EP0348378B1 - Gelenkvorrichtung zum Führen und Abstützen eines Schienenfahrzeuges - Google Patents

Gelenkvorrichtung zum Führen und Abstützen eines Schienenfahrzeuges Download PDF

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Publication number
EP0348378B1
EP0348378B1 EP89870098A EP89870098A EP0348378B1 EP 0348378 B1 EP0348378 B1 EP 0348378B1 EP 89870098 A EP89870098 A EP 89870098A EP 89870098 A EP89870098 A EP 89870098A EP 0348378 B1 EP0348378 B1 EP 0348378B1
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EP
European Patent Office
Prior art keywords
pivot
articulated
cross member
wheels
vertical
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.)
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EP89870098A
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English (en)
French (fr)
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EP0348378A1 (de
Inventor
Michel De Ro
Christian Terreur
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Constructions Ferroviaires et Metalliques SA
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Constructions Ferroviaires et Metalliques SA
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Priority to AT89870098T priority Critical patent/ATE67720T1/de
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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
    • 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
    • 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
    • B61F5/42—Adjustment controlled by buffer or coupling gear

Definitions

  • the present invention relates to an articulated device for guiding and supporting a railway vehicle, a device consisting of a deformable support equipped with at least four independent wheels and comprising a horizontal cross member secured to the body of the vehicle so as to be perpendicular to the longitudinal axis of the body in the vicinity of one end of this body as well as two side members, each provided with at least two wheels and articulated on the cross member on either side of the axial vertical plane so as to be able pivot horizontally and tilt to allow the wheels carried by the side members to follow the curvatures of the track and to overcome the unevenness of the latter.
  • a large number of lifting devices for railway vehicles are already known which are capable of ensuring the dynamic stability of these vehicles, both in rectilinear trajectory and in curved trajectory.
  • European patent n ° 0060000 describes a lifting and guiding device for a railway vehicle, equipped with at least four wheels mounted on a support intended to be secured to the body of a vehicle, in the vicinity of one end of this case.
  • This device consists of a crosspiece held perpendicular to the vertical plane containing the longitudinal axis of the vehicle and two side rails arranged, in the service position, in the longitudinal direction of the body, on either side of the above-mentioned axial vertical plane. .
  • These beams are connected to each other by means of a rod mounted on ball joints. They are articulated on the common crosspiece by vertical pivots capable of taking a certain inclination in a substantially vertical longitudinal plane.
  • These pivots are connected to each other by ball joints and a lifter secured to the cross member by means of a pivot perpendicular to the plane formed by the cross member and the longitudinal axis of the vehicle.
  • the side members pivot relative to the cross member around the substantially vertical pivots and form the opposite sides of a deformable trapezoid, while the cross member remains perpendicular to the longitudinal axis of the vehicle body.
  • Each of the two longitudinal members carrying the independent wheels consists of two sections articulated around vertical pivots, each section carrying at least one wheel and being controlled directionally by a system of rods mounted with ball joints.
  • each spar pivot with respect to the cross member and with respect to each other and they form the sides of two deformable trapezoids, while the cross member remains perpendicular to the body of the vehicle, the advantage of this device compared to the previous one being that it directs each wheel tangentially to the portion of track on which it rests.
  • the side members pivot horizontally around two separate pivots and it follows that the distances between the planes of the left and right wheels progressively decrease from the start of straight line traffic to reach, in tight curves, incompatible values with those of the track.
  • Driving on tracks with a small radius of curvature, with grooved rails and unworn wheels is therefore impossible without creating jams and risking derailments.
  • the present invention aims to remedy the aforementioned drawback. It proposes a device which makes it possible to move the articulation pivots away from the two longitudinal members in order to compensate for the loss of spacing of the longitudinal members due to the deflection of the latter when the vehicle is registered in a curve and which returns the pivots of articulation aforesaid to their initial position when the vehicle leaves a curve to engage on a straight line.
