EP0266374B1 - Bogie for track vehicles, in particular rail vehicles - Google Patents

Abstract

The bogie for track vehicles, which is used for at least one body, comprises at least two axle sets. Each axle set (2, 2') is arranged in its own support frame (3, 3'). The support frames (3, 3') are connected to one another by spring bodies (5). The support frames (3, 3') are symmetrical and can pivot mutually by means of a vertical bearing (7). The spring bodies (5) have a primary shock-absorbing effect. The support frames have the shape of symmetrically-arranged U-shaped half-frames (3, 3') and rest on one another in a flexible manner by means of their projecting arms (4, 4'). On bends, there is consequently no movement in relation to the axle sets (2, 2'). The design, which is essentially identical for motor-equipped and non-motor equipped bogies, can be adapted for any selected bogie arrangement. When small-diameter wheels are used, the vehicle floor can be kept very low, facilitating the boarding and alighting of passengers, and ensuring a high level of directional stability.

Description

The present invention relates to a chassis for track-bound vehicles, in particular rail vehicles, in which the vehicle body is supported on chassis arrangements or is suspended from them.

The invention relates both to vehicles, the structure of which is supported on one or more undercarriages, and to vehicles in which the adjacent superstructures are supported on a single, common undercarriage, in particular when the individual vehicle parts are connected to one another in an articulated manner.

In all of the cases mentioned, the present invention is based on motorized undercarriages which, if the drive is omitted, can optionally also be used as drives which are otherwise identical.

• die gute Kurvengängigkeit der Fahrzeuge besonders beim Befahren enger Gleisbögen
• die günstigen Ein- und Ausstiegsverhältnisse, sowie der durchgehend niedrige Fahrzeugboden der Fahrzeuge
• die vielseitige Anwendbarkeit bei den unterschiedlichsten Fahrwerksanordnungen
• die weitgehendst identische Bauart von motorisierten Fahrwerken und nichtmotorisierten Laufwerken

The main features of the present invention are:

• the vehicles' good cornering ability, especially when driving on narrow curves
• the favorable entry and exit conditions, as well as the consistently low vehicle floor of the vehicles
• the versatility in a wide variety of chassis configurations
• the largely identical design of motorized undercarriage and non-motorized undercarriage

The following are known from the prior art:

• Rail vehicles whose undercarriages enable their wheelsets to be adjusted radially when cornering
  DE-OS 32 30 419
• Rail vehicles whose undercarriages enable a mutually controlled radial adjustability of their wheel sets when cornering
  DE-OS 30 30 084
• Rail vehicles whose undercarriages enable their wheel sets to be positively and radially adjusted when cornering, controlled by the vehicle body
  EP 0 072 328
• Rail vehicles, the undercarriages of which have a chassis frame consisting of at least two parts which are connected to one another in an articulated manner and which enable the wheel sets to be adjusted radially when cornering
  US-A 4 434 719 (see introductory part of claim 1) and DE-OS 32 21 755
• Rail vehicles whose undercarriages enable a vehicle floor that is at least partially lowered
  EP 0 058 914, EP 0 071 575 and DE OS 33 26 540

Trolleys or bogies of rail vehicles are known, the wheelsets of which are also guided in parallel by known means in order to ensure stable straight running by means of a wheel set guide which is rigid to rigid in the longitudinal direction of the vehicle, in particular in the case of fast-moving vehicles.

When driving on bends, however, the known effect of the longitudinal and transverse sliding of the wheels on the rails occurs in the wheelsets guided in this way, which is particularly evident in tight curves, e.g. in light rail operations, as annoying "squeaking curves" that are perceived as annoying and subject to increased wear.

To counter this circumstance, one proceeds, for example, with the means shown in DE-OS 32 40 419 to reduce the rigidity of the wheel set guidance in the longitudinal direction of the vehicle. The radial adjustability of the wheel sets achieved by this measure, which only moves within the longitudinally elastic range of the wheel set guide, however leads to uncontrolled wheel set positions which, as practice has shown, does not have to result in an exact setting of the wheel sets to the center of the curve, but can even lead to an anti-radial setting of the leading wheel set in the track curve under unfavorable conditions.

