EP0349817B1 - Independent wheel arrangement for railway vehicles - Google Patents

Independent wheel arrangement for railway vehicles Download PDF

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Publication number
EP0349817B1
EP0349817B1 EP89111104A EP89111104A EP0349817B1 EP 0349817 B1 EP0349817 B1 EP 0349817B1 EP 89111104 A EP89111104 A EP 89111104A EP 89111104 A EP89111104 A EP 89111104A EP 0349817 B1 EP0349817 B1 EP 0349817B1
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EP
European Patent Office
Prior art keywords
wheel
axis
element carrier
brake element
brake
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
EP89111104A
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German (de)
French (fr)
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EP0349817A2 (en
EP0349817A3 (en
Inventor
Axel Dr. Schelle
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Knorr Bremse AG
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Knorr Bremse AG
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Publication date
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Priority to AT89111104T priority Critical patent/ATE74845T1/en
Publication of EP0349817A2 publication Critical patent/EP0349817A2/en
Publication of EP0349817A3 publication Critical patent/EP0349817A3/en
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Publication of EP0349817B1 publication Critical patent/EP0349817B1/en
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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
    • 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
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes

Definitions

  • the invention relates to a single wheel arrangement for railway vehicles of the type specified in the preamble of claim 1.
  • the brake element carrier of the brake is connected to an angle lever of the steering knuckle of the wheel, for example, via a swivel lever rotatably mounted on the vehicle frame and a Bowden cable.
  • the brake element carrier and the Bowden cable act on the two arms on the one hand. Its other end is articulated to the free end of the angle lever of the steering knuckle, which is perpendicular to the wheel pivot axis and on which the wheel is rotatably mounted and which in turn is rotatably mounted on the vehicle frame about the wheel pivot axis running on the side facing away from the central vehicle longitudinal axis.
  • the reaction torque or the corresponding reaction force acting on the brake element carrier during braking is transmitted via the swivel lever and the Bowden cable to the angle lever of the steering knuckle in order to apply a torque to the wheel which corresponds to the torque acting on the wheel from the rail during braking the wheel pivot axis is opposite and it compensates so that it does not turn the wheel out of the respective target position.
  • the invention has for its object to provide a single wheel assembly for railway vehicles of the type specified in the preamble of claim 1, in which the connection of the brake element carrier of the brake with the steering knuckle of the wheel and the vehicle frame, in particular with regard to simple and compact construction, always reliable operation and easy adaptability to the most varied configurations of the individual wheel arrangement is further improved.
  • the wheel 2 of a railway vehicle running on a rail 1 is rotatable about an axis A and pivotable about an axis B.
  • the wheel pivot axis B runs essentially perpendicular to the wheel rotation axis A and to the central longitudinal vehicle axis, not shown, which extends to the left of the wheel 2 in FIGS. 1 and 2, to the right of the wheel 2 at a distance x from the contact point RS of the wheel 2 on the rail 1.
  • a brake 3 is provided for the wheel 2.
  • the wheel 2 is rotatably mounted on a steering knuckle 4 which is concentric to the wheel axis of rotation A, from which a pin 5 which is concentric with the wheel pivot axis B and which in turn is rotatably mounted on the vehicle frame 6 projects.
  • the steering knuckle 4 is also provided with a pin 7 which extends parallel to the steering knuckle 4 on the side thereof remote from the rail 1 and projects from an arm 8 fastened to the steering knuckle 4.
  • the brake 3 is designed as a disc brake and consists of a brake disc 9 on the wheel 2, with the same interacting brake elements 10 and a brake element carrier 11 overlapping the brake disc 9, in which the brake elements 10 are displaceable in order to be provided with brake pads to come to rest on the brake disc 9 in the area of its circumference.
  • the brake element carrier 11 is rotatably mounted in the area of the brake elements 10 on the eccentric pin 7 of the steering knuckle 4 about an axis C coinciding with the longitudinal axis of the pin and articulated between the steering knuckle 4 and the rail 1 by means of a rod 12 on the vehicle frame 6, which is essentially parallel runs to the longitudinal axis of the vehicle and engages the free end 13 of an arm 14 of the brake element carrier 11, which is directed away from the eccentric pin 7 of the steering knuckle 4 towards the wheel contact point RS.
  • the counter torque M2 results from the acting on the brake element carrier 11 during braking reaction force R1, which the brake element carrier 11 strives to rotate about its axis of rotation C on the eccentric pin 7 of the steering knuckle 4 in the direction of the arrow C2.
  • this counteracts the rod 12 on which the arm 14 of the brake element carrier 11 pulls and which acts on the arm 14 with a corresponding force R2.
  • the distances y and z between the axis of rotation C of the brake element carrier 11 on the steering knuckle 4 on the one hand and the point of application of the reaction force R1 or the rod force R2 on the brake element carrier 11, on the other hand, and the angle ⁇ , which include the two planes containing the wheel rotation axis A and the wheel pivot axis B or rotation axis C of the brake element carrier 11, are chosen so that the torque M1 by the counter torque M2 is exactly compensated for what can be achieved with the most varied values for the parameters y, z and ⁇ .
  • the rod 12 does not have to act directly on the vehicle frame 6, but it can also be connected to a tie rod system connecting the two steering knuckles 4 of two adjacent wheels 2 of a railway vehicle. It is also possible to support the brake element carrier 11 or its arm 14 at the free end 13 via intermeshing gear segments and in particular to provide a bevel gear segment which is concentric with its axis of rotation C on the steering knuckle 4 and which is connected to and directly or indirectly connected to the vehicle frame 6 combs bevel gear segment concentric with the wheel pivot axis B.
  • the brake 3 need not necessarily be designed as a disc brake. Rather, the invention can be used in conjunction with any kind of brake 3 for the wheel 2 are effective, just as their application is not limited to railway vehicles.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Inorganic Insulating Materials (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Independent wheel arrangement for railway vehicles, in which the wheel can be swivelled about an axis extending essentially perpendicularly to the wheel rotational axis and to the vehicle longitudinal axis next to the wheel at a distance from the wheel contact point on the rail. There is a brake provided for the wheel, the brake element carrier of which brake are connected to the vehicle frame and is mounted eccentrically with respect to the wheel rotational axis at a distance from said connecting point on the axle leg of the wheel, so that on braking a corresponding countertorque about the wheel swivel axis acts on the wheel in addition to the torque acting from the rail, which countertorque compensates the aforesaid torque. <IMAGE>

