DE102010012287B4 - Wheel set for a rail vehicle - Google Patents

Abstract

Wheel set for a rail vehicle with steel (11) and rubber wheels (4, 5) arranged in pairs on one axle and hydraulically controlled alternative load determination, wherein the rail vehicle has two pairs of wheels on rolling bearings (15) on one axle, the first pair of inner wheels respectively a concentrically mounted steel wheel (11) and wherein the second pair of wheels whose wheels are located on the outer axle edge on an eccentric axis to the axle area, each consisting of a rubber wheel (4, 5), characterized in that the rigid axle via a lever linkage (2) and via a control linkage (19) is connected exactly vertically and centrally with a hydraulic cylinder (1) and thus can be rotated in a limited range up to 120 degrees.

Description

The invention relates to a wheelset for rail-bound transport with on one axis paired steel and rubber wheels.

A rigid axle of a rail vehicle has three bearing sections at both ends.

The inner bearing section carries the traditional railway steel wheel with the wheel flange, it runs on bearings. The gauge as well as the track and the running characteristics remain unchanged.

On the central bearing section, the transport load rests in a plain bearing.

The outer bearing section is eccentric to the main axis. On her runs a rubber-tired wheel on a rolling bearing.

On the rigid axle accesses a lever system. An associated hydraulic cylinder allows partial rotation of the axle.

The eccentrically mounted, rubber-tired wheel can thus be changed in its position relative to the steel wheel. A sensor-controlled redistribution of the load is made possible.

Without compromising safe tracking, the traditional steel wheel can be guided in the least possible, virtually load-free, non-contact distance to the rail.

The rubber-tired wheel then runs with the load on an outside, parallel to the rail running, appropriately sized, sustainable lane.

State of the art

In the prior art wheelsets are known, as in the publications US Pat. No. 3,875,870 . DE 94 02 724 U1 . US 1 543 452 A and DE 11 86 900 A are disclosed.

Rail vehicles for passenger or freight transport run exclusively on specially profiled steel wheels including (emergency) guide elements, the wheel flange, on steel rails.

This is a proven technique.

• – Starke Geräuschentwicklung.
• – Die Adhäsionskraft zwischen dem stählernen Fahrweg und dem ebenso stählernen, rollenden Material ist relativ gering. Der Wirkungsgrad für Beschleunigungs- und Bremsvorgänge ist eingeschränkt.
• – Es kommt zu unruhigem Lauf.
• – Es kommt verstärkt zu Verschleißerscheinungen und oft zu Materialschäden.
• – In engeren Zeitabständen werden Inspektionen inkl. Austauschteilen fällig.
• – Vibrationen und Schwingungen wirken sich ungünstig auf die Transportmittel und -güter aus.
• – Der ständige, betriebsbedingte, rasche Lastwechsel bei Rad und Achse stellt sehr hohe Ansprüche an das betroffene rollende Material.
• – Die harten Belastungen von Stahl auf Stahl stellen hohe Anforderungen an den Unterbau des Schienenweges, der in bestimmten kurzen Abständen Aus- und Nachbesserungen erfordert.
• – Die Stöße und Vibrationen wirken sich auch nachteilig auf die Fahrwerktechnik aus, die in relativ kurzen Abständen kostenträchtig überprüft und oft nachgebessert werden muss.
• – Der Aufwand, der betrieben werden muss, um wenigstens für den Personenverkehr die Fahrgeräusche und die technisch bedingten Bewegungen auszugleichen und zu minimieren, ist recht hoch.

The disadvantages are:

• - Strong noise.
• - The adhesion between the steel track and the equally steel, rolling material is relatively low. The efficiency for acceleration and braking is limited.
• - It comes to a restless run.
• - It comes increasingly to wear and often to material damage.
• - Inspections incl. Replacement parts are due within a shorter period of time.
• - Vibrations and vibrations have an unfavorable effect on the means of transport and goods.
• - The constant, operational, rapid load changes in wheel and axle makes very high demands on the rolling stock in question.
• - The hard loads of steel on steel make high demands on the substructure of the railway track, which requires reworking and reworking at certain short intervals.
• - The shocks and vibrations also have a detrimental effect on the suspension technology, which is costly checked in relatively short intervals and often has to be improved.
• - The effort that needs to be operated to compensate for at least for passenger traffic noise and the technical movements and minimize, is quite high.

