Assembly having an undercarriage unit

Abstract

An assembly for a vehicle, in particular a rail vehicle, includes an undercarriage unit having at least one first wheel set supported on a track and a main body supported on the first wheel set. The main body has a coupling mechanism for mechanically coupling to at least one car body of the vehicle. At least one first driving motor for driving the first wheel set, at least one power supply unit for supplying the driving motor with electrical power and at least one inverter unit are provided. The power supply unit is disposed at least partially in a region of the undercarriage unit in order to permit the undercarriage unit of the assembly to be expanded with regard to the functionalities of the undercarriage unit.

Claims

1. An assembly for a vehicle or a rail vehicle, the assembly comprising: an undercarriage unit having at least one first wheel set to be supported on a track, a main body supported on said at least one first wheel set, and a coupling mechanism for mechanical coupling to at least one car body of the vehicle; at least one first driving motor for driving said at least one first wheel set; and at least one power supply unit for supplying said at least one first driving motor with electric power, and at least one inverter unit, said at least one power supply unit having at least one component disposed in a region of said undercarriage unit; a mounting unit for mounting said at least one component; a suspension unit, said at least one component being sprung at least against said at least one first wheel set by said suspension unit, said suspension unit having a spring device, said mounting unit being sprung against said main body by said spring device.

2. The assembly according to claim 1, wherein said spring device and said at least one power supply unit form parts of a vibration absorber unit.

3. The assembly according to claim 1, wherein said at least one first driving motor is mounted on said mounting unit.

4. The assembly according to claim 1, wherein said mounting unit is carried by said main body.

5. The assembly according to claim 1, wherein said mounting unit is hung from said main body by said spring device.

6. The assembly according to claim 1, wherein said mounting unit is supported by the at least one car body of the vehicle.

7. The assembly according to claim 1, wherein said undercarriage unit has a middle region disposed along a direction of travel of the vehicle, and said at least one power supply unit is disposed at least partly in said middle region.

8. The assembly according to claim 1, wherein said undercarriage unit supports two car bodies of the vehicle.

9. The assembly according to claim 1, which further comprises: at least one brake device coordinated with said undercarriage unit; and a control unit disposed at least partly in a region of said undercarriage unit for controlling said at least one brake device.

10. The assembly according to claim 1, which further comprises: a sensor unit for detecting at least one characteristic quantity of said undercarriage unit; and an evaluation unit at least partly disposed in a region of said undercarriage unit for evaluating said characteristic quantity.

11. The assembly according to claim 9, which further comprises: a sensor unit for detecting at least one characteristic quantity of said undercarriage unit; and an evaluation unit at least partly disposed in said region of said undercarriage unit for evaluating said characteristic quantity; at least one of said control unit or said evaluation unit being at least partly a component of said at least one power supply unit.

12. A rail vehicle, comprising: a first car body; and an assembly according to claim 1.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

(1) Example embodiments of the invention shall be explained by means of the drawings. There are shown:

(2) FIG. 1: an assembly with an undercarriage unit in a side view,

(3) FIG. 2: the assembly of FIG. 1 in a top view from above,

(4) FIG. 3: a mounting unit arranged on the undercarriage unit, in a perspective view,

(5) FIG. 4: an alternative configuration of the assembly of FIG. 2,

(6) FIG. 5: the assembly from FIG. 1 or FIG. 4 and a car body,

(7) FIG. 6: an alternative connection of the assembly to the car body, and

(8) FIG. 7: a configuration of the assembly with a Jakob bogie.

DESCRIPTION OF THE INVENTION

(9) FIG. 1 shows an assembly with an undercarriage unit 10 for a rail vehicle 12 shown in FIG. 5 in a side view. The assembly is shown in FIG. 2 in a top view from above.

(10) The undercarriage unit 10 in the example embodiment being considered is configured as a bogie unit, having two wheel sets 14.1, 14.2. The wheel sets 14 are supported on a track 16, formed by rails. The undercarriage unit 10 moreover has a main body 18, which is supported on the wheel sets 14. The main body 18 is known in technical parlance as an undercarriage frame and has two parallel longitudinal beams 22a, 22b extending in the direction of travel 20 of the rail vehicle 12, which are joined together by two horizontal transverse beams 24.1, 24.2 oriented perpendicular to the direction of travel 20. The mounting of the wheel sets 14 on the main body 18 is done by means of wheel set bearings 25.

(11) During the manufacture of the rail vehicle 12, the undercarriage unit 10 is mechanically coupled to a car body 26 of the rail vehicle 12. For this, the undercarriage unit 10 has a coupling mechanism 28, which as explained in more detail further below comprises gas pressure springs, especially air springs.

