EP0303007B1 - Fahrwerk für ein Schienenfahrzeug - Google Patents

Fahrwerk für ein Schienenfahrzeug Download PDF

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Publication number
EP0303007B1
EP0303007B1 EP88107900A EP88107900A EP0303007B1 EP 0303007 B1 EP0303007 B1 EP 0303007B1 EP 88107900 A EP88107900 A EP 88107900A EP 88107900 A EP88107900 A EP 88107900A EP 0303007 B1 EP0303007 B1 EP 0303007B1
Authority
EP
European Patent Office
Prior art keywords
lever
undercarriage
longitudinal
bogie
deflection
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
EP88107900A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0303007A2 (de
EP0303007A3 (en
Inventor
Hans-Peter Lang
Thilo Dr. Von Madeyski
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 AT88107900T priority Critical patent/ATE73067T1/de
Publication of EP0303007A2 publication Critical patent/EP0303007A2/de
Publication of EP0303007A3 publication Critical patent/EP0303007A3/de
Application granted granted Critical
Publication of EP0303007B1 publication Critical patent/EP0303007B1/de
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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • 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

Definitions

  • the invention relates to a chassis for a rail vehicle, in particular a bogie according to the preamble of claim 1.
  • Coupled steering linkages are provided, each containing a wagon body-controlled, laterally mounted on the bogie deflection lever, with which the rail-like axle ends of the two axles are each connected in opposite directions in the longitudinal direction of the chassis via a control rod connected to the free lever end.
  • Such an angle-dependent, kinematic Positive control which is very susceptible to geometrical, for example installation-related incorrect settings, takes away the inherent tendency towards radial self-adjustment from the rigid wheel set and is not the subject of the invention.
  • undercarriages of the type claimed as they are known in the form of so-called cross-anchor bogies, for example from FR-A-2 511 962, the self-turning and guiding ability of the profiled, rigid wheel set, which on the one hand is geometrically defined by the wheel / rail profile conditional, lateral return forces and on the other hand results from slip-related frictional forces in the longitudinal and transverse directions, for automatic radial adjustment of the wheelsets in track arches in such a way that the wheelset axles on the bogie frame are guided in a longitudinally elastic manner and are connected to one another in a self-adjusting manner with regard to their turning movements by a coupling device-independent coupling device.
  • the longitudinal forces from the acceleration and deceleration processes of the rail vehicle are absorbed via the longitudinal axis springs and have a negative influence on the radial self-adjustment of the wheel sets when traveling through bends, which can only be achieved by further increasing the construction effort, namely the installation of additional articulated levers, for example laterally lever systems arranged on the bogie can be avoided, which connect the wheelset axles to the bogie frame to transmit longitudinal force, but can be moved, and inevitably fix the center of the self-adjusting movements to the center of the axle.
  • a single, self-adjusting lever system on each side of the undercarriage which, including the longitudinal damping, consists of a few simple components, which can be accommodated on the undercarriage without problems, keeping the center of the undercarriage free and without additional articulation with the corresponding components on the other undercarriage side the aspect of precise radial self-control in track arches and a high degree of stability, even at very high speeds, guarantees optimal selection and restriction of the degrees of freedom of the wheel sets in the longitudinal direction of the chassis.
  • the two lever systems prevent longitudinal displacements of the wheelset axles in the same direction and the longitudinal forces resulting from braking or acceleration processes are transmitted directly to the undercarriage frame without loading the longitudinally elastic primary suspension via the deflection member this requires an additional, longitudinally rigid articulated connection between the wheelset axles and the chassis frame, while, on the other hand, the wheelsets are not forcibly linked to the car body with regard to pure turning movements, but only to one another and only between axles with the same rail, so that the wheelset adjustment movements are in opposite directions, kinematically independent for each chassis side Longitudinal displacements of the axle ends are limited, for the damping of which only a single damping element is required per lever system, which means that, in a structurally simple manner and with a significantly reduced, unsprung chassis mass, excellent running stability is also achieved in the high-speed range, despite a longitudinally soft axle guide on the chassis for the self-adjusting effect.
  • the kinematic self-steering system according to the invention is excellently suitable for both passenger and freight cars and not only for bogies but also for powered bogies.
  • the kinematic lever system is designed on each chassis side in the manner specified in claim 2 and has, since the primary suspension of the wheelset axles on the chassis frame is not only longitudinally elastic but generally also vertically resilient, preferably that in the claim 3 marked pivot point geometry to ensure that the vertical movements on the one hand and the self-steering movements of the wheel sets on the other hand largely uninfluenced and without feedback.
