EP0389582B1 - Bogie pour vehicules sur rails a haute vitesse - Google Patents

Bogie pour vehicules sur rails a haute vitesse Download PDF

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Publication number
EP0389582B1
EP0389582B1 EP89908799A EP89908799A EP0389582B1 EP 0389582 B1 EP0389582 B1 EP 0389582B1 EP 89908799 A EP89908799 A EP 89908799A EP 89908799 A EP89908799 A EP 89908799A EP 0389582 B1 EP0389582 B1 EP 0389582B1
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EP
European Patent Office
Prior art keywords
bogie
steering device
link
automatic steering
point
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
EP89908799A
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German (de)
English (en)
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EP0389582A1 (fr
Inventor
Richard Schneider
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Schweizerische Industrie Gesellschaft
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Schweizerische Industrie Gesellschaft
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Priority to AT89908799T priority Critical patent/ATE94817T1/de
Publication of EP0389582A1 publication Critical patent/EP0389582A1/fr
Application granted granted Critical
Publication of EP0389582B1 publication Critical patent/EP0389582B1/fr
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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
    • 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
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • the present invention relates to a bogie for high-speed rail vehicles with the combination of an automatic control device for mutual self-control for the purpose of radial adjustment of the wheel sets between the automatic control device and the bogie frame of additional restraining means.
  • FR-A 2 511 962 discloses a bogie for high-speed rail vehicles which has the combination of a self-control device for mutual self-control for the purpose of radial adjustment of the wheel sets and additional restraining means arranged between the self-control device and the bogie frame. This is to ensure that the wheel sets have increased longitudinal stability without impairing the natural self-steering properties of the wheel sets and the stabilizing effect of the suspension.
  • the object of the invention is now to create a bogie for a fast-moving rail vehicle, which also at high speeds has a stable and track-protecting vehicle run, in that the wheel sets are adjusted radially only when cornering.
  • the problem is solved by separating the dynamic movements from the sinusoidal movement from the quasi-static movements when cornering, as can be seen from the wording of claim 1.
  • FIG. 1 A first example of use is shown in FIG. 1, in which a bogie 1 is provided with one self-control device 11, 11 'for mutual self-control of the two wheel sets 5, 5'.
  • a bogie frame 2 is supported on the one hand by known guide, suspension and damping means on the wheel sets 5, 5 ', on the other hand, this bogie frame 2 carries and guides an associated car body 10 with analog means of the secondary spring stage.
  • the bogie frame 2 is provided with two pivot bearings 3, 3 ', in each of which a control arm 12, 12' of the self-steering devices 11, 11 'arranged on both sides of the bogie frame 2 is mounted.
  • the two control levers 12, 12 ' are connected to one another by a torsionally and flexurally rigid tube 13 in the region of their two upper articulation points 14, 14'. Furthermore, in the control device 11, the upper hinge point 14 of the handlebar lever 12 is connected to the wheel set 5 ′ in a pivot point 18 by means of a handlebar rod 15 and a lower pivot point 19 of the handlebar lever 12 is connected to the wheel set 5 in a pivot point 17 by means of a handlebar rod 16.
  • the control device 11, 11 ' provides the Geometric coupling of the two wheel sets 5, 5 'to one another, for the purpose of mutual self-control when cornering.
  • At least one of the control devices 11 and 11 ' is provided with additional restraining means 6 for damping the dynamic rotary movements within the track play which result from the sinusoidal movement of the wheel sets 5, 5'.
  • At least one damper which preferably has a dry friction characteristic, is provided as a restraining means 6, for example at the upper pivot point 14 or 14 'between the control arm 12 or 12' and a pivot point 7 on the bogie frame 2. The articulation point on the left in FIG. 1 is not shown.
  • the retention means 6 in the form of at least one damper with a dry friction characteristic can also be obtained directly from the torsion and bending-resistant tube 13, e.g. arranged in the middle, lead to the bogie frame 2.
  • the self-control device 11, 11 'for damping the rolling movements of the bogie 1 between the bogie 1 and the body 10 is provided with an anti-rotation device 31, which causes hydraulic anti-rotation with mechanical decoupling of the damping effect for all directions of movement, except for rotation about a vertical axis .
  • the inner lever 36 of the connecting shaft 34 is connected to the bogie frame 2 again by means of a rigid connecting rod 38 via analog articulation points 37.
  • FIG. 2 shows, with respect to the decoupling device, a simplified variant of a bogie equipped with a control device for the mutual self-control of the wheel sets and restraint means.
  • a self-control device 11, 11 'described under FIG. 1 is combined with restraining means 6, which serve to dampen the dynamic rotary movements of the wheel sets 5, 5', which result from their sinusoidal motion.
  • the self-control device 11, 11 ' is provided with an anti-rotation device 51 which effects hydraulic anti-rotation with mechanical decoupling of the damping effect for all directions of movement, except for rotation about a vertical axis.