A rubber tire would bring considerable benefits and improvements in all the above points.

The cost savings are likely to be significant in the sum of all the interacting elements.

task

The invention has for its object to provide a wheel, eliminates the above-mentioned disadvantages and achieves the following advantages.

• – Energieeinsparung ist ein wichtiges Ziel, es wird damit erreichbar.
• – Die Geräuschentwicklung wird sehr stark reduziert. Im Vergleich zum Stahlrad auf ein vernachlässigbares Minimum. Dadurch wird der Aufwand für die technische Struktur, besonders bei einem Personentransportmittel, verringert.
• – Die Adhäsion, besonders für Beschleunigungs- und Bremsvorgänge, wird über Gummi entscheidend effektiver.
• – Durch die weitaus bessere Laufruhe kommt es allgemein zu stark vermindertem Verschleiß. Mögliche Stöße oder auch Unebenheiten werden vom Gummireifen bereits abgefedert und stark abgemildert, bevor sie sich nachteilig auf die Fahrwerkstechnik auswirken können.
• – Der Fahrkomfort wird durch die Laufruhe wesentlich gesteigert.
• – Der Unterbau wird viel weniger belastet, die Beanspruchung, und damit der Verschleiß, wird auch beim Transportmittel allgemein verringert, die Fahrwerkstechnik wird geschont, Kosten werden eingespart.
• – Auch bei hoher Geschwindigkeit wirkt sich die Gummibereifung dämpfend auf die Geräuschentwicklung aus.
• – Der Fahrkomfort für Fahrgäste ist nur vergleichbar mit dem der Magnetschwebebahn.
• – Brüche durch Materialfehler oder -ermüdung bei den Achsen werden so gut wie ausgeschlossen.
• – Das Fahrverhalten ist durch die wesentlich verbreiterte Fahrspur ruhiger, die Fahrsicherheit wird allgemein verbessert.
• – Der Verschleiß reduziert sich in der Hauptsache auf die Gummibereifung, die technisch einfach, schnell und kostengünstig ausgewechselt werden kann.
• – Brückenbauten werden weit weniger beansprucht.
• – Eine Entgleisung verläuft in der Regel weit weniger folgenreich und destruktiv, weil Räder zwischen Fahrweg und Schienen gehalten oder – bildlich dargestellt – zwangsgeführt werden. Das verunglückte Transportsystem kann sich, in vielen denkbaren und vergleichenden Fällen, nicht unkontrolliert seinen zerstörerischen Weg suchen.
• – Durch eine Gummibereifung wird ein ruhigerer, geräuschärmerer, energiesparender, fahrgastfreundlicherer, rüttel-, vibrations- und schwingungsärmerer Lauf erzielt. Auch dadurch ergeben sich allgemein große Einsparmöglichkeiten beim Betrieb, sowie Wartung und Inspektionsintervallen.
• – Die jederzeit mögliche, sensorengesteuerte Lastverteilung zwischen Stahlrad einerseits und dem gummibereiften Rad andererseits kann in jedem Fahrzustand die Sicherheit erhöhen.
• – Der Abstand zwischen Schienensträngen kann unverändert bleiben.

Going on rubber on the train becomes a fine thing, comparable to the behavior of the maglev train, significantly cheaper during construction and operation.