Description

Die Erfindung bezieht sich auf eine Einzelradanordnung für Eisenbahnfahrzeuge der im Oberbegriff des Patentanspruchs 1 angegebenen Gattung.The invention relates to a single wheel arrangement for railway vehicles of the type specified in the preamble of claim 1.

Eine solche Einzelradanordnung für Eisenbahnfahrzeuge ist bekannt (DE-PS 31 11 087). Dabei ist der Bremselementträger der Bremse beispielsweise über einen am Fahrzeugrahmen drehbar gelagerten Schwenkhebel und einen Bowdenzug mit einem Winkelhebel des Achsschenkels des Rades verbunden. Am zweiarmigen Schwenkhebel greift einerseits der Bremselementträger und andererseit der Bowdenzug an. Dessen anderes Ende ist am freien Ende des senkrecht zur Radschwenkachse verlaufenden Winkelhebels des Achsschenkels gelenkig befestigt, auf dem das Rad drehbar gelagert ist und der seinerseits am Fahrzeugrahmen um die auf der der mittleren Fahrzeuglängsachse abgewandten Seite neben dem Rad verlaufende Radschwenkachse drehbar gelagert ist. Das beim Bremsen auf den Bremselementträger einwirkende Reaktionsmoment bzw. die entsprechende Reaktionskraft wird über den Schwenkhebel und den Bowdenzug auf den Winkelhebel des Achsschenkels übertragen, um das Rad mit einem Drehmoment zu beaufschlagen, welches dem beim Bremsen auf das Rad von der Schiene her einwirkenden Drehmoment um die Radschwenkachse entgegengerichtet ist und es kompensiert, so daß es das Rad nicht aus der jeweiligen Sollstellung herausdreht.Such a single wheel arrangement for railway vehicles is known (DE-PS 31 11 087). The brake element carrier of the brake is connected to an angle lever of the steering knuckle of the wheel, for example, via a swivel lever rotatably mounted on the vehicle frame and a Bowden cable. The brake element carrier and the Bowden cable act on the two arms on the one hand. Its other end is articulated to the free end of the angle lever of the steering knuckle, which is perpendicular to the wheel pivot axis and on which the wheel is rotatably mounted and which in turn is rotatably mounted on the vehicle frame about the wheel pivot axis running on the side facing away from the central vehicle longitudinal axis. The reaction torque or the corresponding reaction force acting on the brake element carrier during braking is transmitted via the swivel lever and the Bowden cable to the angle lever of the steering knuckle in order to apply a torque to the wheel which corresponds to the torque acting on the wheel from the rail during braking the wheel pivot axis is opposite and it compensates so that it does not turn the wheel out of the respective target position.

