EP0369241B1 - Spatial suspension of individually sprung railway vehicle wheels - Google Patents

Spatial suspension of individually sprung railway vehicle wheels Download PDF

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Publication number
EP0369241B1
EP0369241B1 EP89120278A EP89120278A EP0369241B1 EP 0369241 B1 EP0369241 B1 EP 0369241B1 EP 89120278 A EP89120278 A EP 89120278A EP 89120278 A EP89120278 A EP 89120278A EP 0369241 B1 EP0369241 B1 EP 0369241B1
Authority
EP
European Patent Office
Prior art keywords
wheel
vehicle
links
link
suspension according
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
EP89120278A
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German (de)
French (fr)
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EP0369241A2 (en
EP0369241A3 (en
Inventor
Heinrich Dr. Potthoff
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.)
Bergische Stahl Industrie
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Bergische Stahl Industrie
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 Bergische Stahl Industrie filed Critical Bergische Stahl Industrie
Priority to AT89120278T priority Critical patent/ATE91098T1/en
Publication of EP0369241A2 publication Critical patent/EP0369241A2/en
Publication of EP0369241A3 publication Critical patent/EP0369241A3/en
Application granted granted Critical
Publication of EP0369241B1 publication Critical patent/EP0369241B1/en
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
    • 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes

Definitions

  • the invention relates to a spatial independent wheel suspension for wheels of rail vehicles, in which the wheel unit consisting of the wheel, the wheel bearing, the non-rotating wheel carrier and optionally a drive and / or braking device with respect to the vehicle can perform steering movements and / or spring movements, and in which the wheel carriers are connected movably to the vehicle via a handlebar which has joints at its ends, and to a handlebar acting as a tie rod through or via intermediate elements with the wheel carrier of the opposite wheel.
  • the invention is therefore based on the object of avoiding the known disadvantages of bogies and rigid axles and, moreover, of creating a wheel linkage on the rail vehicle which brings the aforementioned improvements.
  • the solution to the problem is that the articulation point of at least one handlebar on the vehicle can be adjusted depending on the driving state, such as driving forwards or backwards, straight or cornering, braking or driving and / or depending on the state of wear of the wheel tires.
  • the links are advantageously arranged essentially on the side of the wheel unit facing away from the center of the vehicle the momentary steering axis determined by the arrangement of the handlebars lies at least approximately in the plane perpendicular to the axis of rotation of the non-pivoted wheel, which also contains the contact point wheel-rail (wheel contact point).
  • the advantage of the independent wheel suspension according to the invention lies primarily in the fact that no bogie is required and thus saves considerable weight in the unsprung masses, which again benefits the smooth running of the rail vehicle. Furthermore, by eliminating the rigid axle, the invention allows the floor height of the vehicle to be lowered considerably (low-floor vehicle), which makes it easier to get in and out and thus increases the comfort of the passengers. By guiding the wheel on the handlebars and the virtual swivel axis thus formed the entire installation space inside the wheel stands for the drive, for example through a wheel hub motor with a planetary gear connected downstream.
  • an example embodiment of the invention is shown schematically using a rail wheel 11 which rolls on a rail 12 and forms the wheel contact point 13 there.
  • the wheel 11 rotates on an axis 14 which is firmly connected to the non-rotating wheel carrier 15, 16.
  • Drive and / or braking devices can also be arranged on the wheel 11 in a known manner.
  • the wheel unit consisting of wheel 11, wheel bearing on axle 14 and non-rotating wheel carrier 15, 16 is articulated on vehicle 21 with four links 17.18.19 and 20 such that the articulation points on the vehicle are at a greater distance than on part 16 of wheel carrier 15, 16.
  • the handlebars 17 - 20 are essentially on the side facing away from the center of the vehicle Wheel unit 15, 16 is arranged, the momentary steering axis 22 defined by the arrangement of the links 17-20 being at least approximately in the plane 23 lying perpendicular to the axis of rotation 14 of the non-pivoted wheel 11, which also contains the point of contact wheel-rail (wheel contact point 13) .
  • a spring 24 is arranged on a handlebar 19, which is supported on the vehicle 21.
  • a tie rod 25 is articulated on the wheel carrier 15, 16, which is connected to the wheel carrier of the opposite wheel.
  • the two links 17 and 18 are articulated on the vehicle 21 in such a way that their articulation points on the vehicle side can be shifted horizontally in a guide 26, 27 and approximately parallel to the longitudinal axis of the vehicle.
  • the two guides 26 and 27 are of the same length and are arranged such that the steering axis 22 is still in the plane 23 in the position 22a even when the links 17 and 18 are shifted into the respective end position.
  • links 17-20 On one or more links 17-20, elements known per se from vehicle construction, such as springs 24 and / or damping elements, are arranged.
  • control arms 17 and 18 in the guides 26, 27 can be adjusted by electrical, pneumatic and / or hydraulic devices depending on the direction of travel, longitudinal or lateral accelerations or decelerations and / or the state of loading of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Braking Arrangements (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)