• - Energy saving is an important goal, it can be reached.
• - The noise is greatly reduced. In comparison to the steel wheel to a negligible minimum. As a result, the cost of the technical structure, especially in a passenger transport, is reduced.
• - Adhesion, especially for acceleration and braking, becomes significantly more effective via rubber.
• - The much better smoothness generally leads to greatly reduced wear. Possible bumps or bumps are already cushioned by the rubber tires and greatly mitigated before they can adversely affect the suspension technology.
• - The ride comfort is significantly increased by the smoothness.
• - The base is loaded much less, the stress, and thus the wear, is also generally reduced in the means of transport, the suspension technology is spared, costs are saved.
• - Even at high speed, the rubber tires have a dampening effect on the noise level.
• - The ride comfort for passengers is only comparable to that of the maglev train.
• - Breaks due to material defects or fatigue in the axles are virtually eliminated.
• - The handling is quieter due to the much widened lane, driving safety is generally improved.
• - The wear is reduced in the main to the rubber tires, which can be replaced technically simple, fast and cost-effective.
• - Bridge structures are much less stressed.
• - A derailment is usually far less consequential and destructive, because wheels are held between the track and rails or - shown figuratively - forced. In many conceivable and comparative cases, the accidental transport system can not uncontrollably seek its destructive route.
• - A rubber tire, a quieter, quieter, energy-saving, passenger-friendly, vibration, vibration and low-vibration run is achieved. This also generally results in great savings in operation, as well as maintenance and inspection intervals.
• - The always possible, sensor-controlled load distribution between the steel wheel on the one hand and the rubber-tired wheel on the other hand can increase safety in any driving condition.
• - The distance between rail tracks can remain unchanged.

A rubber tire would bring considerable benefits and improvements in all the above points.

The cost savings are likely to be significant in the sum of all the interacting elements.

The object is achieved by a wheel with the features of claim 1. Advantageous embodiments are specified in the dependent claims.

The invention will be explained below with reference to exemplary embodiments and further explanations.

When wheelset according to the invention, the axis is rigid, and the wheels rotate on a rolling bearing. 1 . 2 and 3 ,

• 1. Auf den beidseits innen liegenden Achsabschnitten -a- läuft auf einem Wälzlager ein traditionelles Stahlrad mit dem (vergrößerten) Spurkranz.
• 2. Der zweite Achsabschnitt -b- trägt je ein Gleitlager; auf ihm ruht die Struktur des Transportmittels.
• 3. Die außen angeordneten Achsabschnitte -c- sind exzentrisch zur Achse angeordnet. Sie tragen je ein gummibereiftes Rad. 1.

The axle as a construction unit has three bearing sections at both ends - from the inside to the outside abc. 1 ,

• 1. A traditional steel wheel with the (enlarged) wheel flange runs on a rolling bearing on both sides of the axle sections -a-.
• 2. The second axle section -b- carries a plain bearing; on it rests the structure of the means of transport.
• 3. The outer axle sections -c- are arranged eccentrically to the axle. They each carry a rubber-tired wheel. 1 ,

The (rigid) axis is connected via a lever linkage with a hydraulic cylinder and can thus be partially rotated. This makes it possible to change the position of the rubber-tired wheel relative to that of the steel wheel on the inner axle section. 1 to 5 ,

Depending on the requirements, the rubber wheel is loaded more heavily by sensors and the steel wheel is relieved accordingly or vice versa. 2 to 5 ,

In normal driving, it is possible that the load of the means of transport, with constant control by sensors, completely worn by the rubber-tired wheels. The steel wheel is guided at the smallest possible distance from the rail. The guiding property of the wheel flange is not affected by this setting, they keep the means of transport unchanged safely on track. 1 to 5 ,

The wheel flange receives an enlarged diameter.

Switching or adaptation of the axis pressure distribution can be initiated and activated by computers in fractions of a second.

When standing train the rubber wheels can be spared and relieved, the loads then rest on the steel wheels.

Braking processes can be optimized both with the rubber wheels and with the steel wheels. They can be controlled by ABS depending on the design.

A return of the braking energy in the form of electrical current is possible and appropriate.

The path for the rubber wheel:

Parallel to the track at the appropriate distance and required width is established on the same, but then extended thresholds, the substructure or the track bed a sustainable path for the rubber wheel. It runs at the same level as the running surface of the rails. 1 ,

The smoothness of the rubber wheels ensures that the track does not experience any stress or special load. This benefits the entire track construction, the ballast bed requires less repair and rework.

The track may be made of steel, concrete or asphalt or of a suitable combination.

It can be integrated into the track bed, which only has to be widened when being removed.