To remedy this is the subject of DE-OS 30 30 084, which shows a mutually controlled radial adjustability of the wheel sets, in particular for bogies or bogies, in which each wheel set is driven by an associated motor. The problem that arises here, which entails radially adjustable wheel sets in relation to drive and brakes, is solved in the present case in that no relative movements resulting from the radial adjustability of the wheel sets are caused between the motor and wheel set, and between the brake and wheel set, in that the motors supported on the one hand on the wheel axles are connected to one another pivotably about a vertical axis and the brakes are suspended on a brake beam connected to the respective motor.

A disadvantage of this concept appears to be the fact that the mutually controlled radial adjustability of the wheel sets must be brought about via the motor housing and the motors must always be supported on the wheel axles for this.

Another embodiment of making the wheel sets of a motorized undercarriage or bogie radially adjustable is shown in EP 0 072 328, although this is a forced radial adjustment of the wheel sets controlled by the vehicle body, but otherwise relates to the installation of the drive reference can be made to the statements made above.

A further development of making wheel sets radially adjustable in accordance with one of the abovementioned possibilities, but without having to support the associated drive motor directly on the wheel axle, is formed by the undercarriage frames, which consist of at least two parts which are connected to one another in an articulated manner, as is the case, for example, in US Pat. No. 4,434 719 is shown using a very elaborate example. After all, this solution offers the possibility of realizing the two previously mentioned modes of operation of radially adjustable wheel sets, taking into account motors that are not supported on the wheel sets, namely in the form of mutually controlled wheel sets or those controlled by the vehicle body. The teaching described here, however, is still very much based on the original structure of a classic bogie and requires, in addition to the actual, articulated, control-carrying subframe, a pair of side frames and a cradle support for supporting the vehicle body.

The solution shown is so complex because the C-shaped subframes do not have a supporting function in terms of supporting the vertical forces, as is done in contrast to the solution according to the invention by the cantilever arms. Rather, the vertical forces directly above the axle bearing points on a span that corresponds to the center distance are taken over by elastic thrust cushions, which also perform the relative movements that arise during cornering between each subframe and the common side frame. However, the following basically applies: the further away from the fulcrum, the greater the unscrewing movements to be absorbed by the elastic elements, which go hand in hand with increasing material stress and consequently increasing wear. It is therefore an advantage at Solution according to the invention which, when cornering the turning movement of the two half-frame spring elements, is arranged on a base which is significantly smaller than the center distance of the wheel sets and which also varies with the length of the cantilever arms, ie can be adapted to the particular vehicle and curve conditions.

Another possibility of achieving the radial adjustability of the wheel sets by means of a chassis frame consisting of at least two parts which are connected to one another in an articulated manner is disclosed in DE-OS 32 12 755. In this design, the bogie frame is dispensed with in the usual sense and the diagonally opposite wheels of a chassis are connected by means of Z-shaped diagonal supports, on which the vehicle body is supported resiliently. The diagonal brackets can move relative to each other in the direction of travel so that the wheel sets can be adjusted radially when cornering.

In addition to the previously discussed aspects regarding the requirement for good cornering for a track-bound vehicle, there is a second requirement, especially for a rail vehicle for local public transport, the favorable entry and exit conditions in connection with a consistently low vehicle floor due to an extremely low overall height of their driving - and drives with small wheel diameters.

For this purpose, the embodiments according to EP 0 058 914, EP 0 071 575 and DE-OS 3 326 540 are known in the prior art. The first serious disadvantage, however, must be considered that in all the cases shown, the vehicle floor can only be partially lowered. This is due to the second shortcoming of the solutions shown, namely that the disclosed drive and bogies of different heights do not allow free application in the most varied of chassis arrangements and thus make a consistently lower vehicle floor impossible.

This is precisely where the present invention comes in, with the task of adapting to all selected chassis arrangements by means of a largely identical design of motorized undercarriages and non-motorized undercarriages and, when using small wheel diameters for the vehicles, in addition to favorable exit and entry conditions, a continuously lower vehicle floor enable, but at the same time takes into account all conditions of stable straight running, and in particular meets the requirements for good cornering taking into account noise reduction and wear reduction, especially when driving on narrow bends.

