Vectron – the bogie
The bogie can be configured to meet the operator’s needs as well as the operational requirements in the deployment region. Thus, for example, antenna packages for the various European corridors can be optionally mounted; sanding, flange lubrication, and axle sensors can be configured based on requirements. In addition, supplier-neutral interfaces between the braking components allow the use of components from two different manufacturers.
Apart from the bogie for 1,435 mm standard gauge, there is also a variant of the bogie for use in broad-gauge networks up to 1,668 mm.
The bogie frame
The bogie frame consists of closed, welded box sections and is made up of two longitudinal beams, a central cross member, and two head beams. The frame is welded together almost entirely with the use of robots, and does not incorporate any castings or forged parts.
The wheelsets consist of rolled monobloc wheel discs and forged axle shafts that are bored hollow to enable ultrasonic testing to be carried out. The long wheelbase guarantees stable vehicle operation at high speeds and at high equivalent conicities. A wheelset can be easily exchanged with the help of a drop table, without needing to raise the locomotive.
Maintenance-free, sealed compact roller bearing units are used as axle bearings. The axle bearing housing is a weight-optimized cast steel component. The axle bearing cover is designed to incorporate the grounding contacts and speed sensors. The unique axle guidance with triangular rods provides for radial adjustment of the axles. This results in low curve guidance forces and hence minimum wear and excellent running characteristics.
Secondary suspension stage
Four helical compression springs arranged in pairs at right angles to the direction of travel are used for the secondary suspension stage. Elastomer laminated springs between the top flange of the bogie and the helical steel springs of the secondary suspension phase provide electrical insulation and also decouple structure-borne noise and reduce the rotational resistance in order to minimize wear. Hydraulic dampers attenuate vertical, transverse, and yaw motions, thereby ensuring safe and stable operation of the vehicle at all speeds. As an option, the active rotational damper (ADD) can be installed to further minimize wheel-rail forces and to reduce wheel wear.
The pivot – the proven method of transmitting longitudinal forces
Longitudinal forces are transmitted by applying the widely proven principle of force transmission by means of pivots. The square pivot is welded to the underframe of the vehicle body. It penetrates far into the bogie and thus enables the vehicle’s tractive effort to be utilized to maximum effect. Rubber-metal elements in the central cross member transmit the longitudinal forces to the pivot. Elastic transverse stops limit lateral movement. This kind of force transmission achieves an optimum flow of force from the axle, via the axle guide rod, to the central cross member over minimum distances. With force transmission via pivot, identical running characteristics can be guaranteed in both directions, thanks to the inherent symmetry.
Flange lubrication and sanding
In the basic version, axles one and four are lubricated and sanded, based on distance. As an option, all four axles can be lubricated and sanded. The sandboxes are positioned on the vehicle body underframe, while the sanding tubes are affixed to the bogie.
The antenna concept
Optionally, based on the operator’s requirements, train protection equipment is available. All necessary sensors are mounted additionally.