Even after a new construction, extension or conversion, the track systems can be used without restriction for any standard or traditional rail vehicle without any technical modifications.

The surface of the track will be designed to ensure good adhesion and grip for rubber tires while minimizing wear. Minimizing noise is also a task.

It will be designed so that rainwater can drain well.

The path may have a possibility of heating to prevent icing.

The path can u. U. consist of sectors or sections. The assembly of individual parts takes place in the longitudinal direction at an acute angle. Thus, the noise during the transition can be largely excluded.

The rubber wheel:

It runs on bearings on the outer, eccentrically arranged Achsteil. 1 . 4 and 5 ,

It consists of a metal body with mounted rubber tires. It has the same diameter on the tread as the steel wheel. 1 ,

The rubber tires can consist of very solid solid rubber without profiling or structuring.

To avoid slippage during acceleration and / or braking, the rubber tires on the metal wheel body is mounted transversely to the running direction toothed.

The rubber tires may consist of one or more juxtaposed wheels. 6 ,

In the wheel hub of the rubber wheel, the electrical equipment to recover the braking energy can be accommodated. 1 ,

The steel wheel:

It runs on the inner axle - section (a) - on a roller bearing. It is in its form according to today's standard. It can have a more pronounced, larger flange for the guide, a safe tracking is guaranteed. Even if it - sensor-controlled - brings no load on the rails, that is guided in a minimum distance or with a minimum load, it provides the same safety and stability for tracking, as in a fully loaded on the rails wheel.

It is operationally claimed in its task to keep track or secure, only by lateral pressure. But it has with its bearings on the rigid axle a widened seat. 1 ,

Occurring pressure, which is directed solely inward due to the tracking, is passed to a collar, which in turn abuts a shoulder in the diameter of the axis. 1 ,

If a friction brake is to act on the steel wheel, then the load is transferred from the rubber-tired wheel to the steel wheel during each braking operation.

Camp:

Instead of a rolling bearing as in traditional, previous design, there are two, whereby as previously operational only one of them is charged. There is a plain bearing, more a stationary bearing or a bearing seat on which the load or structure rests. It only experiences a very limited, by no means the bearing itself constant loading, rotary motion. There are no load changes for bearings and axle. 1 ,

The plain bearing:

It is arranged between the bearing for the rubber wheel and that of the steel wheel. The means of transport rest on it. A load change takes place only insignificantly.

The axial rotation is at most 120 degrees. It is effected by a linkage of a hydraulic cylinder. 2 to 5 ,

A permanent lubrication is sufficient for the plain bearing.

The slide bearing can be used as an additional, immovable, external lock for the seat of the steel wheel.

The hydraulic device:

A hydraulic pressure is generated electrically.

It acts in a cylinder whose piston thus moves a linkage that acts on one or, in the case of double axes, on both axles. Thus, an axle can be rotated as needed so that a desired load change between the eccentrically mounted rubber wheel and the concentric steel wheel is effected. 2 to 5 ,

All processes are reported by sensors and controlled by computer.

The operation:

A train with wagons with rubber tires can be towed by a locomotive.

However, a train may also consist of a carriage assembly in which an electric drive is integrated in each rubber-tired wheel.

In this case, the metal body is designed so that a hub motor can work.

The rigid part with the windings of an electric motor is then firmly connected to the rigid axle and extends into the hub part of the wheel. 1 ,

Braking:

Braking operations should transform the braking energy back into electricity.

This can be organized via induction.

But this is also possible by appropriate reversal of the drive motors in the hubs.

The braking distance:

It is controlled by ABS and can at least be shortened by the rubber tires.