  • It relates to a device for guiding and supporting a railway vehicle consisting of a deformable support with independent wheels capable of pivoting around vertical axes so as to be oriented in pairs or independently of one another according to the section of track on which they are based
  • the cross member comprises at least one articulated element carrying one of the hinge pivot pivots.
  • the longitudinal members can be rigid or consist of sections articulated together around substantially vertical pivots, each section carrying at least one wheel, a section of each longitudinal member being mounted on the cross member by an articulated element.
  • one of the articulated elements comprises two distinct vertical pivots, the first allowing the directional orientation of the spar relative to the articulated element, the second pivot allowing the pivoting of the cross member relative to the element articulated, and a means provided for receiving information and transmitting it to the articulated so as to allow correction of the distance between the vertical planes containing the wheels of each of the side members, when the device is registered in a curve.
  • An articulated element may for example consist of a crankshaft with vertical axes having a main pivot pivoting in the cross member, a crank pivoting in a rigid spar or a spar section, and another crank disposed substantially at 180 °, carrying a connecting rod ball joint mounted and extending substantially transversely to the vehicle, the connecting rod being mounted at its other end by a ball joint on an arm secured to the opposite spar or to a section of the opposite spar.
  • the articulated element is a lifter with three vertical pivots having a substantially vertical main pivot pivoting in the cross member, a first auxiliary pivot carrying a spar, and a second auxiliary pivot substantially disposed at 180 ° , bearing a connecting rod mounted with ball joint and which extends substantially transversely to the vehicle, the connecting rod being mounted at its other end by a ball joint on an arm secured to the opposite spar or to a section of the opposite spar.
  • the articulated element consists of a substantially vertical pivot carried by a slide mounted on the cross member and terminated by a ball joint connected to a connecting rod, the latter being connected at its other end to an integral arm of the spar and extending substantially perpendicular to the spar.
  • the device according to the invention is designated as a whole by the reference sign 1.
  • This device is a deformable support intended to carry a body 2 or part of the body of a railway vehicle.
  • the support 1 is equipped with four independent wheels.
  • the floor is shown in phantom in Figures 1 and 2, in the vicinity of one end of the body 2.
  • the device 1 comprises a cross member 3 arranged perpendicular to the vertical plane containing the longitudinal axis XX 'of the body 2 and two longitudinal members 4, 44 which extend in the longitudinal direction of the body 2, on either side of the vertical plane containing the longitudinal axis XX ′.
  • Each of the side members 4 and 44 carries at least two motorized or non-motorized wheels, intended to roll on the same rail.
  • FIG. 1 shows wheels 5 and 55 carried by the beam 4 and the wheels 45 and 65 carried by the beam 44.
  • the cross-member 3 is positioned relative to the body 2 of the vehicle by parallel connecting rods 32 mounted on ball joints 33, the lateral deflections being controlled by a damper 34 and stops 35.
  • Helical springs 36 or pneumatic means mounted between the cross member 3 and the body 2 as well as shock absorbers 41 mounted nearby provide a secondary suspension between the device 1 and the body 2 of the vehicle.
  • the spar 4 is coupled to the cross member 3 by means of an articulated element 7, so that it can pivot horizontally in the direction of the arrows Y.
  • the articulated element 7 consists of a crankshaft 8 whose main axis 37, substantially vertical, pivots in the cross member 3, a crankcase 38 pivots in the spar 4 and another crankcase 39 disposed substantially at 180 °, pivots in a connecting rod 9 by means of a ball joint 13.
  • the articulated element 7 is a lifting beam 17 carrying the cross member 3, so that it can pivot in a horizontal plane (in the direction of the arrows Y shown in the figure 1).
  • the lifter comprises three vertical pivots symbolized by the axes 37, 38 and 39.
  • the pivot 37 is carried by the cross member 3
  • the pivot 38 carries a spar 4
  • the pivot 39 carries a connecting rod 9 via a ball joint 13 .
  • the articulated element 7 consists of a substantially vertical pivot 18 carried by a slide 19 mounted on the cross member 3 and terminated by a ball joint 20 pivoting in a connecting rod 21.
