EP0280040B1 - Train de roulement pour véhicule ferroviaire - Google Patents

Train de roulement pour véhicule ferroviaire Download PDF

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Publication number
EP0280040B1
EP0280040B1 EP88100977A EP88100977A EP0280040B1 EP 0280040 B1 EP0280040 B1 EP 0280040B1 EP 88100977 A EP88100977 A EP 88100977A EP 88100977 A EP88100977 A EP 88100977A EP 0280040 B1 EP0280040 B1 EP 0280040B1
Authority
EP
European Patent Office
Prior art keywords
wheel
undercarriage
hydraulic
wheels
rods
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88100977A
Other languages
German (de)
English (en)
Other versions
EP0280040A2 (fr
EP0280040A3 (en
Inventor
Hans Peter Lang
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AEG Schienenfahrzeuge Nahverkehr und Wagen GmbH
Original Assignee
MAN GHH Schienenverkehrstechnik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MAN GHH Schienenverkehrstechnik GmbH filed Critical MAN GHH Schienenverkehrstechnik GmbH
Priority to AT88100977T priority Critical patent/ATE66418T1/de
Publication of EP0280040A2 publication Critical patent/EP0280040A2/fr
Publication of EP0280040A3 publication Critical patent/EP0280040A3/de
Application granted granted Critical
Publication of EP0280040B1 publication Critical patent/EP0280040B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated

Definitions

  • the invention relates to a chassis for rail vehicles, in particular a bogie, according to the preamble of claim 1.
  • the requirement for good bowing behavior means that the wheelsets of a chassis are positioned as radially as possible with respect to the rails, so that the optimal rolling condition is fulfilled.
  • This condition assumes that the wheels follow the rail tangentially and roll without slipping in the wheel contact points.
  • This ideal state can only be achieved approximately with rail vehicle undercarriages with rigid wheel sets.
  • the restrained forces act in such a way that a turning moment arises around the vertical axis.
  • These physical effects are known as the guiding and self-turning ability of the rigid wheel set and can be used for a radial adjustment of the wheel sets when traveling on bends.
  • a drive for a rail vehicle with a load-bearing frame supported on the axle bearings with at least two wheel sets coupled in opposite directions by a mechanical coupling device is known, the running surfaces of the wheels having a certain conicity between the load-bearing frame and the axle bearings provided laterally and in the longitudinal direction resilient supports and the stiffness of the resilient supports is dimensioned such that when cornering, the elastic restoring forces on each wheel set are smaller than the steering forces generated by the tread taper.
  • a drive for a rail vehicle with at least two wheel sets coupled to one another by a mechanical coupling device the coupling device having two arms and struts lying on the same side of the drive, each of which at one end a wheel set is fastened and the free ends of which are directed towards one another, the free ends of the arms being connected to one another via the coupling device which is designed in such a way that it allows a dead play between the ends of the arms, but a rotation of one of the arms in the transfers the layer containing the two arms to the other arm.
  • This hydraulic or pneumatic damping device keeps the center of the bogie clear, but only dampens the opposite turning movements of the two wheel sets.
  • the reversal of a force transmitted from a wheelset bearing to the coupling unit into a force of the same amount but acting in the opposite direction on the wheelset bearing housing of the other wheelset and the transmission of wheelset forces acting in the same direction to the chassis frame is not possible.
  • a drive for a rail vehicle which is supported on at least two wheel sets that are coupled in opposite directions, the axle bearing housing or the most distant wheel sets each on a piston rod of a Frame of the chassis attached, associated hydraulic cylinders are articulated.
  • the axle bearings additionally being operatively connected via a piston rod to another chamber of a hydraulic cylinder fastened to the frame of the chassis, and the corresponding chambers of the hydraulic cylinders of one end of the Chassis and the corresponding chambers of the hydraulic cylinder of the other end of the chassis are each connected by a line.
  • the object of the present invention is to provide a running gear for a rail vehicle with which the wheel set turning movements of both wheel sets can be coupled in opposite directions in the sense of good ground behavior, that is to say radial adjustment with high stability at the same time, with which additional dampers are avoided the longitudinal forces from deceleration and braking processes elastic and, based on the wheel set movements can be transferred without reaction from the wheel sets to the bogie frame, while at the same time the space in the center of the bogie is kept free for the arrangement of further structural elements and in which the force introduction points between the coupling device and the bogie frame are also minimized.
  • the number of coupling points is minimized, as a result of which the force introduction points, which are unfavorable for certain bogie designs, can be avoided.
  • This is particularly important for bogies with fiber composite frames; in bogies of this type, the side members are part of the primary suspension and are therefore elastic.
  • the elastic articulation of the central hydraulic units at two locations particularly suitable for elastic bogie frames enables the degree of coupling of the wheel sets to be varied in a simple manner by modifying the stiffness in the spring elements.
  • the longitudinal forces resulting from the deceleration and acceleration processes are introduced elastically into the bogie frame.
  • the integrated damping valves allow a precisely adjustable and adjustable damping of the wheel set turning movements.
  • the two rigid wheel sets are denoted by 1, 1 ⁇ , which are suitably fastened to the bogie frame 2 via wheel set bearings 3.
  • the wheel set 1 has two wheels 9, 50 rigidly connected to the wheel axle and the wheel set 1 ⁇ has two wheels 9 ⁇ , 50 ⁇ connected to the wheel axle.
  • a mounting hole for a pivot is designated, with which the Chassis frame is connected to the bogie.
  • FIG 2a shows schematically the coupling of the individual wheel sets with each other.
  • elastic primary spring elements are referred to, which connect the wheelset bearings 3 to the bogie frame 2.
  • flexible transmission rods 5, 5 ⁇ act on the wheelset bearings 3, the other ends of which are each connected to a piston rod 15, 16 of the hydraulic unit 6 via an elastic joint 7.
  • the hydraulic unit 6 is in turn connected to the bogie frame for elastic force transmission to the bogie frame 2 and for its suspension via second spring elements 21, wherein the spring elements 21 can be rubber layer cone springs with different stiffnesses in all three coordinate directions.
  • FIG. 3 shows a section through such a hydraulic unit, the second spring element being designated by 21.
  • the hydraulic unit 6 has a housing 10 in which two piston pairs 23 and 23 ⁇ and 24 and 24 ⁇ , which are arranged parallel to one another but extend in the opposite direction, are arranged, the piston pair 23, 23 ⁇ with a piston rod 16 and the piston pair 24, 24 ⁇ with a piston rod 15.
  • the piston pairs are slidably arranged in corresponding cylinders, the cylinder chambers 11, 12, 13, 14 not occupied by the pistons or piston rods being completely filled with a hydraulic fluid of low compressibility.
  • Overflow bores 17 are provided at the two adjacent ends of the cylinder chambers one of the overflow holes connects the cylinder chambers 11 and 14 and the other overflow hole connects the chambers 12 and 13 to one another.
  • Damping valves 18, which have adjusting screws 19 and pressure springs 20, are inserted into the overflow bores, the damping being adjustable by adjusting the adjusting screws.
  • a longitudinal displacement of the piston rod 15 in the direction of arrow F leads to the displacement of hydraulic fluid from the cylinder chamber 11, as a result of which it flows through the bore 17 and the damping valve 18 into the cylinder chamber 14 and thereby acts on the piston pair 23, 23 ⁇ in the opposite direction.
  • the same compensation process now takes place between the cylinder chambers 13 and 12, so that the piston rod 16 is displaced in the direction of the arrow P, the damping being variable by turning the adjusting screws 19 and thus variable pretensioning of the pressure spring 20.
  • bores 26 are advantageously to the cylinder chambers, to which a passive hydraulic pressure accumulator 27, for example a membrane or bladder accumulator, is connected in connection with corresponding check valves 28.
  • the transmission rods 5, 5 ⁇ consist of a flexible material while minimizing the elastic joints, or that rigid transmission rods 5, 5 ⁇ in Connection with two elastic joints 7, 47 are used, which in turn have very high rigidity in the longitudinal direction and, for example Can be rubber joints for damper attachments (Figure 2b).
  • Vertical relative movements of the bogie frame relative to the wheelsets lead to opposite piston movements in the hydraulic unit 6. Therefore, the vertical primary suspension is not hindered by the hydraulic units.
  • FIG. 4 shows a second exemplary embodiment, in which the individual wheel sets of the undercarriage are so far apart that the use of transmission rods 5 becomes problematic.
  • the two wheel sets are in turn fastened to the chassis frame 2 by means of primary spring elements 4, for example rubber layer springs.
  • primary spring elements 4 for example rubber layer springs.
  • On each long side of the chassis is the previously centrally located hydraulic unit divided into two hydraulic cylinders 30 each, with each wheel set bearing 3 being assigned a hydraulic cylinder 30.
  • the two hydraulic cylinders on each chassis side are connected to one another via hydraulic lines 31 in the sense of an opposite coupling of the wheel set turning movements.
  • each hydraulic cylinder 30 is connected to the wheel set bearing 3 via a suitable joint 29, while the cylinder itself is connected to the chassis frame 2 via a corresponding joint 29 ⁇ .
  • a hydraulic pressure accumulator 41 with corresponding check valves 40 can be assigned to each hydraulic cylinder.
  • FIG. 5 shows a section through such a hydraulic cylinder 30.
  • the compensation process of the liquid displaced in the cylinder chambers 32 and 33 or 33 ⁇ and 32 ⁇ of the corresponding hydraulic cylinder with longitudinal displacement of the piston rod 34 takes place via the bore 38 and a damping valve 37 in the manner already described.
  • the damping valves described above ensure a targeted, adjustable and adjustable damping of the wheel set turning movements.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Handcart (AREA)
  • Body Structure For Vehicles (AREA)