  • a rigid connecting shaft 54 is mounted in two pivot bearings 33 on the body 10, which has two outer levers 35.
  • a hydraulic anti-roll damper 39 is arranged on the one side via the respective articulation points 37 and a rigid connecting rod 58 on the other side.
  • the restraining means 6 arranged in this way bring about a combined control and rotation inhibition and, in the case of the mutual self-control of the wheel sets with a minimal requirement for hydraulic dampers, combine the contrary requirements of stable straight-ahead driving and a gentle cornering.
  • the torsion and bending-resistant tube 13 shown in FIGS. 1 and 2 can, depending on the structural conditions of the bogie 1, also be arranged in the area of the pivot bearings 3, 3 'or at the lower articulation points 19, 19', the two control levers 12 , 12 'interconnect.
  • FIG. 3 Another application example is shown in FIG. 3, in which a bogie 1 is provided with a positive control device 21, 21 'for the box-side positive control of the two wheel sets 5, 5'.
  • a bogie frame 2 provided on the one hand with known guiding, suspension and damping means, is supported on the wheel sets 5, 5 ', on the other hand this bogie frame 2 carries and guides with analog means of the secondary spring stage an associated car body 10.
  • the bogie frame 2 is provided with two pivot bearings 3, 3 ', in each of which a control arm 22, 22' of the positive control devices 21, 21 'arranged on both sides of the bogie frame 2 is mounted.
  • each control device 21, 21 ' there are a central articulation point 30, 30' of the handlebar lever 22, 22 'by means of a handlebar 25, 25' with the wheel set 5 'in an articulation point 17, 17' and a lower articulation point 29, 29 ' the handlebar lever 22, 22 'by means of a handlebar 26, 26' connected to the wheel set 5 at a pivot point 18, 18 '.
  • each an upper articulation point 24, 24 'of the handlebar levers 22, 22' is connected by means of a respective handlebar 20, 20 'via the articulation points 37 to an outer lever 35 of an anti-rotation device 41 mounted on the car body side.
  • This consists of a connecting shaft 44 mounted in two pivot bearings 33 on the box side, the inner lever 36 of which is connected to the bogie frame 2 again via the deflection points 37 by means of a rigid connecting rod 38.
  • the positive control device 21, 21 ' represents the geometrical coupling of the two wheel sets 5, 5' to the car body 10 for the purpose of a box-side positive control when cornering.
  • At least one of the Control devices 21 or 21 ' are provided with additional retaining means 6.
  • At least one damper which preferably has a dry friction characteristic, is provided as the restraining means 6, for example at the upper articulation point 28 between the control arm 22 or 22 'and an articulation point 7 on the bogie frame.
  • the restraining means 6 attached in combination with the anti-rotation device 41 permit the quasi-static unscrewing movements, such as occur when driving around bends between the car body 10 and the bogie 1, and the wheel sets 5, 5 'become steady and analogous to the curve the positive control device 21, 21 'set to the center of the curve.
  • the restraining means 6 arranged in this way bring about a combined control and rotation inhibition and, in the case of the box-side forced control of the wheel sets with a minimal requirement for hydraulic dampers, combine the contrary requirements of stable straight-ahead driving and a gentle cornering.
  • the anti-rotation device 41 attached to the car body 10 additionally effects the mechanical decoupling of the hydraulic anti-rotation device for all directions of movement, except for rotation about a vertical axis.
  • any longitudinal movements such as may result from the elasticity of the secondary spring stage between the bogie 1 and the body 10, have no effect on the rest of the system.
  • control device with restraint means and decoupling device uses an anti-rotation effect around the vertical axis in order to avoid incorrect control of the wheel sets and at the same time to ensure the running stability of the bogie even at high speeds.
  • control device provided with restraint means represents the geometrical coupling of the wheel sets of a bogie to one another.
  • the variant of a restraint device provided with restraint means represents the geometrical coupling of the wheel sets of a bogie with the car body and only reacts to the turning movement between the bogie and the car body due to cornering.
  • the Control device provided with restraint means for the two above-mentioned operating modes is able to automatically distinguish whether this turning movement results from driving around a curve or from swaying from the sinusoidal motion.
  • control device converts the large, slow turning movements that occur when cornering into a radial setting of the wheel sets toward the center of the curve.
  • the control device is blocked by the provided restraint means.
  • the restraining means are in turn arranged in connection with a decoupling device, which decouples the restraining means for all directions of movement, except when the bogie is rotated about its vertical axis.
  • the restraint devices have the characteristic of a dry friction characteristic and thus increase the torsional rigidity between the bogie and the body.
  • the dynamic rotary movements within the track play which result from the sinusoidal movement, are damped both in the straight line and when cornering and are not transmitted to the control device to avoid incorrect control of the wheel sets, while the quasi-static turning movements when cornering have no effect the restraint remains unaffected.
  • Such track-protecting bogies meet a long-standing unsatisfied need by combining the contrary requirements and having good running stability at high speeds and reducing wear to a minimum when cornering.