  • the connecting rod 21 is articulated by means of another ball joint 20 on an arm 22 integral with the spar 44, this arm extending substantially perpendicular to the stringers 4, 44.
  • the articulated element 47 consists of a spider 51 having a vertical pivot 52 which passes through the cross member 3 and a substantially horizontal pivot 53 which passes through the beam 44 with which, in plane, it is substantially perpendicular.
  • the spider 51 comprises an arm 12 directed substantially horizontally and perpendicular to the beam 44 towards the longitudinal axis of the bogie, this arm 12 carrying a ball 13 pivoting in the aforementioned connecting rod 9.
  • the articulated element 47 consists of a substantially vertical pivot 91 articulated on the cross-member 3 by means of ball joints 24 and 26 and of a connecting rod 23 articulated on the cross-member 3 by means of the ball joint 25.
  • the pivot 91 and the connecting rod 23 allow the spar 44 to pivot horizontally in the direction of the arrows Y ( Figure 1) and to tilt vertically in the direction of the arrows Z ( Figure 2).
  • the pivots of the direction of the side members 4 and 44 are coordinated by a second connecting rod 14 mounted on ball joints 15 on appendages 16 of the side members 4 and 44.
  • the position of the articulated elements 7 is chosen, in a transverse plane 47 relative to the wheels 5, 55 and 45, 65 on the beams 4.44 or beam sections 27, 28, 57, 58 so that rolling resistances, traction forces or differential braking forces between left wheels 5, 55 and right wheels 45, 65 determine a minimum torque around the vertical axes of the articulated elements 7, 47, the position of the articulated elements 7, 47 being furthermore chosen in the longitudinal plane so that masses carried by the cross-member 3 determine at the level of the wheels 5, 45 and 55, 65, the distribution of the masses desired to best ensure the needs of grip both in traction and in 'during braking and in such a way that the center of gravity of the bogie is located, in plan, as close as possible to the transverse axis connecting said articulated elements 7, 47.
  • Figure 3 illustrates the device 1 according to Figures 1 and 2 during registration in a curve of the track.
  • the two side members 4 and 44 oscillate relative to the cross member 3 in a coordinated manner by the connecting rod 14 and in their pivoting the side members drive the arm 12, displacing the ball 13 on an arc and driving the connecting rod 9.
  • the connecting rod 9 rotates the crankshaft 8 about its pivot 37 and therefore displaces the crankcase 38 and the spar 4 in a direction transverse to the rail 6 towards the outside of the track.
  • the displacement of the spar is substantially proportional to the radius of curvature of the track, thus correcting by this width imposed on the support of the wheels, the reduction in the distance between the spars resulting from their pivoting
  • the deformable support equipped with at least four wheels 5, 55 and 45, 65 according to the invention therefore automatically and permanently maintains between the wheels, a nominal width corresponding to the width of the track.
  • the substantially horizontal axis 53 allows the spar 44 to oscillate along the arrows Z, that is to say in a vertical plane longitudinal to the vehicle relative to the whole spar 4 and cross member 3 which have only one degree of directional freedom between them.
  • This degree of freedom eliminates any torsional stress on the side members and the cross member, regardless of whether the wheels are rigidly mounted or by means of primary suspensions on the side members 4 and 44.
  • FIG. 9 illustrates an alternative embodiment of the articulation assemblies in the device according to the invention.
  • an articulated element with crankshaft or spreader and an articulated element with ball joints are mounted on the side of the spar 4 while the spar 44 is mounted on a vertical pivot.
  • the main vertical axis of the articulated element 7 carrying the spar 4 is secured to the cross member using the ball joints 24 and 26 and the connecting rod 23, in a manner similar to what is shown in FIG. 8.
  • the articulated element 7 thus has an additional degree of freedom thanks to which it is possible for this beam, not only to pivot horizontally in the direction of the arrows Y (FIG. 1), but also to tilt vertically in the direction of the arrows Z ( Figure 2) so as to resume an unevenness of the track.
  • the double degree of freedom of the spar 4 makes it possible to simplify the mounting of the spar 44 for which a simple vertical pivot 91 in the cross member 3 is sufficient to ensure the directional guidance of the spar 44, since the cross member 3, which carries this vertical pivot, can pivot to a certain extent around a substantially horizontal axis, transverse to the rail.
  • the articulated element 7 grants the spar 4 two degrees of freedom limited to the pivoting according to the arrows Y and Z above.