Der Erfindung liegt die Aufgabe zugrunde, eine Einzelradanordnung für Eisenbahnfahrzeuge der im Oberbegriff des Patentanspruchs 1 angegebenen Art zu schaffen, bei welcher die Verbindung des Bremselementträgers der Bremse mit dem Achsschenkel des Rades und dem Fahrzeugrahmen insbesondere im Hinblick auf einfachen und kompakten Aufbau, stets zuverlässige Funktionsweise und leichte Anpaßbarkeit an die verschiedensten Ausgestaltungen der Einzelradanordnung noch weiter verbessert ist.The invention has for its object to provide a single wheel assembly for railway vehicles of the type specified in the preamble of claim 1, in which the connection of the brake element carrier of the brake with the steering knuckle of the wheel and the vehicle frame, in particular with regard to simple and compact construction, always reliable operation and easy adaptability to the most varied configurations of the individual wheel arrangement is further improved.

Diese Aufgabe ist durch die im kennzeichnenden Teil des Patentanspruchs 1 angegebenen Merkmale gelöst. Vorteilhafte Ausgestaltungen der erfindungsgemäßen Einzelradanordnung für Eisenbahnfahrzeuge sind in den restlichen Patentansprüchen angegeben.This object is achieved by the features specified in the characterizing part of patent claim 1. Advantageous embodiments of the independent wheel arrangement according to the invention for railway vehicles are specified in the remaining claims.

Nachstehend ist eine Ausführungsform der erfindungsgemäßen Einzelradanordnung für Eisenbahnfahrzeuge anhand von Zeichnungen beispielsweise beschrieben. Darin zeigt schematisch:

  • Fig. 1 den senkrechten Längsschnitt entlang der Linie I-I in Fig. 2;
  • Fig. 2 die Draufsicht in Richtung des Pfeils II in Fig. 1; und
  • Fig. 3 die Seitenansicht in Richtung des Pfeils III in Fig. 1.
An embodiment of the independent wheel arrangement for railway vehicles according to the invention is described below with reference to drawings, for example. It shows schematically:
  • 1 shows the vertical longitudinal section along the line II in Fig. 2.
  • Figure 2 is a plan view in the direction of arrow II in Fig. 1. and
  • 3 shows the side view in the direction of arrow III in FIG. 1.

Das auf einer Schiene 1 laufende Rad 2 eines Eisenbahnfahrzeugs ist um eine Achse A drehbar und um eine Achse B schwenkbar. Die Radschwenkachse B verläuft im wesentlichen senkrecht zur Raddrehachse A und zu der nicht dargestellten, sich in Fig. 1 und 2 links vom Rad 2 erstreckenden mittleren Fahrzeuglängsachse, und zwar rechts neben dem Rad 2 im Abstand x vom Aufstandpunkt RS des Rades 2 auf der Schiene 1. Für das Rad 2 ist eine Bremse 3 vorgesehen.The wheel 2 of a railway vehicle running on a rail 1 is rotatable about an axis A and pivotable about an axis B. The wheel pivot axis B runs essentially perpendicular to the wheel rotation axis A and to the central longitudinal vehicle axis, not shown, which extends to the left of the wheel 2 in FIGS. 1 and 2, to the right of the wheel 2 at a distance x from the contact point RS of the wheel 2 on the rail 1. A brake 3 is provided for the wheel 2.