• – Es wird eine Energieeinsparung erzielt.
• – Der Lauf ist sehr sicher und ruhig.
• – Bei einem Unfall, mit der Folge einer Entgleisung, wird das ganze Fahrsystem
• – nach den Auswertungen der Unfälle der letzten Jahre – recht sicher zwischen Laufweg und Schiene so lange zwangsgeführt, bis die entgleisten Zugteile, ohne zu kippen oder auszubrechen, zum Stillstand gekommen sind.
• – Der Verschleiß von Material wird entscheidend vermindert. Lager, Gleisbett, Räder, Transportmittel, Brückenkonstruktionen usw. unterliegen weniger Beanspruchung und Verschleiß.
• – Werkstattaufenthalte, die Inspektionsintervalle, sind kostengünstiger und können zeitlich gestreckt werden.
• – Das Auswechseln eines schadhaften oder verschlissenen Gummireifens ist vergleichsweise sehr einfach und schnell.

Other benefits directly related to rubber tires:

• - An energy saving is achieved.
• - The run is very safe and quiet.
• - In an accident, with the result of a derailment, the whole driving system
• - After the evaluations of the accidents of the last years - quite certainly between course and rail forced so long led until the derailed train parts, without tilting or breaking out, have come to a standstill.
• - The wear of material is significantly reduced. Bearings, track beds, wheels, means of transport, bridge constructions etc. are subject to less stress and wear.
• - Workshop visits, the inspection intervals, are cheaper and can be extended in time.
• - The replacement of a damaged or worn rubber tire is comparatively very easy and fast.

Operating characteristics:

Optimal running properties can be achieved through specially developed rubber compounds and manufacturing processes in conjunction with the travel path.

For high operating speeds no insurmountable problems should occur.

The system can be used with any rail transport, including subways.

Overcoming larger pitch angles is possible.

As not insignificant is the advantage that no derailment uncontrollable sideways movements occur. Both the rubber impeller and the steel wheel usually get, as it were between runway and rail, a Notlaufeigenschaft.

The driving feeling:

It should be like that of the magnetic levitation train.

LIST OF REFERENCE NUMBERS

1

hydraulic cylinders

2

Lever linkage Connection of hydraulic system with rigid axle

3

Sealing of the motor housing

4

Rubber tires scheme

5

Rubber wheel with combined hub motor

6

Outer part of the electric drive

7

Attachment on the axle for electric drive in the wheel hub

8th

Plain bearing for axle load

9

Eccentric axle part

10

Inner part of the electric drive in the hub

11

Trad. Steel wheel with extended bearing support

12

Trad. rail

13

Running way for rubber wheel

14

Adjustment ring for bearing stop

15

Long trained rolling bearing for steel wheel

16

Bearing section -a- for steel wheel

17

Bearing section -b- for plain bearings

18

Eccentric bearing section -c- for rubber impeller

19

Control linkage between hydraulic cylinder and live axle

Claims (6)

Wheelset for a rail vehicle with steel axles arranged in pairs on one axle 11 ) and rubber wheels ( 4 . 5 ) and hydraulically controlled alternative load determination, wherein the rail vehicle on one axle two pairs of wheels on rolling bearings ( 15 ), wherein the first inner pair of wheels each consist of a concentrically mounted steel wheel ( 11 ) and wherein the second pair of wheels whose wheels are located on the outer axle edge on an axis region located eccentrically to the axis, each consisting of a rubber impeller ( 4 . 5 ), characterized in that the rigid axle via a lever linkage ( 2 ) and via a control linkage ( 19 ) exactly vertical and centered with a hydraulic cylinder ( 1 ) is firmly connected and can be rotated in a limited range up to 120 degrees. Wheelset according to claim 1, characterized in that an axis region between the steel wheel ( 11 ) on the one hand and the rubber impeller ( 4 . 5 On the other hand, it rests in a cup bearing supporting the structure of the rail vehicle. Wheelset according to claim 1 or 2, characterized in that the hydraulic system via the linkage ( 2 . 19 ) can act on several axes at the same time. Wheelset according to one of the preceding claims, characterized in that the rubber impeller ( 4 . 5 ) has a plurality of juxtaposed, meshed with the wheel body rubber tire. Wheelset according to one of the preceding claims, characterized in that the rubber impeller ( 4 . 5 ) in the hub an electric drive motor ( 6 . 10 ) having. Wheelset according to claim 5, characterized in that in the hub of the rubber impeller ( 4 . 5 ) installed drive motor for the recovery of braking energy is umpolbar.

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