EP0135877B1 - Running gear for railway vehicles - Google Patents

Running gear for railway vehicles Download PDF

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Publication number
EP0135877B1
EP0135877B1 EP84110722A EP84110722A EP0135877B1 EP 0135877 B1 EP0135877 B1 EP 0135877B1 EP 84110722 A EP84110722 A EP 84110722A EP 84110722 A EP84110722 A EP 84110722A EP 0135877 B1 EP0135877 B1 EP 0135877B1
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EP
European Patent Office
Prior art keywords
wheels
rotation
axes
points
distance
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EP84110722A
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German (de)
French (fr)
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EP0135877A2 (en
EP0135877A3 (en
Inventor
Fritz Prof. Dr.-Ing. Frederich
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Duewag AG
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Duewag AG
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Priority to AT84110722T priority Critical patent/ATE31169T1/en
Publication of EP0135877A2 publication Critical patent/EP0135877A2/en
Publication of EP0135877A3 publication Critical patent/EP0135877A3/xx
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    • 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
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • the invention relates to a chassis for rail vehicles, in particular for light rail vehicles, with two wheels rotating independently of one another with or on separate wheel axles and horizontally pivotable with them about separate pivot axes, the pivoting movement of both wheels being coupled to one another via a tie rod.
  • Trolleys of conventional design are designed as bogies with wheelsets.
  • the bogies equipped with conventional wheel sets must be designed with rigid wheel set articulation in order to suppress or complicate the undesired shaft running of the wheel sets.
  • the stiff wheel set hindering the run in tight curves.
  • the wheels cannot assume a radial position in the track curve.
  • Even adjusting the bogie under the vehicle can only partially adjust the wheels radially.
  • the skewing of the wheels relative to the rail resulting from this imperfection results in undesirable wear on the wheels and rails. This phenomenon is not affected by idler gears which are arranged on a wheelset shaft, are mounted independently of one another on the shaft and can be rotated without mutual influence of torque.
  • bogie undercarriages are only used to enable the partial and imperfect adjustment of the wheels on track curves.
  • the two wheelsets in the two-axle bogie are far from being fully utilized due to the total vehicle weight.
  • the leading wheel set of a bogie only serves to control the radial setting of the bogie in the track curve.
  • Bogies are therefore not only of limited suitability for low-wear sheet travel, but also heavy and complex because of the unnecessary second wheel set.
  • DE-C-887 665 discloses a chassis of the generic type in which two wheels rotating independently of one another on separate wheel axles can be pivoted horizontally about separate pivot axes arranged between the two wheels.
  • a mechanical control device is provided, which essentially consists of a coupling half and an associated linkage mounted on the vehicle. Horizontal swiveling movements of the wheel pairs are forced when cornering by turning the coupling halves of vehicles that are coupled to one another. Wheel pairs on non-coupled. Vehicle ends of a train or of individual vehicles cannot execute swiveling movements because of the control device then not working.
  • the FR-A-809 635 can be removed from a bogie with individual wheels connected to a vehicle body via a central pivot point.
  • the separate axles of these wheels can be swiveled horizontally about swivel axes, the transverse distance of which is greater than the transverse distance of the points of contact of the wheels with the rails.
  • a control device acting on the wheel axles and articulated on the vehicle body also provides swiveling movements of the wheels.
  • the undercarriage to be created by the invention is intended on the one hand to allow good guidance of the vehicle in a straight track even at very high driving speeds and on the other hand to guarantee low-wear, constraint-free running in the narrowest bends with small track bend diameters, the safety of the guidance must be guaranteed in any case.