Das Rad 2 ist auf einem zur Raddrehachse A konzentrischen Achsschenkel 4 drehbar gelagert, von welchem ein zur Radschwenkachse B konzentrischer Zapfen 5 absteht, der seinerseits am Fahrzeugrahmen 6 drehbar gelagert ist. Am anderen Ende ist der Achsschenkel 4 ebenfalls mit einem Zapfen 7 versehen, welcher sich parallel zum Achsschenkel 4 auf der der Schiene 1 abgewandten Seite desselben erstreckt und von einem am Achsschenkel 4 befestigten Arm 8 absteht.The wheel 2 is rotatably mounted on a steering knuckle 4 which is concentric to the wheel axis of rotation A, from which a pin 5 which is concentric with the wheel pivot axis B and which in turn is rotatably mounted on the vehicle frame 6 projects. At the other end, the steering knuckle 4 is also provided with a pin 7 which extends parallel to the steering knuckle 4 on the side thereof remote from the rail 1 and projects from an arm 8 fastened to the steering knuckle 4.

Die Bremse 3 ist als Scheibenbremse ausgebildet und besteht aus einer Bremsscheibe 9 am Rad 2, mit derselben zusammenwirkenden Bremselementen 10 und einem die Bremsscheibe 9 übergreifenden Bremselementträger 11, in welchem die Bremselemente 10 verschiebbar sind, um mit Bremsbelägen an der Bremsscheibe 9 im Bereich von deren Umfang zur Anlage zu kommen. Der Bremselementträger 11 ist im Bereich der Bremselemente 10 auf dem exzentrischen Zapfen 7 des Achsschenkels 4 um eine mit der Zapfenlängsachse zusammenfallende Achse C drehbar gelagert und zwischen dem Achsschenkel 4 und der Schiene 1 mittels einer Stange 12 an den Fahrzeugrahmen 6 angelenkt, welche im wesentlichen parallel zur Fahrzeuglängsachse verläuft und am freien Ende 13 eines Armes 14 des Bremselementträgers 11 angreift, der vom exzentrischen Zapfen 7 des Achsschenkels 4 weg auf den Radaufstandpunkt RS zu gerichtet ist.The brake 3 is designed as a disc brake and consists of a brake disc 9 on the wheel 2, with the same interacting brake elements 10 and a brake element carrier 11 overlapping the brake disc 9, in which the brake elements 10 are displaceable in order to be provided with brake pads to come to rest on the brake disc 9 in the area of its circumference. The brake element carrier 11 is rotatably mounted in the area of the brake elements 10 on the eccentric pin 7 of the steering knuckle 4 about an axis C coinciding with the longitudinal axis of the pin and articulated between the steering knuckle 4 and the rail 1 by means of a rod 12 on the vehicle frame 6, which is essentially parallel runs to the longitudinal axis of the vehicle and engages the free end 13 of an arm 14 of the brake element carrier 11, which is directed away from the eccentric pin 7 of the steering knuckle 4 towards the wheel contact point RS.

Wenn bei einer Kurvenfahrt des Eisenbahnfahrzeugs das Rad 2 aus der dargestellten Normalstellung in Richtung des Pfeils B₁ oder des Pfeils B₂ in Fig. 2 um die Radschwenkachse B schwenkt, dann dreht sich der Bremselementträger 11 aus der dargestellten Normalstellung in Richtung des Pfeils C₁ bzw. des Pfeils C₂ in Fig. 3 um seine Drehachse C.If when turning the railway vehicle, the wheel 2 from the normal position shown in the direction of arrow B₁ or arrow B₂ in Fig. 2 pivots about the wheel pivot axis B, then the brake element carrier 11 rotates from the normal position shown in the direction of arrow C₁ or Arrow C₂ in Fig. 3 about its axis of rotation C.