Abstract

The invention relates to a spacial suspension of individually sprung railway vehicle wheels, in which the wheel unit comprising the wheel, the wheel bearing, the non-rotating wheel carrier and, if applicable, a drive and/or brake mechanism can perform steering and/or suspension movements with respect to the vehicle, and in which the wheel carriers are movably connected via links to the vehicle and to the wheel carrier of the opposite wheel and the point of articulation of at least one link (17-20) on the vehicle (21) can be adjusted according to the travelling state, such as forward or reverse travelling, travelling straight or round a bend, braking or driving and/or according to the state of wear of the wheel rims. <IMAGE>

Description

Die Erfindung betrifft eine räumliche Einzelradaufhängung für Räder von Schienenfahrzeugen, bei der die Radeinheit bestehend aus dem Rad, der Radlagerung, dem nicht rotierenden Radträger sowie gegebenenfalls einer Antriebs- und/oder Bremsvorrichtung gegenüber dem Fahrzeug Lenkbewegungen und/oder Federbewegungen ausführen kann, und bei der die Radträger über Lenker, die an ihren Enden Gelenke aufweisen, beweglich mit dem Fahrzeug sowie mit einem als Spurstange wirkenden Lenker durch oder über Zwischenelemente mit dem Radträger des gegenüber liegenden Rades verbunden sind.The invention relates to a spatial independent wheel suspension for wheels of rail vehicles, in which the wheel unit consisting of the wheel, the wheel bearing, the non-rotating wheel carrier and optionally a drive and / or braking device with respect to the vehicle can perform steering movements and / or spring movements, and in which the wheel carriers are connected movably to the vehicle via a handlebar which has joints at its ends, and to a handlebar acting as a tie rod through or via intermediate elements with the wheel carrier of the opposite wheel.

Bisher sind keine Schienenfahrzeuge bekanntgeworden, bei denen das einzelne Rad mit Lenkern oder ähnlichen Elementen am Fahrzeug angeordnet oder angelenkt ist. Es sind aber Bestrebungen vorhanden, unter Vermeidung eines Drehgestells möglichst viel Raum auch zwischen den Rädern freizuhalten und den Lauf der Räder auf der Schiene durch selbsttätiges Einstellen der Räder tangential zur Schiene zu verbessern und das Geräusch- und Verschleissverhalten der Schienenfahrzeug-Räder zu verbessern, wobei die ungefederten Massen verringert werden können, was sich günstig auf den Fahrkomfort auswirkt.So far, no rail vehicles have become known in which the single wheel is arranged or articulated on the vehicle with handlebars or similar elements. However, efforts are being made to keep as much space as possible between the wheels while avoiding a bogie and to improve the running of the wheels on the rail by automatically adjusting the wheels tangentially to the rail and to improve the noise and wear behavior of the rail vehicle wheels, whereby the unsprung masses can be reduced, which has a favorable effect on driving comfort.

Der Erfindung liegt daher die Aufgabe zugrunde, die bekannten Nachteile von Drehgestellen und Starrachsen zu vermeiden und darüberhinaus eine Radanlenkung am Schienenfahrzeug zu schaffen, die die vorgenannten Verbesserungen bringt.The invention is therefore based on the object of avoiding the known disadvantages of bogies and rigid axles and, moreover, of creating a wheel linkage on the rail vehicle which brings the aforementioned improvements.