  • the invention is therefore based on the object to enable the construction of light undercarriages for rail vehicles which can be operated safely at high speeds on straight tracks and in narrow bends with little wear on wheels and rails.
  • each wheel of a four-wheeled vehicle or undercarriage can assume the ideal radial setting in the curved track.
  • the setting of the wheels of the pair of wheels in the track curve takes place on the one hand through the so-called profile forces which arise in the track curve as a result of changed contact geometry between wheel and rail and on the other hand due to the non-positive forces arising between wheel and rail due to the kinematics of the wheel movement.
  • the profile forces and the frictional forces about the swivel axis generate moments which initiate a swivel movement of the wheels.
  • the swiveling movement comes to a standstill when the moments from profile and frictional forces are in balance.
  • the moments can be influenced individually by the lever arm, without the size of the forces occurring changing.
  • FIGS. 8 to 10 a force F-way s diagram with different characteristics for the steering suspension 11 after Fig. 7 is shown.
  • the vehicle 1 or chassis shown in outline has a pair of wheels at the front and rear.
  • a pair of wheels consists of two wheels 2, each arranged at the same distance from the longitudinal axis 1 a of the vehicle.
  • the bearings 3 of these wheels 2 are mounted on wheel axles 5, which are each firmly connected to a steering lever 4.
  • the steering levers 4 of two opposite wheels 2 of a pair of wheels can be rotated horizontally about pivot axes 6 formed on the vehicle or chassis side and are connected to one another in an articulated manner by a tie rod 7.
  • the intersection points of the swivel axes 6 have the same horizontal distance A from the chassis or vehicle longitudinal center 1a as the contact points 8 of the wheels 2 with the through a plane placed on the rails 9 of a track (here the plane of the drawing) Rails 9 (distance B).
  • Rails 9 distance B
  • the points of intersection of the pivot axes 6 of the front pair of wheels in the direction of travel (Pfpil X) lie behind the contact points 8 of the wheels 2 with the rails 9; the points of intersection of the pivot axes 6 of the rear pair of wheels lie in front of the points of contact 8 of the wheels 2 with the rails 9 (see the longitudinal distances C).
  • the penetration points of the pivot axes 6 have a greater horizontal distance A from the longitudinal center 1a of the vehicle than the contact points 8 of the wheels 2 with the rails 9 (distance B), the penetration points of the pivot axes 6 being at the same longitudinal distance C. 'from the vehicle center 1 b are like the points of contact 8 of the wheels 2 with the rails 9.
  • the penetration points of the pivot axes 6 can in turn be offset differently with respect to the contact points 8 of the wheels 2 with the rails 9 both transversely to the longitudinal center 1 a of the vehicle and longitudinally to the center 1 b of the vehicle. This results in the transverse distances A and B and the longitudinal distances C and C 2 , as shown.
  • a one-piece frame 10 is provided in a known H-shaped design (two side members and one cross member). 5 a frame formed from halves 10a and 10b is possible, the halves 10a and 10b being connected to one another via joints 10c. In this way, the frame pins 10a and 10b are movable around the diagonal 10d with a view to compensating for unevenness in the rails.
  • Both the one-piece frame 10 and the frame halves 10a and 10b have the pivot axes 6 for the wheels 2.
  • the horizontal pivoting motion of the wheels 2 may be supported g 11 Derun about the pivot axis 6 by a symmetrical Lenkungsfe-, which is held on one side to the tie rod 7 and on the other hand, in the vehicle-side fixed points 11a.
  • the characteristic of the steering suspension 11 can be bent out linearly according to FIG. 8 or progressively or degressively according to FIGS. 9 and 10.
  • a steering damping according to FIG. 12 is recommended, which is also connected to the tie rod 7 and fixed points 12a on the vehicle.
  • a combination of the steering suspension 11 and the steering damping 12 is easily possible.