  • the third degree of freedom is eliminated by a support arm 23 mounted by ball joints 25 on the cross member 3 and by a ball joint 26 on the vertical axis which carries the spar 4.
  • each spar consists of two sections articulated around a substantially vertical pivot 29: the spar 4 comprises the sections 27 and 28, the spar 44 comprises sections 57 and 58.
  • Each section carries at least one wheel: the section 27 carries the wheel 5, section 28 carries the wheel 45, section 57 carries the wheel 55 and section 58 carries the wheel 65.
  • a section of each spar is articulated on the cross-member 3: in FIG. 10, the section 27 is coupled by means of the articulated element 7 and the section 57 is coupled by means of the articulated element 47.
  • the pivots of sections 27 and 57 are coordinated by the connecting rod 59 mounted by ball joints 15 on appendages 16 of the sections in question.
  • the pivots of sections 27, 28, 57 and 58 are coordinated by connecting rods 50 mounted on pivots 31 integral with sections 28 and 58 and by ball joints 15 on the aforementioned connecting rod 59.
  • each wheel 5, 55, 45, 65 independently of one another in order to allow it to approach the pitch as closely as possible. to the rail section on which it rests and thus ensuring a correct registration of the device in the curve of the track.
  • the correction of extra width is done automatically as described above, the beam sections 27, 28 and 57, 58 being oriented so as to automatically align each wheel 5, 45, 55 and 65 tangentially to the portion of rail on which it rests.
  • the device according to the invention thus automatically and permanently maintains a nominal width between wheels corresponding to the width of the track and a perfect alignment of the wheels around the center of curvature of the track.
  • the body 2 of the vehicle is provided to provide a lowered circulation corridor of maximum width and to provide volumes allowing the installation of seats on either side of the circulation corridor in order to obtain the best levels of comfort, safety and habitability , while ensuring its structural mission.
  • pads 42 are provided on the longitudinal members 4 and 44 (FIG. 1) or on the longitudinal member sections 27 and 57 (FIG. 10) in order to push the body 2 in a tight curve of so as not only to bring the body 2 in the axis of the cross 3, eliminating the transverse play of the suspension means 36 towards the outside of the curve, but also push the body 2 beyond the axis of the cross 3 by reducing said play towards the inside of the curve.
  • the body is therefore pushed towards the center of curvature of the track, which has the additional effect of reducing its size towards the outside of the curve.
  • Each wheel close to the articulation means 7 and therefore carrying a large portion of the masses, can be mounted on an independent geared motor unit 43 mounted on a beam 4 or 44 (see FIGS. 1 and 10).
  • the guidance and lift device which is the subject of the present invention can be provided with auxiliary equipment, such as motors, disc brakes, brakes with magnetic pad on rails, anti-derailment stops and so-called primary suspension means between wheels 5, 45, 55 and 65 and side members 4, 44.
  • auxiliary equipment such as motors, disc brakes, brakes with magnetic pad on rails, anti-derailment stops and so-called primary suspension means between wheels 5, 45, 55 and 65 and side members 4, 44.
  • the device according to the invention also makes it possible to conserve the numerous advantages already mentioned in the European patent 0060000 and the Belgian patent 8700527 cited above. It is in particular likely to be associated with the self-convergence device of the four wheels of the bogie towards the instantaneous center of rotation corresponding to the center of curvature of the track, as described in patent 8700527 so that perfect width matches between wheels and their orientation can be obtained regardless of the curvature of the track.
  • the device according to the invention adapts cinematically without showing any constraints or restoring efforts.
  • the distribution of the loads between the wheels 5, 45 is practically independent of the external elements such as the cant, the track unevenness and the body movements of the vehicle.
  • Dynamic stability is also improved and the risk of derailment is reduced.
  • it generates less noise and less wear on the wheels and rails in the curves of the track.
  • the longitudinal members 4 and 44 may have a shape different from that shown in the drawings and be for example rectilinear.
  • the wheels are then mounted on the same side of the beam.
  • the longitudinal members can also be carried by the cross member 3 so as to obtain a different distribution of the masses on their respective wheels.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Handcart (AREA)
  • Steering Controls (AREA)