(12) The undercarriage unit 10 is moreover configured as a driven undercarriage unit, especially as a driven bogie unit. The assembly in this case has two driving motors 30.1, 30.2, each being provided to drive one of the wheel sets 14.1 or 14.2. The driving motors 30.1, 30.2 can be seen in FIG. 2. In the configuration shown, the driving motors 30 are arranged each time at the side next to the wheel set shaft 34 of the coordinated wheel set 14 and are drive-coupled to the coordinated wheel set 14.1 or 14.2 by means of a transmission unit 32.1 or 32.2. The driving motors 30 each have a motor axle 36, which is arranged at the side next to the wheel set shaft 34 and oriented parallel to the rotational axis 38 of the corresponding wheel set 14.

(13) In a further variant embodiment, at least one of the driving motors 30 can comprise the wheel set shaft 34, while the motor axle 36 coincides with the rotational axis 38 of the corresponding wheel set 14. In general, the drive coupling of the driving motors 30 to the respective wheel set shaft 34 can occur by means of a coupling mechanism, alternatively to a transmission unit.

(14) For the supplying of electric power to the driving motors 30, the assembly is provided with a power supply unit 40. This has two inverter units 42.1, 42.2, each of which is coordinated with one driving motor 30.1 or 30.2 and they are designed to generate an alternating electric current for the coordinated driving motor 30.1 or 30.2 from a provided d.c. voltage. This d.c. voltage is in particular a voltage provided in a so-called intermediate circuit 43, which is supplied either directly from a train network supply conducting a d.c. voltage or from a voltage transformer unit which serves to transform an alternating voltage provided by a train network supply 45. For this, the voltage transformer unit has at least one transformer 44 and one rectifier unit 46, which are arranged in a car body 26 of the rail vehicle 12 (see FIG. 5). The representation of the voltage transformer unit and the intermediate circuit 43 and their arrangement in the car body 26 per FIG. 5 are highly schematic.

(15) In the embodiment under review, the driving motors 30 are each time designed as asynchronous machines, especially as rotary current asynchronous machines. In one variant of the embodiment in question with two inverter units 42, rotary current synchronous machines can be provided. The inverter units 42 are each time designed as pulse inverters, which generate the current needed by the respective driving motor 30, especially rotary current, according to a driving torque which is to be generated. They have switching elements in familiar manner, which are designed in particular as semiconductor components.

(16) In particular, these switching elements are designed as IGBT (Insulated Gate Bipolar Transistors). In an alternative embodiment, it is conceivable that both driving motors 30 can be energized by a common inverter unit 42.

(17) The assembly moreover has a mounting unit 48, on which the power supply unit 40 is mounted. This can be seen in FIGS. 1 and 3. FIG. 3 shows the mounting unit 48, the installation site 40 provided for the power supply unit 40 and the driving motors 30 in a perspective view. For sake of clarity, a complete representation of the power supply unit 40 is not shown in FIG. 3.

(18) As can be seen especially in FIGS. 1 and 2, the power supply unit 40 is arranged in a region 52 of the undercarriage unit 10. The arrangement of the power supply unit 40 in the example embodiment in question shall be explained more closely below for each spatial direction.

(19) In regard to the arrangement of the power supply unit 40 in the vertical direction 50, this is arranged at least partly at the level of the wheel set shafts 34 (see FIG. 1). By this is meant that at least a part of the power supply unit 40 is arranged at this level. This level, designated in FIG. 1 as H.sub.Rad, corresponds to the level of the rotational axis 38 relative to the track 16.

(20) From FIG. 3 one can infer about the level of the power supply unit 40 the fact that this is situated at the level of the driving motors 30. In particular, at least a part of the power supply unit 40 is arranged at the level of the motor axles 36.

(21) The arrangement of the power supply unit 40continuing to look in the vertical direction 50can furthermore be characterized in that it is arranged at least partly at the level of the main body 18 of the undercarriage unit 10. Otherwise put, the region 52 in which the power supply unit 40 is arrangedlooking in the transverse direction 54, that is, in the lengthwise direction of the wheel set shafts 34is bordered at least by a part of the main body 18, in particular, by a longitudinal beam 22.

(22) The uppermost end of the power supply unit 40 furthermore has a height H in the vertical direction 50 relative to the track 16 which is less than the maximum wheel height of the wheel sets 14 and at most corresponds to this. In the coupled state of the undercarriage unit 10 with the car body 26, therefore, the power supply unit 40 is situated between the car body 26 and the track 16still looking in the vertical direction 50.