Abstract

1. An undercarriage for rail vehicles, in particular for light rail vehicles, with two wheels which rotate independently of one another or on separate wheel axles (5) and are horizontally rotatable with the latter about separate axes of rotation (6), the rotation of both wheels (2) being coupled to one another [sic] via a tie bar (7) characterised in that the points of intersection of the axes of rotation (6) by a hypothetical plane drawn on the rails (9) of a track have the same distance, or in a manner known per se, a greater distance (A) from the longitudinal centre of the vehicle (1a) than the points of contact (8) of the wheels (2) with the rails (distance B), in that in the case of the first distance ratios (A = B) the axes of rotation (6) of an undercarriage, which is at the front in the direction of travel of a vehicle (1), are disposed at a longitudinal distance (C2 -C1 = C > 0) behind the points of contact (8) of the wheels (2) with the rails (9), and in that in the case of the second distance ratios (A > B) the axes of rotation (6) are either at the same longitudinal distance (C1 = C2) from the transverse centre (1b) of the vehicle as the points of contact (8) of the wheels (2) with the rails (9) or at a smaller longitudinal distance (C1 < C2 ) from the transverse centre (1b) of the vehicle than the points of contact (8) or the wheels (2) with the rails (9).

Description

Die Erfindung betrifft ein Fahrwerk für Schienenfahrzeuge, insbesondere für leichte Schienenfahrzeuge, mit zwei unabhängig voneinander mit oder auf getrennten Radachsen rotierenden und mit diesen um separate Schwenkachsen horizontal schwenkbaren Rädern, wobei die Schwenkbewegung beider Räder über eine Spurstange miteinander gekoppelt ist.The invention relates to a chassis for rail vehicles, in particular for light rail vehicles, with two wheels rotating independently of one another with or on separate wheel axles and horizontally pivotable with them about separate pivot axes, the pivoting movement of both wheels being coupled to one another via a tie rod.

Fahrwerke herkömmlicher Bauart werden als Drehgestelle mit Radsätzen ausgeführt. Zur Erzielung hoher Fahrgeschwindigkeiten müssen die mit konventionellen Radsätzen ausgestatteten Drehgestelle mit steifer Radsatzanlenkung ausgeführt sein, um den unerwünschten Wellenlauf der Radsätze zu unterdrücken oder zu erschweren. Die steife Radsatzanlenkung behindert den Lauf in engen Gleisbögen. Die Räder können keine radiale Stellung im Gleisbogen einnehmen. Selbst die Einstellung des Drehgestells unter dem Fahrzeug kann nur eine teilweise Radialeinstellung der Räder bewirken. Der durch diese Unvollkommenheit entstehende Schräglauf der Räder relativ zur Schiene hat unerwünschten Verschleiß an Rädern und Schienen zur Folge. An dieser Erscheinung ändern auch auf einer Radsatzwelle angeordnete, unabhängig voneinander auf der Welle gelagerte und ohne gegenseitige Drehmomentbeeinflussung drehbare Losräder nichts.Trolleys of conventional design are designed as bogies with wheelsets. In order to achieve high driving speeds, the bogies equipped with conventional wheel sets must be designed with rigid wheel set articulation in order to suppress or complicate the undesired shaft running of the wheel sets. The stiff wheel set hindering the run in tight curves. The wheels cannot assume a radial position in the track curve. Even adjusting the bogie under the vehicle can only partially adjust the wheels radially. The skewing of the wheels relative to the rail resulting from this imperfection results in undesirable wear on the wheels and rails. This phenomenon is not affected by idler gears which are arranged on a wheelset shaft, are mounted independently of one another on the shaft and can be rotated without mutual influence of torque.

-In langen leichten Fahrzeugen werden Drehgestell-Fahrwerke nur eingesetzt, um die teilweise und unvollkommene Einstellung der Räder in Gleisbögen zu ermöglichen. Die im zweiachsigen Drehgestell vorhandenen zwei Radsätze sind durch das Fahrzeuggesamtgewicht bei weitem nicht ausgelastet. Der voranlaufende Radsatz eines Drehgestells dient in diesem Falle nur zur Steuerung der Radialeinstellung des Drehgestells im Gleisbogen. Drehgestelle sind deshalb nicht nur für den verschleißarmen Bogenlauf nur bedingt geeignet, sondern auch wegen des nicht notwendigen zweiten Radsatzes schwer und aufwendig.- In long, light vehicles, bogie undercarriages are only used to enable the partial and imperfect adjustment of the wheels on track curves. The two wheelsets in the two-axle bogie are far from being fully utilized due to the total vehicle weight. In this case, the leading wheel set of a bogie only serves to control the radial setting of the bogie in the track curve. Bogies are therefore not only of limited suitability for low-wear sheet travel, but also heavy and complex because of the unnecessary second wheel set.

Durch die DE-C-887 665 ist ein Fahrwerk der gattungsgemäßen Art bekannt, bei dem zwei unabhängig voneinander auf getrennten Radachsen rotierende Räder um separate, zwischen den beiden Rädern angeordnete Schwenkachsen horizontal schwenkbar sind. Für jedes aus gegenüberliegenden Rädern gebildete Radpaar ist eine mechanische Steuerungseinrichtung vorgesehen, die im wesentlichen aus einer Kupplungshälfte und einem damit verbundenen fahrzeugseitig gelagerten Gestänge besteht. Horizontale Schwenkbewegungen der Radpaare werden bei Kurvenfahrt durch den Einschlag der Kupplungshälften miteinander gekuppelter Fahrzeuge erzwungen. Radpaare an nicht gekuppelten. Fahrzeugenden eines Zuges oder von Einzelfahrzeugen können wegen der dann nicht arbeitenden Steuerungseinrichtung keine Schwenkbewegungen ausführen.DE-C-887 665 discloses a chassis of the generic type in which two wheels rotating independently of one another on separate wheel axles can be pivoted horizontally about separate pivot axes arranged between the two wheels. For each pair of wheels formed from opposite wheels, a mechanical control device is provided, which essentially consists of a coupling half and an associated linkage mounted on the vehicle. Horizontal swiveling movements of the wheel pairs are forced when cornering by turning the coupling halves of vehicles that are coupled to one another. Wheel pairs on non-coupled. Vehicle ends of a train or of individual vehicles cannot execute swiveling movements because of the control device then not working.