Claims (16)

1. Gelenkvorrichtung zum Führen und Abstützen eines Schienenfahrzeuges, aufgebaut aus einem verformbaren Träger, der mit mindestens vier unabhängigen Rädern (5, 55 und 45, 65) ausgestattet ist, und einen im wesentlichen horizontalen Querbalken (3) umfassend, der so an einem Kastenaufbau (2) des Fahrzeugs befestigt ist, daß er senkrecht zur Vertikalebene steht, die die Längsachse (X, X') des Kastenaufbaues (2) in der Nähe eines Enden deselben enthält, sowie zwei Längsträger (4,44), die jeweils mit zumindest zwei Rädern (5, 55 und 45, 65) versehen sind und auf dem Querbalken (3) beiderseits der obengenannten Vertikaleben angelenkt sind, sodaß sie horizontal schwenken können und sich neigen können, um es den Rädern zu erlauben, den Wegkrümmungen zu folgen und die Unregelmäßigkeiten zu überwinden, dadurch gekennzeichnet, daß der Querbalken (3) an seinen Enden Gelenkszapfen (38, 52) der Längsträger (4, 44) trägt, die variable Relativlagen aufweisen.
2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Querbalken (3) zumindest ein Gelenkelement (7, 47) umfaßt, das einen der Gelenkszapfen (38, 52) für einen Längsträger (4, 44) trägt
3. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, daß eines der Gelenkelemente (7) umfaßt :
zwei verschiedene vertikale Drehzapfen (38, 37), wobei der erste Drehzapfen (38) das horizontale Schwenken des Längsträgers (4) in Bezug auf das Gelenklement (7) zuläßt und der zweite Drehzapfen (37) das Schwenken des Querbalkens (3) in Bezug auf das Gelenkselement (7) zuläßt ; und eine Einrichtung (39, 9), die vorgesehen ist, um eine Information zu empfangen und diese auf das Gelenkelement (7) zu übertragen, sodaß der Abstand zwischen den Längsträgem (4, 44) beim Eintreten der Vorrichtung (1) in eine Kurve korrigiert wird.
4. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß jeder Längsträger (4, 44) aus Abschnitten (27, 57 und 28, 58) aufgebaut ist, die untereinander um im wesentlichen vertikale Drehzapfen (29) schwenkbar sind, wobei jeder Abschnitt zumindest ein Rad (5, 45, 55, 65) trägt.
5. Vorrichtung nach Anspruch 3, dadurch gekennzeichnet, daß die zur Aufnahme einer Information bestimmte Einrichtung ein dritter Drehzapfen (39) ist, der durch ein Zwischenglied bzw. eine Lenkstange (9) betätigt wird.
6. Vorrichtung nach Anspruch 5, dadurch gekennzeichnet, daß das drei vertikale Drehzapfen (37, 38, 39) umfassende Gelenkelement (7) eine Kurbelwelle (8) ist, die einen im wesentlichen vertikalen, im Querbalken (3) schwenkbaren Hauptdrehzapfen (37), einen in den Längsträger (4) schwenkbaren Kurbelzapfen (38) und einen im wesentlichen bei 180° angeordneten anderen Kurbelzapfen (39) aufweist, der ein mittels Kugelgelenk montiertes Zwischenglied bzw. eine Lenkstange (9) trägt und sich im wesentlichen quer zum Fahrzeug erstreckt, wobei das genannte Zwischenglied (9) an seinem anderen Ende über ein Kugelgelenk (13) auf einem mit dem gegenüberliegenden Längsträger (44) verbundenen Arm (12) oder auf einem Abschnitt (57) des gegenüberliegenden Längsträgers (44) montiert ist