The basic idea of the invention is based on the creation of motorized undercarriages and non-motorized drives of largely identical construction, the load-bearing components of which consist of two half frames, which are articulated on the one hand about the vertical axis and which are supported on the other by cantilevers and / or by means of pendulums are suspended from these and whose resilient elements are able to simultaneously absorb the unscrewing movement of the two half-frames, resulting from the radial position of the wheel sets in relation to the curve travel of the vehicles.

Particular care was taken here to ensure that the spring elements, which are spatially stressed in the direction of thrust, are at a distance from the fulcrum of the half-frame, which, as disclosed in the figures, is significantly smaller than the center distance of the wheel sets. With the length of the cantilever arms, this distance can also be optimized in relation to the respective vehicle and curve conditions so that the material stress is within the permitted limits and wear does not occur.

The difficulties and disadvantages known from the prior art are not suppressed by the wording of the main claim 1) of the solution according to the invention with secondary measures, but are avoided in a simple and uncomplicated manner. Special emphasis was placed on being able to integrate suspension and guide elements that are common today, as well as known drive and braking devices, into the concept unchanged.

This solution can also be designed in such a way that, with regard to the radial adjustability of the wheel sets, it is basically either one of the two known operating modes, namely can operate the mutual self-control or the box-side forced control. In both cases, this solution can take into account the special requirements that arise in the case of radially adjustable wheel sets in connection with the drive and brakes due to its structural design.

This is also shown not least by the fact that the solution is not subject to any additional loads or wear resulting from it, so that it is particularly suitable for the use of small wheel diameters.

Furthermore, the solution according to the invention enables a number of design forms which, with the same basic concept, are able to meet the most varied of requirements and are contained in the subclaims.

The invention is explained below, for example with reference to a drawing.

Show it:

Figure 1: A non-motorized drive in perspective.

FIG. 2: A top view of a motorized undercarriage analogous to the embodiment according to FIG. 1.

Figure 3: The schematic diagram of a motorized chassis with mutually controlled, radially adjustable wheelsets, according to Figure 2.

Figure 4: The schematic diagram of a motorized chassis, according to Figure 3, but with radially adjustable wheelsets controlled on the car body side.

FIG. 5: A motorized undercarriage, according to FIG. 2, or a non-motorized undercarriage according to FIG. 1 with an additionally cross-elastic, ring-shaped axle guide.

Figure 6: A motorized undercarriage, according to Figure 2 or non-motorized undercarriage according to Figure 1 with additional transverse elastic, V-shaped axis guide.

Figure 7: A motorized chassis, according to Figure 2 or non-motorized drive according to Figure 1 with direct support of the vehicle body

Figure 8: A non-motorized drive in perspective.

FIGS. 9 to 12: A plurality of undercarriage arrangements with motorized undercarriages and non-motorized undercarriages of a corresponding design, which are particularly suitable for light rail vehicles, the undercarriages and undercarriages having small wheel diameters and permitting a continuously lower vehicle floor.

In a non-motorized drive 1 shown in Figure 1, two sets of wheels 2, 2 'in a c-shaped first or second half frame 3, 3' at axle bearings 10, 10 'out. The c-shaped half frames 3, 3 'each have two supporting cantilever arms 4, 4', which are each supported by a spring element 5 on the opposite c-shaped half frame 3, 3 '. The spring elements 5 have a primary spring action and also take the resulting from the cornering, relative unscrewing movement of the two c-shaped half frames 3, 3 'frictionless and springy as a pushing movement. Likewise, the rotary movement takes place in the common pivot bearing 7 of the rear portion of the c-shaped half frame 3, 3 'formed as connection support 6, 6'. The connection supports 6,6 'are formed in the area of the supporting cantilever arms 4, 4' and the rear part of the c-shaped half frame 3, 3 'as corner stiffeners 8, 8' for receiving vehicle box springs 9.

The outer bearing of the wheel sets 2, 2 'shown in Figure 1 is not binding, since the concept shown can be implemented both independently of the track width and with internally mounted wheel sets.