Claims (10)

  1. Châssis pour un véhicule sur rails comportant deux essieux reliés entre eux en opposition par un dispositif de couplage, dont chacun présente un axe tournant dans deux boîtes d'essieux, sur lequel les deux roues sont fixées rigidement, les boîtes d'essieux étant reliées au châssis par l'intermédiaire d'éléments de suspension primaire élastiques, et le dispositif de couplage comportant deux unités hydrauliques à double action montées sur les faces longitudinales du châssis, lesquelles unités hydrauliques sont réalisées de manière telle qu'elles transforment la force exercée sur elles par une boîte d'essieux de l'un des essieux en une force de même valeur, mais de direction opposée, agissant sur la boîte d'essieux de la roue roulant sur le même rail de l'autre essieu, et comportent deux barres s'étendant dans des directions opposées, dont les extrémités libres sont reliées aux boîtes d'essieux des roues roulant sur le même rail des deux essieux, caractérisé en ce qu'une unité hydraulique (6) centrale est montée sur chaque face longitudinale du châssis, et en ce que chaque unité hydraulique (6) comporte deux pistons (23,23' ,24,24') parallèles mais opposés l'un à l'autre, qui sont montés avec possibilité de déplacement dans deux cylindres, des trous d'écoulement (17) étant prévus aux deux extrémités voisines des cylindres, et reliant entre eux les deux cylindres.
  2. Châssis selon la revendication 1, caractérisé en ce qu'un cylindre hydraulique est monté sur chaque boîte d'essieu.
  3. Châssis selon la revendication 1, caractérisé en que les barres sont des barres de transmission (5,5') élastiques en flexion, qui sont fixées d'une part sur les boîtes d'essieux (3) et d'autre part sur les extrémités tournées vers elles des tiges de piston (15,16) des unités hydrauliques (6) par l'intermédiaire d'articulations (7) élastiques à raideur élevée dans la direction longitudinale.
  4. Châssis selon la revendication 1, caractérisé en ce que les barres sont des barres de transmission rigides, et sont reliées par l'intermédiaire d'articulations (7) élastiques à raideur élevée dans la direction longitudinale aux extrémités tournées vers elles des tiges de piston (15,16) des unités hydrauliques (6) d'une part, et d'autre part par l'intermédiaire d'articulations (47) avec les boîtes d'essieux.
  5. Châssis selon la revendication 2, caractérisé en ce que les barres sont les tiges de piston des cylindres hydrauliques (30), qui sont reliées par l'intermédiaire d'articulations (29) élastiques aux boîtes d'essieux qui leur sont associées.
  6. Châssis selon la revendication 1, caractérisé en ce qu'une soupape d'amortissement (18) réglable est prévue dans chaque trou d'écoulement (17).
  7. Châssis selon la revendication 1, caractérisé en ce que chaque unité hydraulique (6) est reliée par l'intermédiaire d'un élément élastique (21) aux longerons du châssis (2).
  8. Châssis selon la revendication 7, caractérisé en ce que les éléments élastiques (21) sont des ressorts coniques avec des raideurs différentes dans les trois directions.
  9. Châssis selon la revendication 5, caractérisé en ce que les cylindres hydrauliques (30) sont reliés par l'intermédiaire d'articulations (29') élastiques aux longerons du châssis (2).
  10. Châssis selon la revendication 1, caractérisé en ce que les éléments de suspension primaire (4) élastiques sont des ressorts à couche de caoutchouc parallèles.
EP88100977A 1987-02-26 1988-01-23 Train de roulement pour véhicule ferroviaire Expired - Lifetime EP0280040B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88100977T ATE66418T1 (de) 1987-02-26 1988-01-23 Fahrwerk fuer ein schienenfahrzeug.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873706180 DE3706180A1 (de) 1987-02-26 1987-02-26 Fahrwerk fuer ein schienenfahrzeug
DE3706180 1987-02-26