7. Vorrichtung nach Anspruch 5, dadurch gekennzeichnet, daß das drei vertikale Drehzapfen umfassende Gelenkelement (7) ein Waagehebel bzw. Ortscheit (17) ist, das einen im wesentlichen vertikalen, im Querbalken (3) schwenkbaren Hauptdrehzapfen (37), einen ersten, einen Längsträger (4) tragenden Hitfsdrehzapfen (38) und einen zweiten, im wesentlichen bei 1800 angeordneten Hgfsdrehzapfen (39) aufweist, der eine mittels Kugelgelenk (13) montierte(s) Zwischenglied bzw. Lenkstange (9) trägt, das sich im wesentlichen quer zum Fahrzeug erstreckt, wobei das genannte Zwischenglied (9) an seinem anderen Ende durch ein Kugelgelenk (13) auf einem Arm (12) montiert ist, der mit dem gegenüberliegenden Längsträger (44) oder mit einem Abschnitt (57) des gegenüberliegenden Längsträgers (44) verbunden ist.
8. Vorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Querbalken (3) ein Gleitstück bzw. einen Schlitten (19) umfaßt, das bzw. der fähig ist, sich entlang eines Abschnittes seiner Länge zu verschieben.
9. Vorrichtung nach Anspruch 8, dadurch gekennzeichnet, daß das Gelenkelement (7) aus einem im wesentlichen vertikalen Drehzapfen (18) besteht, der von dem auf dem Querbalken (3) montierten Schlitten (19) getragen wird und in einem Kugelgelenk (20) endet, das mit einem Zwischenglied bzw. einer Lenkstange (21) verbunden ist, wobei das genannte Zwischenglied (21) an seinem anderen Ende ein zweites Kugelgelenk (20) trägt, das mit einem am Längsträger (44) befestigten äußeren Arm (22) verbunden ist und sich im wesentlichen senkrecht zu den Längsträgem (4, 44) erstreckt.
10. Vorrichtung nach Anspruch 1 oder2, dadurch gekennzeichnet, daß das Gelenkelement (47) aus einem Kugelgelenk (24) besteht, das in den Querbalken (3) schwenkbar ist, dessen Freiheitsgrade auf horizontales Schwenken (Y) und vertikales Neigen (Z) beschränkt sind und dessen dritter Freiheitsgrad durch das Zwischenglied (23) verhindert wird, das mittels Kugelgelenken (25, 26) einerseits auf dem Querbalken (3) und andererseits auf dem Längsträger (44) montiert ist.
11. Vorrichtung nach Anspruch 6 oder 7, dadurch gekennzeichnet, daß der vertikale Hauptdrehzapfen (37) des Gelenkelements (7) am oberen Ende des Querbalkens (3) durch ein Kugelgelenk (24) und am unteren Ende des Querbalkens (3) durch ein Zwischenglied bzw. eine Lenkstange (23) montiert ist, das bzw. die im wesentlichen horizontal auf dem Hautpdrehzapfen (37) und auf dem Querbalken(3) durch Kugelgelenkte (26,25) eingelenkt ist, sodaß es dem Längsträger (4) gestattet ist, horizontal (Y) zu schwenken und sich zu neigen (Z).