Ferner ist der FR-A-809 635 ein über einen zentralen Drehpunkt an einem Fahrzeugaufbau angeschlossenes Drehgestell mit Einzelrädern entnehmbar. Die separaten Achsen dieser Räder sind um Schwenkachsen horizontal schwenkbar, deren Querabstand größer ist als der Querabstand der Berührpunkte der Räder mit den Schienen. Eine auf die Radachsen einwirkende, am Fahrzeugaufbau angelenkte Steuerungseinrichtung erbringt auch hier Schwenkbewegungen der Räder.Furthermore, the FR-A-809 635 can be removed from a bogie with individual wheels connected to a vehicle body via a central pivot point. The separate axles of these wheels can be swiveled horizontally about swivel axes, the transverse distance of which is greater than the transverse distance of the points of contact of the wheels with the rails. A control device acting on the wheel axles and articulated on the vehicle body also provides swiveling movements of the wheels.

Das durch die Erfindung zu schaffende Fahrwerk soll einerseits eine gute Führung des Fahrzeugs im geraden Gleis auch bei sehr hohen Fahrgeschwindigkeiten ermöglichen und andererseits in engsten Gleisbögen mit kleinen Gleisbogenhalbmessern einen verschleißarmen, zwängungsfreien Lauf garantieren, wobei die Sicherheit der Spurführung in jedem Falle gewährleistet sein muß.The undercarriage to be created by the invention is intended on the one hand to allow good guidance of the vehicle in a straight track even at very high driving speeds and on the other hand to guarantee low-wear, constraint-free running in the narrowest bends with small track bend diameters, the safety of the guidance must be guaranteed in any case.

Der Erfindung liegt demgemäß die Aufgabe zugrunde, den Bau leichter Fahrwerke für Schienenfahrzeuge zu ermöglichen, die mit hohen Fahrgeschwindigkeiten auf geraden Gleisen und in engen Gleisbögen mit geringem Verschleiß an Rädern und Schienen entgleisungssicher betrieben werden können.The invention is therefore based on the object to enable the construction of light undercarriages for rail vehicles which can be operated safely at high speeds on straight tracks and in narrow bends with little wear on wheels and rails.

Diese Aufgabe wird erfindungsgemäß durch die im Kennzeichen des Patentanspruchs 1 genannten Merkmale gelöst.This object is achieved by the features mentioned in the characterizing part of patent claim 1.

Bei der erfindungsgemäßen Anordnung kann jedes Rad eines vierrädrigen Fahrzeugs oder Fahrwerks im Gleisbogen die ideale Radialeinstellung einnehmen. Die Einstellung der Räder des Radpaares im Gleisbogen erfolgt einerseits durch die im Gleisbogen infolge geänderter Berührungsgeometrie zwischen Rad und Schiene entstehenden sogenannten Profilkräfte und andererseits aufgrund der durch die Kinematik der Radbewegung entstehenden Kraftschlußkräfte zwischen Rad und Schiene. Wenn die Schwenkachsen der Räder eines Radpaares nicht durch die Rad/Schiene-Berührungspunkte gehen, erzeugen die Profilkräfte und die Kraftschlußkräfte um die Schwenkachse Momente, welche eine Schwenkbewegung der Räder einleiten. Die Schwenkbewegung kommt zum Stillstand, wenn die Momente aus Profilkräften und Kraftschlußkräften im Gleichgewicht sind. Durch entsprechende Lage der Schwenkachse können über den Hebelarm die Momente je für sich beeinflußt werden, ohne daß sich die Größe der auftretenden Kräfte ändert.In the arrangement according to the invention, each wheel of a four-wheeled vehicle or undercarriage can assume the ideal radial setting in the curved track. The setting of the wheels of the pair of wheels in the track curve takes place on the one hand through the so-called profile forces which arise in the track curve as a result of changed contact geometry between wheel and rail and on the other hand due to the non-positive forces arising between wheel and rail due to the kinematics of the wheel movement. If the swivel axes of the wheels of a pair of wheels do not go through the wheel / rail contact points, the profile forces and the frictional forces about the swivel axis generate moments which initiate a swivel movement of the wheels. The swiveling movement comes to a standstill when the moments from profile and frictional forces are in balance. By appropriate position of the pivot axis, the moments can be influenced individually by the lever arm, without the size of the forces occurring changing.