Wie in Fig. 2 veranschaulicht, wirkt bei Betätigung der Bremse 3 am Radaufstandpunkt RS eine entgegengesetzt zur Fahrtrichtung F des Eisenbahnfahrzeugs gerichtete Kraft K von der Schiene 1 her auf das Rad 2 ein, welche ein Drehmoment M₁ = K . x um die Radschwenkachse B bewirkt. Dieses Drehmment M₁ hat jedoch deswegen kein Verschwenken des Rades 2 um die Radschwenkachse B zur Folge, weil es durch ein entsprechendes Gegendrehmoment M₂ um die Radschwenkachse B kompensiert wird, welches ebenfalls auf das Rad 2 einwirkt.As illustrated in FIG. 2, when the brake 3 is actuated at the wheel contact point RS, a force K directed opposite the direction of travel F of the railway vehicle from the rail 1 acts on the wheel 2, which has a torque M 1 = K. x causes about the wheel pivot axis B. However, this torque M 1 does not result in pivoting of the wheel 2 about the wheel pivot axis B because it is compensated for by a corresponding counter torque M 2 about the wheel pivot axis B, which also acts on the wheel 2.

Gemäß Fig. 3 resultiert das Gegendrehmoment M₂ aus der auf den Bremselementträger 11 beim Bremsen einwirkenden Reaktionskraft R₁, welche den Bremselementträger 11 um seine Drehachse C auf dem exzentrischen Zapfen 7 des Achsschenkels 4 in Richtung des Pfeils C₂ zu drehen bestrebt ist. Dem wirkt jedoch die Stange 12 entgegen, an welcher der Arm 14 des Bremselementträgers 11 zieht und welche auf den Arm 14 mit einer entsprechenden Kraft R₂ einwirkt.According to Fig. 3, the counter torque M₂ results from the acting on the brake element carrier 11 during braking reaction force R₁, which the brake element carrier 11 strives to rotate about its axis of rotation C on the eccentric pin 7 of the steering knuckle 4 in the direction of the arrow C₂. However, this counteracts the rod 12 on which the arm 14 of the brake element carrier 11 pulls and which acts on the arm 14 with a corresponding force R₂.

Die Abstände y und z zwischen der Drehachse C des Bremselementträgers 11 am Achsschenkel 4 einerseits und dem Angriffspunkt der Reaktionskraft R₁ bzw. der Stangenkraft R₂ am Bremselementträger 11 andererseits und der Winkel α , den die beiden jeweils die Raddrehachse A und die Radschwenkachse B bzw. Drehachse C des Bremselementträgers 11 enthaltenden Ebenen miteinander einschließen, sind so gewählt, daß das Drehmoment M₁ durch das Gegendrehmoment M₂ genau kompensiert wird, was sich mit den unterschiedlichsten Werten für die Parameter y, z und α erreichen läßt.The distances y and z between the axis of rotation C of the brake element carrier 11 on the steering knuckle 4 on the one hand and the point of application of the reaction force R₁ or the rod force R₂ on the brake element carrier 11, on the other hand, and the angle α, which include the two planes containing the wheel rotation axis A and the wheel pivot axis B or rotation axis C of the brake element carrier 11, are chosen so that the torque M₁ by the counter torque M₂ is exactly compensated for what can be achieved with the most varied values for the parameters y, z and α.