Publications (3)

Publication Number Publication Date
EP0280040A2 EP0280040A2 (fr) 1988-08-31
EP0280040A3 EP0280040A3 (en) 1988-11-30
EP0280040B1 true EP0280040B1 (fr) 1991-08-21

Family

ID=6321810

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88100977A Expired - Lifetime EP0280040B1 (fr) 1987-02-26 1988-01-23 Train de roulement pour véhicule ferroviaire

Country Status (3)

Country Link
EP (1) EP0280040B1 (fr)
AT (1) ATE66418T1 (fr)
DE (2) DE3706180A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT394981B (de) * 1988-09-23 1992-08-10 Sgp Verkehrstechnik Laufwerk fuer schienenfahrzeuge
AT395138B (de) * 1989-02-20 1992-09-25 Sgp Verkehrstechnik Laufwerk fuer schienenfahrzeuge
AT391113B (de) * 1988-09-23 1990-08-27 Sgp Verkehrstechnik Laufwerk fuer schienenfahrzeuge
IT8822582A0 (it) * 1988-11-10 1988-11-10 Socimi Carrello ferroviario sterzante.
DE4240098A1 (de) * 1992-11-28 1994-06-01 Krupp Verkehrstechnik Gmbh Fahrwerk für Schienenfahrzeuge
ATE190574T1 (de) * 1996-04-27 2000-04-15 Leitner Austria Gmbh Fahrwerk, insbesondere drehgestell
DK1228937T3 (da) * 1999-08-31 2005-01-24 Metalocaucho S L Styreanordning til et skinneköretöjs aksler
AT518973B1 (de) * 2016-03-17 2021-06-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
CN114987569B (zh) * 2021-06-08 2023-08-08 合肥工业大学 一种轨道车辆抗侧倾的研判方法及液压互联机构

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE833200C (de) * 1950-02-02 1952-03-06 Siegener Eisenbahnbedarf A G Hydraulisch gesteuerte Vorrichtung zur bogensenkrechten Einstellung der Radachsen von Laufwerken von Schienenfahrzeugen
DE850623C (de) * 1951-03-10 1952-09-25 Linke Hofmann Busch Drehgestell fuer Schienenfahrzeuge mit radialer Achseinstellung
GB1510927A (en) * 1972-11-10 1978-05-17 South African Inventions Railway vehicle suspension
US4067261A (en) * 1972-11-10 1978-01-10 South African Inventions Development Corporation Damping railway vehicle suspension
BR7308820D0 (pt) * 1972-11-10 1974-08-22 South African Inventions Processo para reduzir ao minimo a oscilacao e aperfeicoar a capacidade de curva de um truque de estrada de ferro e truque e veiculo para estrada de ferro
DE2553310C3 (de) * 1975-11-27 1980-01-10 Mak Maschinenbau Gmbh, 2300 Kiel Vorrichtung zur Kopplung der Ausdrehbewegung zweier Laufwerke von Schienenfahrzeugen
CA1115126A (fr) * 1978-07-12 1981-12-29 Urban Transportation Development Corporation Ltd. Bogie orientable a roue unique pour vehicule articule de chemin de fer
US4440094A (en) * 1980-02-28 1984-04-03 General Electric Company Fluid self-steering railway vehicle truck
DE3123858A1 (de) * 1981-06-16 1982-12-30 Fried. Krupp Gmbh, 4300 Essen Laufwerk fuer ein schienenfahrzeug
DE3331559A1 (de) * 1983-09-01 1985-03-28 Thyssen Industrie Ag, 4300 Essen Achssteuerung fuer schienenfahrzeuge

Also Published As

Publication number Publication date
DE3706180C2 (fr) 1989-03-16
ATE66418T1 (de) 1991-09-15
DE3706180A1 (de) 1988-09-08
EP0280040A2 (fr) 1988-08-31
EP0280040A3 (en) 1988-11-30
DE3864278D1 (de) 1991-09-26

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