Die Lösung der Aufgabe besteht darin, dass der Anlenkpunkt mindestens eines Lenkers am Fahrzeug in Abhängigkeit vom Fahrzustand, wie Vor- oder Rückwärtsfahrt, Gerade- oder Kurvenfahrt, Bremsen oder Antrieb und/oder in Abhängigkeit vom Verschleisszustand der Radreifen verstellbar ist.The solution to the problem is that the articulation point of at least one handlebar on the vehicle can be adjusted depending on the driving state, such as driving forwards or backwards, straight or cornering, braking or driving and / or depending on the state of wear of the wheel tires.

Vorteilhaft sind die Lenker im wesentlichen auf der der Fahrzeugmitte abgewandten Seite der Radeinheit angeordnet und die durch die Anordnung der Lenker festgelegte momentane Lenkachse liegt zumindest näherungsweise in der senkrecht zur Rotationsachse des nicht verschwenkten Rades gelegenen Ebene, die auch den Berührpunkt Rad-Schiene (Radaufstandspunkt) enthält.The links are advantageously arranged essentially on the side of the wheel unit facing away from the center of the vehicle the momentary steering axis determined by the arrangement of the handlebars lies at least approximately in the plane perpendicular to the axis of rotation of the non-pivoted wheel, which also contains the contact point wheel-rail (wheel contact point).

Der Vorteil der erfindungsgemässen Einzelradaufhängung liegt vor allem darin, dass man kein Drehgestell benötigt und damit erheblich Gewicht der ungefederten Massen einspart, was wieder der Laufruhe des Schienenfahrzeugs zugute kommt. Weiter lässt sich mit der Erfindung durch den Wegfall der starren Achse die Fussbodenhöhe des Fahrzeugs erheblich absenken (Niederflurfahrzeug), was den Ein- und Ausstieg erleichtert und so den Komfort der Fahrgäste erhöht.Durch die Führung des Rades an Lenkern und die dadurch gebildete virtuelle Schwenkachse steht der gesamte Bauraum innerhalb des Rades für den Antrieb z.B. durch einen Radnabenmotor mit nachgeschaltetem Planetengetriebe zur Verfügung.The advantage of the independent wheel suspension according to the invention lies primarily in the fact that no bogie is required and thus saves considerable weight in the unsprung masses, which again benefits the smooth running of the rail vehicle. Furthermore, by eliminating the rigid axle, the invention allows the floor height of the vehicle to be lowered considerably (low-floor vehicle), which makes it easier to get in and out and thus increases the comfort of the passengers. By guiding the wheel on the handlebars and the virtual swivel axis thus formed the entire installation space inside the wheel stands for the drive, for example through a wheel hub motor with a planetary gear connected downstream.

Da die selbstlenkenden Räder sich stets tangential zur Schiene einstellen, entfällt das von den Drehgestellen bekannte Kurvenquietschen in engen Gleisbögen, was sich auch günstig auf das Verschleissverhalten der Radreifen auswirkt.Since the self-steering wheels are always tangential to the rail, there is no need for the squeaking of curves known from the bogies in narrow bends, which also has a favorable effect on the wear behavior of the wheel tires.

In der Zeichnung ist eine beispielsweise Ausführungsform der Erfindung schematisch anhand eines Schienenrades 11 dargestellt, welches auf einer Schiene 12 rollt, und dort den Radaufstandspunkt 13 bildet. Das Rad 11 rotiert auf einer Achse 14, welche fest mit dem nichtrotierenden Radträger 15,16 verbunden ist. Am Rad 11 können noch in bekannter Weise (nicht dargestellte) Antriebs- und/oder Bremsvorrichtungen angeordnet sein.In the drawing, an example embodiment of the invention is shown schematically using a rail wheel 11 which rolls on a rail 12 and forms the wheel contact point 13 there. The wheel 11 rotates on an axis 14 which is firmly connected to the non-rotating wheel carrier 15, 16. Drive and / or braking devices (not shown) can also be arranged on the wheel 11 in a known manner.