Je kleiner der Winkel α ist, desto größer ist die zu der die Raddrehachse A und die Radschwenkachse B enthaltenden Ebene senkrechte Horizontalkomponente der beim Bremsen auf den Bremselementträger 11 einwirkenden Reaktionskraft R₁ und somit der Einfluß der letzteren auf das Gegendrehmoment M₂. Je kleiner der Abstand y und je größer der Abstand z ist, desto weniger dreht sich der Bremselementträger 11 um seine Drehachse C entsprechend deren Exzentrizität bezüglich der Raddrehachse A, wenn das Rad 2 um die Radschwenkachse B schwenkt, und umso weniger verändern somit auch die Bremselemente 10 des Bremselementträgers 11 dabei ihre Position bezüglich der Bremsscheibe 9, weswegen ein möglichst kleiner Abstand y und ein möglichst großer Abstand z günstig und umso vorteilhafter sind, je größer die Exzentrizität der Drehachse C des Bremselementträgers 11 bezüglich der Raddrehachse A ist.The smaller the angle α, the greater the horizontal component of the plane containing the wheel axis of rotation A and the wheel pivot axis B of the reaction force R 1 acting on the brake element carrier 11 during braking and thus the influence of the latter on the counter torque M 2. The smaller the distance y and the greater the distance z, the less the brake element carrier 11 rotates about its axis of rotation C in accordance with its eccentricity with respect to the wheel axis of rotation A when the wheel 2 pivots about the wheel pivot axis B, and the less the brake elements change 10 of the brake element carrier 11 their position with respect to the brake disc 9, which is why the smallest possible distance y and the largest possible distance z are favorable and the more advantageous the greater the eccentricity of the axis of rotation C of the brake element carrier 11 with respect to the wheel axis of rotation A.

Abwandlungen von der dargestellten und geschilderten Ausführungsform sind in mehrfacher Hinsicht möglich. So muß die Stange 12 nicht unmittelbar am Fahrzeugrahmen 6 angreifen, sondern kann sie auch an ein die beiden Achsschenkel 4 zweier benachbarter Räder 2 eines Eisenbahnfahrzeugs verbindendes Spurstangensystem angeschlossen werden. Auch ist es möglich, den Bremselementträger 11 bzw. dessen Arm 14 am freien Ende 13 über miteinander kämmende Zahnradsegmente abzustützen und insbesondere mit einem zu seiner Drehachse C am Achsschenkel 4 konzentrischen Kegelradsegment zu versehen, welches mit einem mit dem Fahrzeugrahmen 6 unmittelbar oder mittelbar verbundenen und zur Radschwenkachse B konzentrischen Kegelradsegment kämmt. Die Bremse 3 muß nicht unbedingt als Scheibenbremse ausgebildet sein. Vielmehr kann die Erfindung in Verbindung mit jeglicher Art von Bremse 3 für das Rad 2 verwirktlicht werden, ebenso wie ihre Anwendung nicht auf Eisenbahnfahrzeuge beschränkt ist.Modifications from the illustrated and described embodiment are possible in several ways. So the rod 12 does not have to act directly on the vehicle frame 6, but it can also be connected to a tie rod system connecting the two steering knuckles 4 of two adjacent wheels 2 of a railway vehicle. It is also possible to support the brake element carrier 11 or its arm 14 at the free end 13 via intermeshing gear segments and in particular to provide a bevel gear segment which is concentric with its axis of rotation C on the steering knuckle 4 and which is connected to and directly or indirectly connected to the vehicle frame 6 combs bevel gear segment concentric with the wheel pivot axis B. The brake 3 need not necessarily be designed as a disc brake. Rather, the invention can be used in conjunction with any kind of brake 3 for the wheel 2 are effective, just as their application is not limited to railway vehicles.

Claims (10)