  • the two dampers according to claim 4 are each between the bell crank and a fixed frame Articulation point arranged so that they do not form part of the unsprung mass, and while longitudinal dampers usually have only relatively small damping paths available, the characteristic required by the damper can be brought into a desired range in a very simple manner by the extension of the deflection lever preferred according to claim 5 no complex special dampers are required.
  • the dampers according to claim 6 preferably work in conformity with the diagonally opposite control levers of the two lever systems, so that despite the small number of a total of two individual longitudinal dampers for the two wheel sets at the chassis-side damper support points only apply the same-directional, symmetrical damping forces to the middle of the chassis.
  • an essential aspect of the invention lies in the degree of freedom of the axles in the longitudinal direction of the chassis, which allows the wheelsets to self-adjust coupling of the wheel sets restricting movement of the same axis ends only in opposite directions, and therefore play in the lever system, in particular at the pivot points, must be avoided as far as possible.
  • the pivot points of the lever systems are preferably designed as wear-resistant rubber joints of very high rigidity.
  • the bogie shown in the figure contains as main components two rigid wheel sets 2, 4, the wheels 6, 8 of which are each provided with a hollow or wear profile, are fixedly connected to the wheel set shaft 10, 12 or axis AA, BB, and one Side and cross members 14, 16 existing bogie frame 18, the (not shown) car body on the side members 14 arranged air springs 20 (Fig. 1 and 2) and z. B. carries a pivot bearing located in the center of the frame (also not shown).
  • the primary suspension effecting the wheelset guidance on the bogie frame 18 consists of spring elements 22 which are elastic in all three coordinate directions, that is to say in the longitudinal, transverse and vertical directions, by means of which the bogie frame 18 is supported on the axle set bearing housing housings 24.
  • the longitudinal elasticity of the wheel set guide, ie the spring elements 22, is decisive for the radial self-adjustment of the wheel sets 2, 4.
  • a self-adjusting lever control which consists of two, kinematically there are independent lever systems 26.1 and 26.2 which are arranged on a longitudinal side of the bogie and which only permit opposite longitudinal movements of the axle ends or axle bearing housings 24 of the pair of wheels 2, 4, which are identical to the rail, relative to the bogie frame 18.
  • each lever system 26.1 and 26.2 contains a reversing lever 30 which is pivotably mounted about a pivot point 28 which is fixed about the bogie approximately in the center of the longitudinal member 14 and two control levers 32 which extend in opposite directions and which on the one hand have pivot points 34, 36 which are symmetrical to the pivot point 28 and which two lever arms of the bell crank 30 and, on the other hand, are connected via pivot points 38 and 40 to the rail bearings 24 of the pair of wheelsets 2, 4 which are the same as rails.
  • Each lever system 26.1 and 26.2 is assigned a damper 42 for the longitudinal movements of the wheelset ends, which is designed as a hydraulic damping element with steep, speed-dependent damping characteristics and, according to FIGS of the lever 30 is articulated. So that when the wheel sets 2, 4 rotate in opposite directions, the bogie frame 18 is not excited to undesired turning movements by the damper forces introduced into the articulation points 44 of the two dampers 42, the longitudinal dampers 42 operate in a movement-conforming manner to the diagonally opposite control levers 32 of the two lever systems 26.1 and 26.2, This is achieved by the arrangement of the longitudinal dampers 42 that is point-symmetrical with respect to the center of the bogie from FIG. 3.
  • the longitudinal dampers 42 are by means of the arms 46 and 48 connected directly to the control lever 32 of the respective lever system 26.1 or 26.2. This eliminates possible elasticities in the pivot and pivot points 28, 34, 36 on the link lever side and ensures a very rigid coupling of the dampers 42 to the wheel set bearing housing 24, as a result of which the opposing wheel set turning and longitudinal movements can be damped with maximum effectiveness. Otherwise, the construction and operation of the bogie according to FIG. 2 is the same as in the first embodiment.
  • slip-controlled gear sets which transmit an adjustable torque can also be provided.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Vehicle Body Suspensions (AREA)
  • Gear Transmission (AREA)
EP88107900A 1987-08-01 1988-05-18 Fahrwerk für ein Schienenfahrzeug Expired - Lifetime EP0303007B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88107900T ATE73067T1 (de) 1987-08-01 1988-05-18 Fahrwerk fuer ein schienenfahrzeug.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3725574 1987-08-01
DE3725574A DE3725574A1 (de) 1987-08-01 1987-08-01 Fahrwerk fuer ein schienenfahrzeug

Publications (3)

Publication Number Publication Date
EP0303007A2 EP0303007A2 (de) 1989-02-15
EP0303007A3 EP0303007A3 (en) 1989-09-06
EP0303007B1 true EP0303007B1 (de) 1992-03-04

Family

ID=6332882

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88107900A Expired - Lifetime EP0303007B1 (de) 1987-08-01 1988-05-18 Fahrwerk für ein Schienenfahrzeug

Country Status (4)