Die aus Rad 11, Radlagerung auf der Achse 14 und nichtrotierendem Radträger 15,16 bestehende Radeinheit ist mit 4 Lenkern 17.18.19 und 20 derart am Fahrzeug 21 angelenkt, dass die Anlenkpunkte am Fahrzeug einen grösseren Abstand besitzen als am Teil 16 des Radträgers 15,16. Die Lenker 17 - 20 sind im wesentlichen auf der von der Fahrzeugmitte abgewandten Seite der Radeinheit 15,16 angeordnet, wobei die durch die Anordnung der Lenker 17 - 20 festgelegte momentane Lenkachse 22 zumindest näherungsweise in der senkrecht zur Rotationsachse 14 des nicht verschwenkten Rades 11 liegenden Ebene 23 liegt, die auch den Berührungspunkt Rad-Schiene (Radaufstandspunkt 13) enthält. Weiter ist an einem Lenker 19 eine Feder 24 angeordnet, welche sich am Fahrzeug 21 abstützt. Ausserdem ist am Radträger 15,16 eine Spurstange 25 angelenkt, welche mit dem Radträger des gegenüber liegenden Rades verbunden ist.The wheel unit consisting of wheel 11, wheel bearing on axle 14 and non-rotating wheel carrier 15, 16 is articulated on vehicle 21 with four links 17.18.19 and 20 such that the articulation points on the vehicle are at a greater distance than on part 16 of wheel carrier 15, 16. The handlebars 17 - 20 are essentially on the side facing away from the center of the vehicle Wheel unit 15, 16 is arranged, the momentary steering axis 22 defined by the arrangement of the links 17-20 being at least approximately in the plane 23 lying perpendicular to the axis of rotation 14 of the non-pivoted wheel 11, which also contains the point of contact wheel-rail (wheel contact point 13) . Furthermore, a spring 24 is arranged on a handlebar 19, which is supported on the vehicle 21. In addition, a tie rod 25 is articulated on the wheel carrier 15, 16, which is connected to the wheel carrier of the opposite wheel.

Die beiden Lenker 17 und 18 sind gemäss der Erfindung so am Fahrzeug 21 angelenkt, dass sich ihre fahrzeugseitigen Anlenkpunkte in je einer Führung 26,27 waagrecht und etwa parallel zur Fahrzeuglängsachse verschieben lassen. Die beiden Führungen 26 und 27 sind gleich lang und so angeordnet, dass auch bei in die jeweilige Endlage verschobenen Lenker 17 und 18 die Lenkachse 22 noch immer in der Ebene 23 in der Stellung 22a liegt.According to the invention, the two links 17 and 18 are articulated on the vehicle 21 in such a way that their articulation points on the vehicle side can be shifted horizontally in a guide 26, 27 and approximately parallel to the longitudinal axis of the vehicle. The two guides 26 and 27 are of the same length and are arranged such that the steering axis 22 is still in the plane 23 in the position 22a even when the links 17 and 18 are shifted into the respective end position.

An einem oder mehreren Lenkern 17 - 20 sind an sich aus dem Fahrzeugbau bekannte Elemente, wie Federn 24 und/oder Dämpfungselemente angeordnet.On one or more links 17-20, elements known per se from vehicle construction, such as springs 24 and / or damping elements, are arranged.

Die Verstellung der Lenker 17 und 18 in den Führungen 26,27 kann durch elektrische, pneumatische und/oder hydraulische Einrichtungen in Abhängigkeit von Fahrtrichtung, Längs- oder Querbeschleunigungen bzw. -verzögerungen und/oder Beladungszustand des Fahrzeugs erfolgen.The control arms 17 and 18 in the guides 26, 27 can be adjusted by electrical, pneumatic and / or hydraulic devices depending on the direction of travel, longitudinal or lateral accelerations or decelerations and / or the state of loading of the vehicle.

Selbstverständlich kann man auch alle Lenker 17 - 20 in Führungen anordnen, sodass sich die Anlenkpunkte aller Lenker verschieben lassen. Dies hat gegenüber der Verstellung von max. 2 Lenkern -bei allerdings grösserem Bauaufwand- den Vorteil, dass eine kleinere Verschiebung der Anlenkpunkte ausreicht, um eine gleich grosse Neigung der virtuellen Lenkachse zu erzielen.Of course, you can also arrange all handlebars 17 - 20 in guides so that the pivot points of all handlebars can be moved. Compared to the adjustment of max. 2 handlebars - but with a greater construction effort - the advantage that a smaller displacement of the articulation points is sufficient to achieve an equal inclination of the virtual steering axis.