1. Individual wheel arrangement for railway vehicles, in which
a) the wheel (2) can be pivoted round an axis (B) extending substantially perpendicularly to the axis of rotation (A) of the wheel and to the longitudinal axis of the vehicle, near the wheel (2) at a distance (x) from the wheel contact point (RS) on the rail (1) and
b) a brake (3) is provided for the wheel (2), the brake element carrier (11) of which is connected to the stub axle (4) of the wheel (2) and the vehicle chassis (6) in such a way that, when braking, in order to compensate for the torque (M₁) acting from the rail (1) additionally a corresponding counter torque (M₂) about the swivel axis (B) of the wheel acts on the wheel (2),
characterised in that the brake element carrier (11) is mounted on the stub axle (4) of the wheel (2) eccentrically to the axis of rotation (A) of the wheel with a spacing from the junction (13) with the vehicle chassis (6).
2. Arrangement according to claim 1, characterised in that the brake element carrier (1) is mounted above the axis of rotation (A) of the wheel on the stub axle (4) of the wheel (2) and is connected below the axis of rotation (A) of the wheel to the vehicle chassis (6).
3. Arrangement according to claim 1 or 2, characterised in that the brake element carrier (11) is mounted on the stub axle (4) of the wheel (2) so as to be rotatable about an axis (C) parallel to the axis of rotation (A) of the wheel.
4. Arrangement according to claim 1, 2 or 3, characterised in that the brake element carrier (11) is mounted on the stub axle (4) of the wheel (2) in the region of its brake elements (10).
5. Arrangement according to claim 4, characterised in that the brake element carrier (11) has an arm (14) for connecting to the vehicle chassis (6) and directed away from the region of its brake elements (10).
6. Arrangement according to claim 5 in conjunction with claim 2, characterised in that the arm (14) of the brake element carrier (11) is directed towards the wheel contact point (RS).
7. Arrangement according to one of the preceding claims, characterised in that the brake element carrier (11) is hinged by means of a rod (12) to the vehicle chassis (6).
8. Arrangement according to claim 7, characterised in that the rod (12) extends substantially parallel to the longitudinal axis of the vehicle.
9. Arrangement according to one of claims 1 to 6, characterised in that the brake element carrier (11) is connected to the vehicle chassis (6) by means of gear wheel segments mating with each other.
10. Arrangement according to claim 9 in conjunction with claim 3, characterised in that the brake element carrier (11) has a bevel wheel segment which is concentric to its axis of rotation (C) and mates with a bevel wheel segment fixed to the vehicle chassis and concentric to the swivel axis (B) of the wheel.
EP89111104A 1988-07-05 1989-06-19 Independent wheel arrangement for railway vehicles Expired - Lifetime EP0349817B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89111104T ATE74845T1 (en) 1988-07-05 1989-06-19 INDIVIDUAL WHEEL ARRANGEMENT FOR RAILWAY VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3822670 1988-07-05
DE3822670A DE3822670A1 (en) 1988-07-05 1988-07-05 SINGLE WHEEL ARRANGEMENT FOR RAILWAY VEHICLES

Publications (3)

Publication Number Publication Date
EP0349817A2 EP0349817A2 (en) 1990-01-10
EP0349817A3 EP0349817A3 (en) 1990-06-20
EP0349817B1 true EP0349817B1 (en) 1992-04-15

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Application Number Title Priority Date Filing Date
EP89111104A Expired - Lifetime EP0349817B1 (en) 1988-07-05 1989-06-19 Independent wheel arrangement for railway vehicles

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EP (1) EP0349817B1 (en)
AT (1) ATE74845T1 (en)
DE (2) DE3822670A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
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AT406855B (en) * 1992-07-24 2000-10-25 Siemens Sgp Verkehrstech Gmbh PORTAL CHASSIS FOR RAIL VEHICLES
US5445082A (en) * 1993-12-02 1995-08-29 Sgp Verkehrstechnik Gesellschaft M.B.H. Gantry bogie for connection between successive carriages of railborne vehicles
CN111271970B (en) * 2020-03-17 2021-05-25 海南信荣橡胶机械有限公司 Brake of drying vehicle

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DE3111087C3 (en) * 1981-03-20 1994-11-17 Axel Dr Schelle Independent wheel arrangement for railway vehicles
DE3538513A1 (en) * 1987-04-27 1987-05-07 Scheucken Heinrich Lightweight tram car with steered, driven or idling single-wheel running gear and continuous low-level floor for single-step entry

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DE58901146D1 (en) 1992-05-21
ATE74845T1 (en) 1992-05-15
EP0349817A2 (en) 1990-01-10
EP0349817A3 (en) 1990-06-20
DE3822670A1 (en) 1990-01-11

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