Die mit der Erfindung erzielten Vorteile bestehen insbesondere darin, daß sowohl im geraden Gleis ein stabiler, verschleißarmer Fahrwerkslauf als auch eine ideale Radiaieinstellung der Räder im Gleisbogen und damit ein verschleißarmer Bogenlauf mit einer sehr einfachen, leichten Fahrwerkskonstruktion erreicht werden.The advantages achieved by the invention are, in particular, that both a stable, low-wear running gear in the straight track and an ideal radial setting of the wheels in the curved track and thus a low-wear running sheet are achieved with a very simple, lightweight running gear construction.

Ausführungsbeispiele der Erfindung sind in der Zeichnung schematisch dargestellt und werden im folgenden näher beschrieben. Die Figuren 1, 2 und 3 zeigen jeweils in der Draufsicht ein Fahrzeug 1 oder Fahrwerk mit zwei Radpaaren. Die Figuren 4 und 5 zeigen mit gleichfalls zwei Radpaaren versehene drehgestellähnliche Fahrwerke und Fig. 6 deren fahrzeugseitige Anordnung in Seitenansicht. Aus den Fig. 7 und 11 ist eine Lenkungsfederung 11 bzw. eine Lenkungsdämpfung 12 zum Beeinflussen von horizontalen Schwenkbewegungen eines Radpaares ersichtlich, wobei in den Fig. 8 bis 10 jeweils ein Kraft F-Weg s-Diagramm mit unterschiedlichen Kennlinien für die Lenkungsfederung 11 nach Fig. 7 dargestellt ist.Embodiments of the invention are shown schematically in the drawing and are described in more detail below. Figures 1, 2 and 3 each show a top view of a vehicle 1 or chassis with two pairs of wheels. Figures 4 and 5 also show two wheels pair provided bogie-like bogies and Fig. 6 their vehicle-side arrangement in side view. 7 and 11, a steering suspension 11 or a steering damper 12 for influencing horizontal pivoting movements of a pair of wheels can be seen, in each of FIGS. 8 to 10, a force F-way s diagram with different characteristics for the steering suspension 11 after Fig. 7 is shown.

Gemäß Fig. 1 bis 3 weist das umrißlich dargestellte Fahrzeug 1 oder Fahrwerk jeweils vorn und hinten ein Radpaar auf. Ein Radpaar besteht aus zwei jeweils im gleichen Abstand zur Fahrzeuglängsachse 1a angeordneten Rädern 2. Die Lagerung 3 dieser Räder 2 erfolgt auf Radachsen 5, die mit je einem Lenkhebei 4 fest verbunden sind. Die Lenkhebel 4 zweier gegenüberliegender Räder 2 eines Radpaares sind um fahrzeug- oder fahrgestellseitig gebildete Schwenkachsen 6 horizontal drehbar und durch eine Spurstange 7 gelenkig miteinander verbunden.1 to 3, the vehicle 1 or chassis shown in outline has a pair of wheels at the front and rear. A pair of wheels consists of two wheels 2, each arranged at the same distance from the longitudinal axis 1 a of the vehicle. The bearings 3 of these wheels 2 are mounted on wheel axles 5, which are each firmly connected to a steering lever 4. The steering levers 4 of two opposite wheels 2 of a pair of wheels can be rotated horizontally about pivot axes 6 formed on the vehicle or chassis side and are connected to one another in an articulated manner by a tie rod 7.