Claims (7)

  1. Three-dimensional individual wheel suspension for wheels of rail vehicles in which the wheel unit, consisting of the wheel, the wheel bearing arrangement, the non-rotating wheel support and, if appropriate, a drive and/or braking device, can execute turning and/or spring motions and in which the wheel support is moveably, connected to the vehicle, by means of links which have joints at their ends, and to a link acting as a track rod or via intermediate elements to the wheel support of the wheel located opposite, characterised in that the linkage point of at least one link (17-20) can be adjusted on the vehicle (21) as a function of the travelling condition, such as forward or reverse motion, straight or curved travel, braking or drive and/or as a function of the state of wear of the wheel tyres.
  2. Three-dimensional individual wheel suspension according to Claim 1, characterised in that a spring (24) for taking the wheel load is arranged on at least one link (17-20).
  3. Three-dimensional individual wheel suspension according to Claim 1 or 2, characterised in that a damper is arranged on at least one of the links (17-20).
  4. Three-dimensional individual wheel suspension according to one of the Claims 1 to 3, characterised in that at least one spring (24) and/or at least one damper is arranged between wheel support (15, 16) and vehicle (21).
  5. Three-dimensional individual wheel suspension according to one of the Claims 1 to 4, characterised in that the links (17-20) are essentially arranged on the side of the wheel unit (15, 16) remote from the centre of the vehicle and that the instantaneous turning axis fixed by the arrangement of the links is at least approximately located in that plane (23), located at right angles to the axis of rotation of the wheel, which contains the wheel-rail point of contact (13) (wheel tread point).
  6. Three-dimensional individual wheel suspension according to one of the Claims 1 to 5, characterised in that the linkage point or points of the link or links (17-20) on the vehicle (21) is or are adjusted by electrical, pneumatic or hydraulic devices, known per se, in the guides (36, 27).
  7. Three-dimensional individual wheel suspension according to one of the Claims 1 to 5, characterised in that the adjustment of the linkage points of the link or links (17-20) on the vehicle (21) takes place directly or indirectly by means of the inertia force of a mass subjected to the influence of transverse or longitudinal accelerations.
EP89120278A 1988-11-17 1989-11-02 Spatial suspension of individually sprung railway vehicle wheels Expired - Lifetime EP0369241B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89120278T ATE91098T1 (en) 1988-11-17 1989-11-02 SPATIAL INDIVIDUAL SUSPENSION FOR RAIL VEHICLE WHEELS.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3838845 1988-11-17
DE3838845A DE3838845A1 (en) 1988-11-17 1988-11-17 SPATIAL SINGLE WHEEL SUSPENSION FOR WHEELS OF RAIL VEHICLES

Publications (3)

Publication Number Publication Date
EP0369241A2 EP0369241A2 (en) 1990-05-23
EP0369241A3 EP0369241A3 (en) 1990-07-18
EP0369241B1 true EP0369241B1 (en) 1993-06-30

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ID=6367311

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89120278A Expired - Lifetime EP0369241B1 (en) 1988-11-17 1989-11-02 Spatial suspension of individually sprung railway vehicle wheels

Country Status (4)

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US (1) US5020446A (en)
EP (1) EP0369241B1 (en)
AT (1) ATE91098T1 (en)
DE (2) DE3838845A1 (en)

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DE102010029805B4 (en) * 2010-06-08 2016-09-29 Deutsches Zentrum für Luft- und Raumfahrt e.V. track vehicle
DE102010029804B4 (en) * 2010-06-08 2016-09-29 Deutsches Zentrum für Luft- und Raumfahrt e.V. chassis unit

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Also Published As

Publication number Publication date
EP0369241A2 (en) 1990-05-23
DE58904839D1 (en) 1993-08-05
EP0369241A3 (en) 1990-07-18
ATE91098T1 (en) 1993-07-15
DE3838845A1 (en) 1990-05-23
US5020446A (en) 1991-06-04

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