12. Vorrichtung nach Anspruch 1 oder2, dadurch gekennzeichnet, daß das Gelenklement (47) aus einem Kreuzzapfen (51) besteht, der einen im wesentlichen vertikalen, im Querbalken (3) schwenkbaren Drehzapfen (52) und einen im wesentlichen horizontalen, im Längsträger (44), mit dem er in der Ebene bzw. im Grundriß im wesentlichen senkrecht ist, schwenkbaren Drehzapfen (53) aufweist, sowie aus einem Arm (12), der im wesentlichen horizontal und senkrecht zum Längsträger (44) gegen die Längsachse (X, X') der Voonichtung (1) gerichtet ist, wobei der genannte Arm (12) ein im obengenannten Zwischenglied (9) schwenkbares Kugelgelenk (13) trägt
13. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß an den Längsträgem (4, 44) oder den Abschnitten der Längsträger (27, 57) befestigte Gleitschuhe bzw. Kufen (42) vorgesehen sind, um den Kastenaufbau (2) der Zentrifugalkraft entgegen zur Mitte der Wegkurve zu drücken und den Spielraum bzw. Freiheitsgrad des Kastenaufbaues (2) des Fahrzeugs zu verringern, um die Verwirklichung einer breiteren Verkehrsspur für ein vorherbestimmtes äußeres Lichtmaß zu ermöglichen.
14. Verfahren zum Führen und Abstützen eines Schienenfahrzeuges auf einem Schienennetz mit konstanter Spurweite mit Hilfe einer Gelenksvorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß zumindest ein Gelenkslement (7), das die Längsträger (4, 44) nach beiden Seiten der Längsachsen-Lotebene an den Querbalken (3) koppelt, um in einer Kurve die Verminderung des Abstandes zwischen den Längsträgem (4, 44) auszugleichen.
15. Verfahren nach Anspruch 14, dadurch gekennzeichnet, daß die relative Position der Drehgelenkzapfen (18, 38, 52, 91) der beiden Längsträger (4, 44) in Abhängigkeit von der richtungsabhängigen Orientierung der genannten Längsträger modifiziert wird.
16. Verfahren nach den Ansprüchen 14 und 15, dadurch gekennzeichnet, daß die Position der Gelenkelemente (7, 47) in einer Querebene in Bezug auf die Räder (5, 55 und 45, 65) auf den Längsträgern (4, 44) oder Längsträgerabschnitten (27, 28, 57, 58) so gewählt wird, daß die Rollwiderstände, die Zugbelastungen oder die Differentialbremskräfte zwischen linken (5, 55) und rechten Rädern (45,65) ein minimales Drehmoment um die vertikalen Achsen der Gelenkelemente (7, 47) bestimmen, wobei die Position der Gelenkelemente (7, 47) überdies in der Longitudinalebene so gewählt ist, daß die durch den Querbalken (3) getragenen Massen auf dem Niveau der Räder (5, 45 und 55, 65) die gewünschte Massenverteilung bestimmen, um den Bedarf an Haftvermögen sowohl beim Ziehen als auch beim Bremsen bestmöglich sicherzustellen, und so, daß der Schwerpunkt des Drehgestells im Grundriß so nahe wie möglich bei der Querachse liegt, welche die genannten Gelenkelemente (7, 47) verbindet
EP89870098A 1988-06-22 1989-06-21 Gelenkvorrichtung zum Führen und Abstützen eines Schienenfahrzeuges Expired - Lifetime EP0348378B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89870098T ATE67720T1 (de) 1988-06-22 1989-06-21 Gelenkvorrichtung zum fuehren und abstuetzen eines schienenfahrzeuges.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BE8800714 1988-06-22
BE8800714A BE1001811A3 (fr) 1988-06-22 1988-06-22 Dispositif articule de guidage et de sustentation d'un vehicule ferroviaire.