Im Beispiel nach Fig. 1 haben die Durchstoßpunkte der Schwenkachsen 6 durch eine auf die Schienen 9 eines Gleises gelegt gedachte Ebene (hier die Zeichnungsebene) den gleichen horizontalen Abstand A von der Fahrwerks- bzw. Fahrzeuglängsmitte 1a wie die Berührpunkte 8 der Räder 2 mit den Schienen 9 (Abstand B). In Längsrichtung liegen die Durchstoßpunkte der Schwenkachsen 6 des in Fahrtrichtung (Pfpil X) vorderen Radpaares hinter den Berührpunkten 8 der Räder 2 mit den Schienen 9 ; die Durchstoßpunkte der Schwenkachsen 6 des hinteren Radpaares liegen vor den Berührpunkten 8 der Räder 2 mit den Schienen 9 (siehe die Längsabstände C).In the example according to FIG. 1, the intersection points of the swivel axes 6 have the same horizontal distance A from the chassis or vehicle longitudinal center 1a as the contact points 8 of the wheels 2 with the through a plane placed on the rails 9 of a track (here the plane of the drawing) Rails 9 (distance B). In the longitudinal direction, the points of intersection of the pivot axes 6 of the front pair of wheels in the direction of travel (Pfpil X) lie behind the contact points 8 of the wheels 2 with the rails 9; the points of intersection of the pivot axes 6 of the rear pair of wheels lie in front of the points of contact 8 of the wheels 2 with the rails 9 (see the longitudinal distances C).

Unterschiedlich zu Fig. 1 haben gemäß Fig. 2 die Durchstoßpunkte der Schwenkachsen 6 einen größeren horizontalen Abstand A von der Fahrzeuglängsmitte 1a als die Berührpunkte 8 der Räder 2 mit den Schienen 9 (Abstand B), wobei die Durchstoßpunkte der Schwenkachsen 6 im gleichen Längsabstand C' von der Fahrzeugquermitte 1 b liegen wie die Berührpunkte 8 der Räder 2 mit den Schienen 9.2, the penetration points of the pivot axes 6 have a greater horizontal distance A from the longitudinal center 1a of the vehicle than the contact points 8 of the wheels 2 with the rails 9 (distance B), the penetration points of the pivot axes 6 being at the same longitudinal distance C. 'from the vehicle center 1 b are like the points of contact 8 of the wheels 2 with the rails 9.

Nach Fig. 3 können wiederum unterschiedlich die Durchstoßpunkte der Schwenkachsen 6 in bezug auf die Berührpunkte 8 der Räder 2 mit den Schienen 9 sowohl quer zur Fahrzeuglängsmitte 1a als längs zur Fahrzeugquermitte 1b versetzt angeordnet sein. Hierbei ergeben sich die Querabstände A und B sowie die Längsabstände C, und C2, wie dargestellt.According to FIG. 3, the penetration points of the pivot axes 6 can in turn be offset differently with respect to the contact points 8 of the wheels 2 with the rails 9 both transversely to the longitudinal center 1 a of the vehicle and longitudinally to the center 1 b of the vehicle. This results in the transverse distances A and B and the longitudinal distances C and C 2 , as shown.

Zwei oder mehrere Räder 2 der in den Fig. 1 bis 3 gezeigten Anordnung können zu einem drehgestellähnlichen Fahrwerk zusammengefaßt werden. Dazu ist gemäß Fig. 4 ein einteiliger Rahmen 10 in bekannter H-förmiger Gestaltung (zwei Längsträger und ein Querträger) vorgesehen. Alternativ ist nach Fig. 5 ein aus Hälften 10a und 10b gebildeter Rahmen möglich, wobei die Hälften 10a und 10b über Gelenke 10c miteinander verbunden sind. Auf diese Weise sind die Rahmenhäiften 10a und 10b um die Diagonale 10d im Hinblick auf einen Ausgleich von Schienenunebenheiten beweglich. Sowohl der einteilige Rahmen 10 als auch die Rahmenhälften 10a und 10b weisen die Schwenkachsen 6 für die Räder 2 auf. Die Position der Schwenkachsen 6 entspricht in Fig. 4 und 5 beispielsweise der nach Fig. 2, das heißt Abstand A größer als B ; C1 = C2. Fig. 6 zeigt die Anordnung einteiliger Rahmen 10 oder zweiteiliger Rahmen 10a und 10b unter dem Aufbau eines Fahrzeuges 1.Two or more wheels 2 of the arrangement shown in FIGS. 1 to 3 can be combined to form a bogie-like undercarriage. 4, a one-piece frame 10 is provided in a known H-shaped design (two side members and one cross member). 5, a frame formed from halves 10a and 10b is possible, the halves 10a and 10b being connected to one another via joints 10c. In this way, the frame pins 10a and 10b are movable around the diagonal 10d with a view to compensating for unevenness in the rails. Both the one-piece frame 10 and the frame halves 10a and 10b have the pivot axes 6 for the wheels 2. The position of the pivot axes 6 in FIGS. 4 and 5 corresponds, for example, to that of FIG. 2, that is to say distance A is greater than B; C1 = C2. 6 shows the arrangement of one-piece frames 10 or two-piece frames 10a and 10b under the structure of a vehicle 1.