Country Link
US (1) US4903613A (enrdf_load_stackoverflow)
EP (1) EP0303007B1 (enrdf_load_stackoverflow)
AT (1) ATE73067T1 (enrdf_load_stackoverflow)
DE (2) DE3725574A1 (enrdf_load_stackoverflow)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2230677C2 (ru) * 1998-08-06 2004-06-20 Херберт ШЕФФЕЛЬ Тележка с самостоятельным управлением

Families Citing this family (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5211116A (en) * 1988-08-30 1993-05-18 Sig Schweizerische Industrie-Gesellschaft Bogie for high-speed rail vehicles
FR2644418B1 (fr) * 1989-03-15 1996-04-12 Alsthom Gec Bogie de vehicules ferroviaires, comportant un chassis et deux essieux orientables
JPH0773996B2 (ja) * 1991-08-05 1995-08-09 財団法人鉄道総合技術研究所 鉄道車両用台車枠
US5199359A (en) * 1992-05-20 1993-04-06 Innotermodal Inc. Steerable rail-bogie
US5249530A (en) * 1992-05-26 1993-10-05 Westinghouse Electric Corp. Forced steering railroad truck system with central transverse pivoted shaft
DE4306112A1 (de) * 1993-02-27 1994-09-01 Abb Patent Gmbh Drehgestellrahmen für ein Schienenfahrzeug
DE4306116A1 (de) * 1993-02-27 1994-09-01 Abb Patent Gmbh Laufwerk für ein über Ausgleichshebel radial einstellbares Schienenfahrzeug
DE19505338C2 (de) * 1995-02-17 1997-12-18 Sig Schweiz Industrieges Lenkmechanismus zur kurvenradialen Steuerung der Radsätze von Fahrwerken bei Schienenfahrzeugen
US5647283A (en) * 1996-02-09 1997-07-15 Hansen Inc. Railway truck and steering apparatus therefor
DE19823010A1 (de) * 1998-05-22 1999-11-25 Siemens Duewag Gmbh Schienenfahrzeug, insbesondere für den Nahverkehr
DE19956655A1 (de) * 1999-11-25 2001-05-31 Daimler Chrysler Ag Vorrichtung zur Radialsteuerung eines Schienenfahrzeuges
DE10047737A1 (de) * 2000-09-27 2002-04-11 Bombardier Transp Gmbh Schienenfahrgerät mit einem Lastträger
RU2193986C1 (ru) * 2001-03-28 2002-12-10 Государственное унитарное предприятие Всероссийский научно-исследовательский институт тепловозов и путевых машин МПС Российской Федерации Трехосная тележка с радиально устанавливающимися колесными парами
CA102601S (en) * 2002-10-03 2004-03-25 Transnet Ltd Rolling stock bogie
KR100657622B1 (ko) * 2005-07-13 2006-12-14 한국철도기술연구원 철도차량용 조향대차
US20090133599A1 (en) * 2007-11-27 2009-05-28 Alan Aitken Steering links
KR100993192B1 (ko) 2008-10-21 2010-11-09 현대로템 주식회사 철도 차량용 윤축 조향 장치
DE102013203567B4 (de) * 2013-03-01 2019-06-06 Siemens Aktiengesellschaft Doppelrad-Antriebsmodul und Schwerlastfahrzeug
JP6185727B2 (ja) * 2013-03-06 2017-08-23 川崎重工業株式会社 平行カルダン駆動方式の操舵台車
DE102014102115B4 (de) * 2014-02-19 2019-08-01 Deutsches Zentrum für Luft- und Raumfahrt e.V. Laufwerk für ein Schienenfahrzeug, Schienenfahrzeug und Verbund aus wenigstens zwei Schienenfahrzeugen
JP6577834B2 (ja) * 2015-10-29 2019-09-18 川崎重工業株式会社 鉄道車両用操舵台車
JP6506677B2 (ja) * 2015-10-29 2019-04-24 川崎重工業株式会社 鉄道車両用操舵台車
RU2681673C1 (ru) * 2018-02-01 2019-03-12 Федеральное государственное бюджетное образовательное учреждение высшего образования "Елецкий государственный университет им. И.А. Бунина" Бесчелюстная трёхосная тележка тепловоза

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Publication number Priority date Publication date Assignee Title
RU2230677C2 (ru) * 1998-08-06 2004-06-20 Херберт ШЕФФЕЛЬ Тележка с самостоятельным управлением

Also Published As

Publication number Publication date
DE3725574A1 (de) 1989-02-16
US4903613A (en) 1990-02-27
EP0303007A2 (de) 1989-02-15
EP0303007A3 (en) 1989-09-06
DE3868770D1 (de) 1992-04-09
ATE73067T1 (de) 1992-03-15
DE3725574C2 (enrdf_load_stackoverflow) 1990-05-10

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