(23) Regarding the arrangement of the power supply unit 40 in the direction of travel 20, this is characterized in that the power supply unit 40 is arranged between the wheel sets 14.1, 14.2. The power supply unit 40 is therefore disposed in a middle region 60 of the undercarriage unit 10looking in the direction of travel 20. In particular, the power supply unit 40 lies on the center axis 56 of the undercarriage unit 10, oriented in the transverse direction 54.

(24) Furthermore, from FIGS. 2 and 3 one can see the feature that the power supply unit 40 is disposed between the driving motors 30again looking in the direction of travel 20.

(25) Regarding the arrangement of the power supply unit 40 in the transverse direction 54, it is disposed between the longitudinal beams 22a, 22b (see FIG. 2). The inverter units 42.1, 42.2 are disposed on both sides of the center axis 58 of the undercarriage unit 10, oriented in the direction of travel 20. This is especially suitable for a design of the undercarriage unit 10 with a central pivot (not shown).

(26) The mounting unit 48, which is shown in detail in FIG. 3, has a mounting frame 62. The driving motors 30 are firmly supported at both ends of the mounting frame 62looking in the direction of travel 20. Between these ends there is a middle region of the mounting frame 62, having in particular two parallel longitudinal beams 64, on which the power supply unit 40 is arranged and secured. In place of these longitudinal beams 64, a support plate could be provided.

(27) The mounting unit 48 is mounted on the main body 18 in the embodiment being considered. For this, fastening units 66 are provided, which are fastened on the main body 18 or on a part rigidly joined to the main body 18. The mounting unit 48 is joined by connection elements 68 to the fastening units 66. These connection elements 68 extend from the respective fastening unit 66 vertically downward, so that the mounting unit 48 is in a suspended position with regard to the main body 18. In other words, the mounting unit 48 is hung by means of the fastening units 66 and the vertical connection elements 68 from the main body 18. The weight of the mounting unit 48 and the components mounted on it is transmitted by the connection elements 68 and the fastening units 66 to the main body 18, which then has the function of a supporting body for the mounting unit 48 and the corresponding components.

(28) During maintenance or in order to replace components of the drive train, the mounting unit 48 can be loosened from the main body 18 and dismantled from the undercarriage unit 10 at the bottom.

(29) In the embodiment being considered, the power supply unit 40 is sprung as follows against the wheel sets 14. For the suspension, the assembly has a spring device 70 by which the mounting unit 48 is sprung against the main body 18. The spring device 70 has connection elements 68 for this, each in the form of a spring. In the embodiment being considered, these are configured as leaf springs. The connection elements 68 serve to a least partly decouple the mounting unit 48and therefore the power supply unit 40 and the driving motors 30from the main body 18. This decoupling occurs essentially in the transverse direction 54 in the embodiment in question. In other embodiments adapted to particular needs, the connection elements 68 can be designed to provide a suspension essentially in the vertical direction 50, and the spring device 70 as needed can have spring elements which are designed to suspend the mounting unit 48 in the transverse direction 54 and/or in the direction of travel 20. The main body 18 itself is sprung by a primary spring unit 72 against the wheel sets 14 (see FIG. 1). The spring device 70 and the primary spring unit 72 accordingly form a suspension unit 74 by which the mounting unit 48 and therefore in particular the power supply unit 40 are sprung against the wheel sets 14. The spring device 70 forms a connection between the main body 18 and the mounting unit 48 which is different from the secondary spring unit.

(30) The mounting unit 48, the components mounted on itespecially power supply unit 40 and driving motors 30and the spring device 70 form a vibration absorber unit in regard to vibrations of the undercarriage unit 10. The absorber masses here are formed essentially by the driving motors 30 and the power supply unit 40. If need be, additional masses can be provided, which are rigidly coupled with the mounting unit 48. The vibration absorber unit has rotating absorber masses, each of them formed by the driving motors 30.

(31) Another example embodiment is shown in FIG. 4. This corresponds basically to the representation of FIG. 2, and the following text will be confined to the differences from the embodiment of FIGS. 1 to 3. Furthermore, the reference numbers of the above described embodiment shall be retained.

(32) The embodiment per FIG. 4 differs from the previous embodiment in that the power supply unit 40 is rigidly joined to the main body 18. For example, this can occur by means of fastening elements 76, by which a mounting unit 78 is fastened to the transverse beams 24.1, 24.2. The mounting unit 78 in the embodiment being considered is formed by a housing unit of the power supply unit 40, for example, by housing of the inverter units 42. Alternatively or additionally, a mounting unit can be provided which is separate from the power supply unit 40, on which the power supply unit 40 is rigidly mounted and which is secured to the main body 18, in particular, to the transverse beams 24. In this embodiment, the power supply unit 40 is sprung by the primary spring unit 72 against the wheel sets 14. Therefore, it forms a suspension unit 80 by which the power supply unit 80 is sprung against the wheel sets 14.