Wie aus Fig. 7 ersichtlich, kann die horizontale Schwenkbewegung der Räder 2 um die Schwenkachsen 6 durch eine symmetrische Lenkungsfe- derung 11 unterstützt werden, die einerseits an der Spurstange 7 und andererseits in fahrzeugseitigen Festpunkten 11a gehalten ist. Die Lenkungsfederung 11 ist in ihrer Charakteristik gemäß Fig. 8 linear oder nach den Fig. 9 und 10 progressiv bzw. degressiv ausiegbar.As seen from Fig. 7, the horizontal pivoting motion of the wheels 2 may be supported g 11 Derun about the pivot axis 6 by a symmetrical Lenkungsfe-, which is held on one side to the tie rod 7 and on the other hand, in the vehicle-side fixed points 11a. The characteristic of the steering suspension 11 can be bent out linearly according to FIG. 8 or progressively or degressively according to FIGS. 9 and 10.

Zur Stabilisierung der horizontalen Schwenkbewegungen der Räder 2 um die Schwenkachsen 6 empfiehlt sich eine Lenkungsdämpfung nach Fig. 12, die ebenso mit der Spurstange 7 und fahrzeugseitigen Festpunkten 12a verbunden ist. Eine Kombination der Lenkungsfederung 11 und der Lenkungsdämpfung 12 ist ohne weiteres möglich.To stabilize the horizontal pivoting movements of the wheels 2 about the pivot axes 6, a steering damping according to FIG. 12 is recommended, which is also connected to the tie rod 7 and fixed points 12a on the vehicle. A combination of the steering suspension 11 and the steering damping 12 is easily possible.

Claims (7)

1. An undercarriage for rail vehicles, in particular for light rail vehicles, with two wheels which rotate independently of one another or on separate wheel axles (5) and are horizontally rotatable with the latter about separate axes of rotation (6), the rotation of both wheels (2) being coupled to one another [sic] via a tie bar (7), characterised in that the points of intersection of the axes of rotation (6) by a hypothetical plane drawn on the rails (9) of a track have the same distance, or in a manner known per se, a greater distance (A) from the longitudinal centre of the vehicle (1a) than the points of contact (8) of the wheels (2) with the rails (distance B), in that in the case of the first distance ratios (A = B) the axes of rotation (6) of an undercarriage, which is at the front in the direction of travel of a vehicle (1), are disposed at a longitudinal distance (C2-C, = C > 0) behind the points of contact (8) of the wheels (2) with the rails (9), and in that in the case of the second distance ratios (A > B) the axes of rotation (6) are either at the same longitudinal distance (C1 = C2) from the transverse centre (1b) of the vehicle as the points of contact (8) of the wheels (2) with the rails (9) or at a smaller longitudinal distance (C, < C2) from the transverse centre (1 b) of the vehicle than the points of contact (8) or the wheels (2) with the rails (9).
2. An undercarriage according to claim 1, characterised in that in the case of a vehicle (1) equipped with at least two undercarriages the points of intersection of the axes of rotation (6) of all undercarriages of the vehicle (1) are arranged in the same manner with respect to the points of contact (8) of the wheels (2) with the rails (9).
3. An undercarriage according to claim 1 or 2, characterised in that two or more of the wheels (2) rotating about separate axes of rotation (6) are combined into an undercarriage like three supports in a one- or two-part frame (10 or 10a and 10b).
4. An undercarriage according to one of claims 1 to 3, characterised in that the horizontal rotation of the wheels (2) about the axes of rotation (6) is supported by a symmetrical steering suspension (11) having a linear or non-linear progressive/degressive characteristic curve.
5. An undercarriage according to one of claims 1 to 4, characterised in that the horizontal rotation of the wheels (2) about the axes of rotation (6) is stabilised by a steering absorption (12).
6. An undercarriage according to one of claims 1 to 5, characterised in that the horizontal rotation of the wheels (2) about the axes of rotation (6) is both suspended and absorbed.
7. An undercarriage according to one of claims 1 to 6, characterised in that the tie bar (7) is shorter than the horizontal transverse distance (A + A) of the points of intersection of the axes of rotation (6) from one another.
EP84110722A 1983-09-19 1984-09-08 Running gear for railway vehicles Expired EP0135877B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT84110722T ATE31169T1 (en) 1983-09-19 1984-09-08 CHASSIS FOR RAIL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3333751 1983-09-19
DE19833333751 DE3333751A1 (en) 1983-09-19 1983-09-19 CHASSIS FOR RAIL VEHICLES