Publications (2)

Publication Number Publication Date
EP0348378A1 EP0348378A1 (de) 1989-12-27
EP0348378B1 true EP0348378B1 (de) 1991-09-25

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EP89870098A Expired - Lifetime EP0348378B1 (de) 1988-06-22 1989-06-21 Gelenkvorrichtung zum Führen und Abstützen eines Schienenfahrzeuges

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US (1) US5042394A (de)
EP (1) EP0348378B1 (de)
AT (1) ATE67720T1 (de)
BE (1) BE1001811A3 (de)
CA (1) CA1321104C (de)
DE (1) DE68900283D1 (de)
ES (1) ES2027069T3 (de)

Cited By (1)

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WO2009063569A1 (ja) * 2007-11-16 2009-05-22 Kawasaki Jukogyo Kabushiki Kaisha 低床式鉄道車両用台車及びそれを備えた低床式鉄道車両

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Publication number Priority date Publication date Assignee Title
BE1003970A3 (fr) * 1990-11-12 1992-07-28 Bn Const Ferroviaires Et Metal Essieu ferroviaire a roues orientables et a largeur variable.
ES2078137B1 (es) * 1992-09-30 1996-08-16 Invastesa Bogies para vehiculos ferroviarios con separacion variable entre ruedas.
DE4238574A1 (de) * 1992-11-16 1994-05-19 Abb Henschel Waggon Union Fahrwerk für Niederflurbahnen
CA2154686C (en) * 1993-02-03 2003-03-18 Arthur Ernest Bishop Self-steering railway bogie
DE59608636D1 (de) * 1995-09-14 2002-03-14 Siemens Sgp Verkehrstech Gmbh Fahrwerk für ein Schienenfahrzeug, insbesondere für ein Niederflur-Schienenfahrzeug
JP2007331461A (ja) * 2006-06-13 2007-12-27 Kawasaki Heavy Ind Ltd 低床鉄道車両用誘導輪付き１軸ボギー台車
JP2007331713A (ja) * 2006-06-19 2007-12-27 Kawasaki Heavy Ind Ltd 低床式鉄道車両用台車
JP5121191B2 (ja) * 2006-09-05 2013-01-16 川崎重工業株式会社 低床式鉄道車両および低床式路面電車
WO2009017114A1 (ja) * 2007-07-30 2009-02-05 The University Of Tokyo 自己操舵台車
CN108190739B (zh) * 2018-01-18 2023-10-13 四川省公路规划勘察设计研究院有限公司 实验加载系统的试件变轨输送装置及吊装方法

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FR1431055A (fr) * 1965-01-28 1966-03-11 Sncf Perfectionnements apportés à la construction des bogies pour véhicules ferroviaires
LU83193A1 (fr) * 1981-03-05 1983-02-22 Ferroviaires Construct & Metal Dispositif de sustentation et de guidage de vehicules ferroviaires
DE3119163C2 (de) * 1981-05-14 1984-05-17 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Luftfederdrehgestell mit radial einstellbaren Radsätzen
DE3342968A1 (de) * 1983-09-19 1984-03-29 Fritz Prof. Dr.-Ing. 4150 Krefeld Frederich Doppelfahrwerk fuer schienenfahrzeuge
DE3426376A1 (de) * 1984-07-18 1986-01-23 Thyssen Industrie Ag, 4300 Essen Radsatz fuer schienenfahrzeuge
BE1000530A4 (fr) * 1987-05-13 1989-01-17 Ferroviaires & Metall Constr Dispositif de guidage et de sustentation d'un vehicule ferroviaire.

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009063569A1 (ja) * 2007-11-16 2009-05-22 Kawasaki Jukogyo Kabushiki Kaisha 低床式鉄道車両用台車及びそれを備えた低床式鉄道車両
EP2216227A1 (de) * 2007-11-16 2010-08-11 Kawasaki Jukogyo Kabushiki Kaisha Drehgestell für niederflur-eisenbahnwagen und niederflur-eisenbahnwagen damit
EP2216227A4 (de) * 2007-11-16 2011-07-27 Kawasaki Heavy Ind Ltd Drehgestell für niederflur-eisenbahnwagen und niederflur-eisenbahnwagen damit
US8327772B2 (en) 2007-11-16 2012-12-11 Kawasaki Jukogyo Kabushiki Kaisha Low-floor railway vehicle bogie and low-floor railway vehicle comprising the bogie

Also Published As

Publication number Publication date
ES2027069T3 (es) 1992-05-16
CA1321104C (fr) 1993-08-10
US5042394A (en) 1991-08-27
DE68900283D1 (de) 1991-10-31
BE1001811A3 (fr) 1990-03-13
ATE67720T1 (de) 1991-10-15
EP0348378A1 (de) 1989-12-27

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