Figure 2 shows the top view of the drive according to Figure 1, but in a motorized version. In a motorized undercarriage 11, two drive wheel sets 12, 12 'of a c-shaped first or second half frame 3, 3' are guided on axle bearing points 10, 10 '. Furthermore, a drive 16, 16 'consisting of a motor 13, 13' and a clutch 14, 14 'and a transmission 15, 15' is provided, as well as brakes 17, 17 'and / or 27, 27'. Here, the drives 16, 16 'and the brakes 17, 17' and 27, 27 'are installed in the c-shaped half frame 3, 3' in such a way that, relative to the drive gear sets 12, 12 ', there are no relative movements to one another resulting from cornering surrender.

These are, as already described in Figure 1, on the one hand in the common pivot bearing 7 of the two, with connection supports 6,6 'connected, c-shaped half-frames 3, 3' and on the other hand carried out by the spring elements 5, via which the supporting cantilever arms 4 , 4 'on the opposite c-shaped half frame 3, 3'.

The vehicle box springs 9 are arranged on the corner stiffeners 8, 8 '.

Figure 3 shows the motorized chassis 11 shown in Figure 2 in a schematic diagram. It is particularly clear that the radial adjustability of the wheel sets 12, 12 'is mutually controlled in a simple manner. It can move the two, with connection supports 6,6 'connected, c-shaped half frame 3, 3' about the vertical axis in the common pivot bearing 7. This rotary movement is taken up by the spring elements 5, which support the supporting cantilever arms 4, 4 'with one another or on the respective c-shaped half frame 3, 3', in the direction of thrust. The extent of the unscrewing movement of the two c-shaped half frames 3, 3 'relative to one another is determined by the curve radius on which the wheel sets 12, 12' adjust radially towards the center of the curve, without resulting relative movements between the drive 16, (16 ') or the brakes 17, (17 '), or 27, (27') and the wheelset 12, (12 ') arise. The longitudinal entrainment between the motorized chassis 11 or the non-motorized drive 1 and a vehicle body 20 takes place via a longitudinal link 19 arranged in the vehicle longitudinal direction. This, with its one end on the c-shaped first or second half frame 3 or 3 'or in the pivot bearing 7, acts on the longitudinal link 19, is gimbaled at its other end on a pin 18 fastened to the vehicle body 20.

The vehicle body 20 is also supported on the vehicle box springs 9 on the corner stiffeners 8, 8 'of a motorized chassis 11 or non-motorized drive 1.

Here, e.g. in the case of an articulated vehicle either support one vehicle part in the middle, or the adjacent superstructures of two vehicle parts, or one end of the vehicle.

Figure 4 shows a motorized chassis 41 in a schematic diagram, with a coupling of the wheel sets 12, 12 'to each other by a on the axle bearing 10' attacking, arranged on both sides of the motorized chassis 41 on the c-shaped half frame 3 handlebar-lever system 21. By this the wheel sets 12, 12 'from the vehicle body 20 are forcedly controlled as soon as there is a turning movement between the vehicle body 20 and the motorized undercarriage 41 or the non-motorized drive 31 as a result of cornering.

Figures 5 to 7 show the axle bearing 10, 10 'at the ends of the c-shaped first or second half frame 3, 3' or 33, 33 'in conjunction with a drive wheel set 12, 12' or wheelset 2, 2 mounted there 'As further embodiments that can be used in combination or as an alternative to the solutions shown.

The designs according to FIGS. 5 and 6 make it possible to accommodate an additional transverse-elastic axis guide in the form of an annular, elastic element 22 (FIG. 5), or two V-shaped elastic elements 23 (FIG. 6), which also include a certain primary suspension effect.

Figure 7, however, is based on an axle guide, in which the vehicle box springs 9 are not arranged in the manner described above on the corner stiffeners 8, 8 ', but in the form of a direct support of the vehicle body 20 directly above the axle bearing 10, 10' of the c- shaped half frame 3, 3 'and 33, 33' are provided.