Publications (3)

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EP0135877A2 EP0135877A2 (en) 1985-04-03
EP0135877A3 EP0135877A3 (en) 1985-06-05
EP0135877B1 true EP0135877B1 (en) 1987-12-02

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ID=6209454

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EP84110722A Expired EP0135877B1 (en) 1983-09-19 1984-09-08 Running gear for railway vehicles

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EP (1) EP0135877B1 (en)
AT (1) ATE31169T1 (en)
DE (2) DE3333751A1 (en)

Cited By (2)

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Publication number Priority date Publication date Assignee Title
DE3541732A1 (en) * 1985-11-26 1987-05-27 Duewag Ag Steering torque compensation
EP0282738B1 (en) * 1987-03-12 1991-05-29 Waggon Union GmbH Single axle bogie with idle wheels for railway vehicles

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DE3409103A1 (en) * 1984-03-13 1985-09-19 Fritz Prof. Dr.-Ing. 4150 Krefeld Frederich Travelling gear for rail vehicles
FR2572348B1 (en) * 1984-10-31 1988-08-05 Anf Ind ORIENTABLE GUIDED AXLE ASSEMBLY FOR TRACK VEHICLES
DE3546493A1 (en) * 1985-10-30 1987-08-20 Siemens Ag Wheel guide rocker for horizontally swivellable rail wheels and control thereof
DE3601837A1 (en) * 1986-01-20 1987-07-23 Mannesmann Ag RAIL VEHICLE
CH679767A5 (en) * 1986-03-25 1992-04-15 Sig Schweiz Industrieges
DE3710623A1 (en) * 1987-03-31 1988-10-20 Krauss Maffei Ag TRACK VEHICLE
DE3717003A1 (en) * 1987-05-21 1988-12-08 Duewag Ag RAIL VEHICLE, IN PARTICULAR TOWN CARS
DE3732337A1 (en) * 1987-09-25 1989-04-20 Bergische Stahlindustrie POWERED SINGLE-WHEEL CHASSIS FOR LOW-FLOOR CITY CARS OF DIFFERENT TRACK WIDTH
DE3808593A1 (en) * 1988-03-15 1989-09-28 Gutehoffnungshuette Man WHEELSET GUIDE FOR BOGGES OF RAILWAY VEHICLES, ESPECIALLY VEHICLES OF LOCAL TRANSPORT
DE4304959C1 (en) * 1993-02-18 1994-03-31 Duewag Ag Rail vehicle with driven and/or braked individual wheels - uses auxiliary force to incline pivot axis of wheels into positions for braking or driving
AT406761B (en) * 1996-08-30 2000-08-25 Siemens Sgp Verkehrstech Gmbh CHASSIS FOR A RAIL VEHICLE
DE19918071C1 (en) * 1999-04-21 2000-07-06 Siemens Ag Method of track guidance of steerable single free wheels for railway vehicles
CN106476651B (en) * 2016-12-07 2019-11-12 中车株洲电力机车有限公司 A kind of magnetic-levitation train and its forced guiding mechanism

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Publication number Priority date Publication date Assignee Title
DE3541732A1 (en) * 1985-11-26 1987-05-27 Duewag Ag Steering torque compensation
EP0282738B1 (en) * 1987-03-12 1991-05-29 Waggon Union GmbH Single axle bogie with idle wheels for railway vehicles

Also Published As

Publication number Publication date
EP0135877A2 (en) 1985-04-03
ATE31169T1 (en) 1987-12-15
EP0135877A3 (en) 1985-06-05
DE3333751A1 (en) 1984-01-26
DE3467872D1 (en) 1988-01-14

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