematically shown in figure 1, the dampers in the form of corresponding elastic damping (damping) of the elements 14. This suspension unit, which consists of the drive device 6 and the brake device 13, is, as shown in figure 1, a kind of three-point suspension.

Figure 2 in the top view schematically showing a fragment of the proposed invention the leading truck, made according to another preferred variant. Made under this option, the lead truck on the basic construction is essentially the leading bogie is made in shown in figure 1 option, and therefore, below we discuss the differences between both versions.

One of the differences is that the clutch 13.4'connecting the brake shaft 13.1', and thus brake discs 13.2' with an intermediate gear wheel 10', is not integrated in the gear 8'and is located on the outside of its body. Clutch 13.4' by its design allows to compensate for longitudinal and angular movement between the intermediate gear wheel 10' and the brake shaft 13.1'.

Another difference from the one shown in figure 1 variant consists in that the gear 8' of the drive device 6' is another intermediate gear wheel 15, which allows simple PU is eat to increase in the longitudinal direction of the vehicle center distance between the motor shaft 7' and two not shown in the drawing, the wheel nodes.

Figure 3 in top view schematically shows a portion not corresponding to the invention of the leading truck. Shown in this drawing, the leading trolley on the basic construction is essentially the leading bogie is shown in figure 1, and therefore, below we discuss the differences between them.

One of the differences lies in the different design of the gearbox 8" drive unit 6, which allows the layout with high compactness in the transverse to the longitudinal axis of the vehicle direction.

Another difference is in the design of the brake device 13 containing located directly beside not shown in figure 3 wheeled nodes and acting on them brake discs 13.2".

Above the present invention is described solely on the example of some embodiments proposed therein leading truck for passing along the tracks of different width. It is obvious, however, that the present invention can be used with similar limited installation space and in relation to the leading bogie any other design for passing on the track of constant width. In this case, both wheels node can also form known leading wheel pair or another similar site.

1. The leading bogie of the rail vehicle, especially a rail vehicle for passing on tracks of different width, containing a frame structure (2)at least two leading wheels node (5.1, 5.2), which relies on frame construction (2), driven by the drive device (6; 6'), which is located on frame (2) and has a motor (7; 7') and connected with it the gear (8; 8')and located about the frame structure (2) mechanical brake device (13; 13'), characterized in that the gear (8; 8') is connected with the motor pinion gear (9), United with the wheel nodes (5.1, 5.2) a toothed wheel (11) and at least one located between the pinion (9) and a large gear wheel (11) of the intermediate gear wheel (10; 10'), with which is connected the brake unit (13; 13').

2. The leading bogie according to claim 1, characterized in that the braking device (13; 13') is based on a frame structure (2).

3. The leading bogie according to claim 1, characterized in that the braking device (13; 13') comprises at least one brake disc (13.2; 13.2'), which is installed on is connected to the intermediate toothed wheel (10, 10') of the brake shaft.

4. The leading bogie according to claim 3, characterized in that the braking device (13; 13') coupling (13.4') is connected with the intermediate gear wheel (10, 10').

5. the traveling trolley according to claim 4, characterized in that at least the coupling is integrated in the gearbox (8).

6. The leading bogie according to claim 1, characterized in that the wheel nodes (5.1, 5.2) to change the axial distance between them made moved relative to each other along their axis.

7. The leading bogie according to claim 1, characterized in that the motor (7; 7') is transverse to the longitudinal axis of the vehicle.

8. The leading bogie according to claim 1, characterized in that the drive device (6; 6') is based on a frame structure (2) through at least one damper (14).

9. The leading bogie according to claim 1, characterized in that the frame (2) frame contains the node (3), and a worker for her support bridge node (4), where the possibility of axial movement relative to each other are wheeled nodes (5.1, 5.2).

10. The leading trolley according to claim 9, characterized in that the drive device (6; 6') is based on a frame unit (3).

11. Rail vehicle with a leading truck (1) according to one of the preceding paragraphs.