Another advantageous further development is disclosed in FIG. 8. The example of a non-motorized drive 32 shows a c-shaped half frame 33, the two supporting cantilever arms 34, 35 of which are bent differently, namely once upwards (34) and once downwards (35). By a rotationally symmetrical approach, it results that the opposite c-shaped half frame 33 ', the supporting cantilever arms 34', 35 'are also bent differently, leads to the desired nesting of both frame halves. Thus, the supporting cantilever arms 34 and 35 'and 34' and 35 are arranged one above the other in the longitudinal direction. While the two c-shaped half frames 33, 33 'are connected to one another via a connection support 6, 6' in the pivot bearing 7 in an articulated manner about the vertical axis, on the other hand the diagonally opposite, upper ends of the supporting cantilever arms 34, 34 'are supported by one each Spring element 5 on the respectively lower end of the supporting cantilever arm 35, 35 '. Furthermore, the diagonally opposite, lower ends of the supporting cantilever arms 35, 35 'are each suspended via a pendulum 25 and spring elements 24 at the respective upper end of the supporting cantilever arm 34, 34'.

This arrangement allows a mutual unscrewing movement of the c-shaped half frames 33 and 33 'resulting from the radial position of the wheel sets 2, 2' to each other, corresponding to the curvature of the vehicle 20th

To accommodate the vehicle box springs 9 serve as inner corner stiffeners 8, 8 'formed rear parts of the c-shaped half frame 33, 33' in the connection area of the connection supports 6,6 '. Alternatively, the vehicle box springs 9 can also be provided on outer brackets on the c-shaped half frame 33, 33 ', or the direct support shown in FIG. 7 can be used.

Also in the case of a motorized undercarriage 42 designed on this basis, the relative movements resulting from the arc travel always take place between the heathly c-shaped half frames 33 and 33 '. They are carried out in the present solution by the means 7, 5 and 25, 24, so that there are no resulting from the arc travel between the wheel set 12, 12 'and drive 16, 16' or brake 17, 17 'or 27, 27' Relative movements can result.

FIGS. 9 to 12 show rail vehicles in which the vehicle body 20 is supported on the most varied of chassis arrangements of motorized undercarriages 11, 41, 42 and / or non-motorized drives 1, 31, 32. Here, the present invention can be used in the form of motorized undercarriages 11, 41, 42, or non-motorized drives 1, 31, 32 of largely identical construction, for example under trailer vehicles whose vehicle structure is supported on two non-motorized drives 1, 31, 32 (FIG 9), as well as under traction vehicles, in particular when the individual vehicle parts are articulatedly connected to one another (FIGS. 10 to 12), or also when the adjacent superstructures of two vehicle parts are on a common driving or running gear (11, 41 , 42 or 1, 31, 32) support (Figure 12).

Such a running gear can therefore be designed as a motorized running gear 11, 41, 42 or non-motorized running gear 1, 31, 32 of largely identical construction. It can adapt to all selected chassis arrangements and, through the use of drive and wheel sets 12, 12 'or 2, 2' with small wheel diameters for a vehicle 20 in addition to inexpensive entrances and exits 38, also enable a continuously lower vehicle floor 39.

In particular, the articulated design of the motorized undercarriages 11, 41, 42 and the non-motorized undercarriages 1, 31, 32 enables good maneuverability in curves, so that noise and wear and tear are largely avoided even when driving on narrow curves.

In this case, no additional aids (eg control frame etc.) are required for the radial adjustability of the wheel sets 2, 2 'or 12, 12', since this effect due to the articulated connection of two load-bearing components, the c-shaped half frame 3, 3 'or 33, 33 'is reached.

By taking into account the special requirements that arise with radially adjustable wheel sets 12, 12 'in connection with the drive 16, 16' and the brakes 17, 17 'and 27, 27', known drive and braking devices can be used in the concept shown be taken over unchanged.

Claims (10)

1. A chassis for track vehicles, for receiving at least one body, comprising at least two wheel sets (2, 2′), a C-shaped half-frame (3, 3′) receiving a wheel set (2, 2′) on one side in each case and the two half-frames (3, 3′) being connected with one another in mirror-inverted fashion by means of cantilevers (4, 4′) arranged on the other side, being pivotable about the vertical axis via a vertical pivot bearing (7) and being mutually supported on one another, characterised in that each half-frame (3, 3′) comprises two cantilevers (4, 4′) and the two cantilevers (4) of the first half-frame (3) rest via spring elements (5) upon the second half-frame (3′) and the two cantilevers (4′) of the second half-frame (3′) rest via spring elements (5) upon the first half-frame (3), so that the outward rotational movement of the two half-frames (3, 3′) produced when travelling around bends is absorbed by the spring elements (5) in the direction of thrust.