(33) FIG. 5 shows the rail vehicle 12 with a car body 26, which is supported by means of the undercarriage unit 10 on the track 16. The undercarriage unit 10 here can be designed in the embodiment of FIGS. 1 to 3 or in the embodiment of FIG. 4. The connection between the intermediate circuit 43 and the power supply unit 40 occurs by means of cable connections 81, carrying a d.c. voltage. A cable path by which an alternating current generated by the power supply unit 40 is taken to the driving motors 30 is present only inside the undercarriage unit 10 and accordingly is short in its layout. Besides the cable connections 81, a water cooling line and/or control lines (not shown) can also run from the car body 26 to the undercarriage unit 10.

(34) FIG. 6 shows another example embodiment of the invention. This figure shows the car body 26 and the undercarriage unit 10 coupled to it. The following text is confined to the differences from the embodiments per FIGS. 1 to 3 and per FIG. 4. Furthermore, the reference numbers of the above described embodiments are retained. The embodiment of FIG. 6 differs in that the power supply unit 40 is supported by the car body 26. For example, this can be done by means of fastening elements 82 by which a mounting unit 84 is fastened to the car body 26. The mounting unit 84 in the embodiment being considered is formed by a housing unit of the power supply unit 40, for example, by housings of the inverter units 42. Alternatively or additionally, a mounting unit can be provided which is separate from the power supply unit 40, on which the power supply unit 40 is rigidly mounted and which is secured to the car body 26. The fastening elements 82 extend from a coupling point on the car body 26 vertically downward, so that the mounting unit 84 is in a suspended position with regard to the car body 26. In other words, the mounting unit 84 is hung by means of the fastening elements 82 from the car body 26. The weight of the mounting unit 84 and the components mounted on it is transmitted by means of the fastening elements 82 to the car body 26. Regarding the position of the power supply unit 40 relative to the undercarriage unit 10, refer to the above remarks.

(35) In this embodiment, the power supply unit 40 is sprung by means of the primary spring unit 72 and by means of a secondary spring unit 86 against the wheel sets 14. The secondary spring unit 86 has the function of cushioning the car body 26 against the main body 18 of the undercarriage unit 10. It has gas pressure springs, especially air springs, which as described above are part of the coupling mechanism 28. The primary spring unit 72 and the secondary spring unit 86 form a suspension unit 88 by which the power supply unit 40 is sprung against the wheel sets 14. The suspension unit 88 can additionally have a further spring device which cushions the mounting unit 84 against the car body 26.

(36) FIG. 7 shows another example embodiment of the invention. The following text is confined to the differences from the embodiments per FIGS. 1 to 6. Furthermore, the reference numbers of the above described embodiments are retained. The embodiment of FIG. 7 differs in that two car bodies 26 and 27 are supported on the undercarriage unit 10. The undercarriage unit 10 in this embodiment is configured as a Jakob bogie.

(37) Brake control and sensor aspects of the invention shall be described in regard to FIG. 4.

(38) The assembly has a brake device 90 coordinated with the undercarriage unit 10, which on the one hand is formed by a mechanical brake unit 92 coupled to the wheel sets 14.1, 14.2 and on the other hand by the driving motors 30.1, 30.2. For sake of clarity, only one brake element of the mechanical brake unit 92 is shown in FIG. 2. For the control of the brake device 90, there is provided a control unit 94, which is disposed in the region 52 of the undercarriage unit 10. This control unit 94 is designed in particular as part of the power supply unit 40. The control unit 94 can be formed by a control device which serves to control at least one inverter unit 42.

(39) Furthermore, the assembly has a sensor unit 96, which serves to detect at least one characteristic quantity of the undercarriage unit 10. The figure shows as an example a temperature sensor 98 and a revolution counter 100, although other sensors could be provided. To evaluate the characteristic quantities detected by the sensor unit 96, an evaluation unit 102 is provided, being arranged in the region 52 of the undercarriage unit 10. In particular, the evaluation unit 102 is designed as part of the power supply unit 40. For example, the evaluation unit 102 can be formed by the control unit 94, as shown in the drawing.

(40) Moreover, connections (not shown) are provided by which the brake device 90 and the sensor unit 96 are connected to the coordinated control unit 94 and evaluation unit 102. In the embodiment being considered, these connections occur between the brake device 90 and the sensor unit 96 and the supply unit 40 and can occur over especially short pathways.

(41) The brake control and sensor aspects of the invention explained above on the basis of FIG. 4 can likewise be used in the embodiment per FIG. 2.