2. A chassis according to claim 1, characterised in that driving wheel sets (12, 12′) are guided at the axle bearing points (10, 10′) by a first or second C-shaped half-frame (3, 3′) in each case, are driven by a drive (16, 16′) in each case and are decelerated by the brakes (17, 17′) and/or (27, 27′), the drive (16, 16′) and brakes (17, 17′) and/or (27, 27′) being installed in the first or second C-shaped half-frame (3, 3′) in such a manner that no relative movements resulting from travelling around bends are generated relative to the driving wheel sets (12, 12′) in that the two C-shaped half-frames (3, 3′) comprise two supporting cantilevers (4, 4′) in each case, which are supported in each case via a spring element (5) upon the respective opposite C-shaped first or second half-frame (3, 3′) and the spring elements (5) are able to resiliently absorb the relative outward rotational movement of the two C-shaped half-frames (3, 3′) produced when travelling around bends as a thrust movement and the rotational movement takes place in the common pivot bearing (7) of the rear section of the C-shaped half-frames (3, 3′) designed as a connecting support (6, 6′) and the vehicle body (20) is supported via the vehicle body springs (9) upon the corner reinforcements (8, 8′).

3. A chassis according to one of claims 1 to 2, characterised in that the supporting components of a motorised chassis (32) or non-motorised bogie (42) comprise two C-shaped half-frames (33, 33′), which on the one hand are connected with one another in the pivot bearing (7) so as to pivot about the vertical axis and on the other hand are resiliently (5) supported upon one another via supporting cantilevers (34, 34′) and/or their supporting cantilevers (35, 35′) are resiliently (24) suspended by means of pendulums (25) from the cantilevers (34, 34′), and their resilient elements (5, 24, 25) have both a primary spring action and are able to absorb the outward rotational movement of the two C-shaped half-frames (33, 33′).

4. A chassis according to one of claims 1 to 3, characterised in that drive means (16, 16′) for driving at least one wheel set (12, 12′) are secured on the first or second half-frame (3, 3′ or 33, 33′) of the chassis.

5. A chassis according to one of claims 1 to 4, characterised in that braking means (17, 17′) and/or (27, 27′) for decelerating at least one wheel set ( 12, 12′ or 2, 2′) are secured on the first or second half-frame (3, 3′ or 33, 33′) of the chassis.

6. A chassis according to one of claims 1 to 5, characterised by spring elements (9) arranged on each half-frame (3, 3′ or 33, 33′) for resiliently accommodating the vehicle body (20).

7. A chassis according to one of claims 1 to 6, characterised in that the means (5, 7) for the articulated design of the motorised chassis (11, 41, 42) and of the non-motorised bogie (1, 31, 32) are designed in such a manner that they allow for good radial adjustability of the wheel sets (12, 12′ or 2, 2′) towards the centre point of the bend, even when travelling around narrow track bends, and are suitable for the application of small wheel diameters and for the vehicle body (20) allow for both a favourable entry and exit (38) as well as a continuous low vehicle floor (39).

8. A chassis according to one of claims 1 to 7, characterised in that the basic design of the motorised chassis (11, 41, 42) is identical to that of the non-motorised bogie (1, 31, 32) and both can be adapted to widely varying chassis arrangements (Figs. 9 to 12).

9. A chassis according to one of claims 1 to 8, characterised in that for a reciprocal control of the wheel sets ( 12, 12′; 2, 2′), the connecting supports (6, 6′) connected with one another in the common pivot bearing (7) are arranged on the C-shaped half-frames (3, 3′; 33, 33′).

10. A chassis according to one of claims 1 to 9, characterised in that for a forced control of the wheel sets (2, 2′) from the vehicle body (20), a steering lever system (21) is arranged on both sides of a C-shaped first or second half-frame (3, 3′) and is connected with the axle bearing points (10′).

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