Abstract

Le bogie décrit est une combinaison d'un dispositif de commande automatique (11, 11') pour la commande automatique mutuelle, à des fins de réglage radial des paires de roues (5, 5'), entre le dispositif automatique de commande (11, 11') et les moyens additionnels de retenue (6) agencés sur le cadre de bogie (2), et d'un dispositif anti-rotation (31) qui relie le dispositif de commande automatique avec la caisse de wagon (10). Le dispositif de commande automatique (11, 11') est monté dans un coussinet de pivotement (3, 3') de chaque côté du cadre de bogie (2). Ledit dispositif comporte deux leviers de commande (12, 12') interconnectés de manière rigide en torsion et en flexion, par exemple au moyen d'un tube (13). Ce bogie convient à un véhicule sur rails à haute vitesse, lequel circule sans à-coups et en exerçant un minimum de contraintes sur la voie même à des vitesses élevées, car les paires de roues sont réglées radialement uniquement en virages.

Claims (11)

  1. Bogie pour véhicules sur rails à grande vitesse, en combinaison avec un dispositif de commande automatique (11, 11') pour l'autoguidage réciproque pour un réglage radial des essieux montés (5, 5'), et de moyens de retenue (69) supplémentaires disposés entre le dispositif de commande automatique (11, 11') et le châssis de bogie (2), caractérisé en ce que le bogie présente un dispositif empêchant la rotation (31, 51), qui relie le dispositif de commande automatique à la caisse de wagon (10).
  2. Bogie pour véhicules sur rails à grande vitesse, caractérisé par la combinaison d'un dispositif de commande forcée (21, 21') pour la commande forcée des essieux montés (5, 5') côté caisse, de moyens de retenue (6) supplémentaires disposés entre le dispositif de commande forcée (21, 21') et le châssis de bogie (2), et d'un dispositif empêchant la rotation (41), disposé entre le dispositif de commande forcée (21, 21') et la caisse de wagon (10).
  3. Bogie selon la revendication 1, caractérisé en ce que le dispositif de commande automatique (11, 11') est monté chaque fois dans un palier de pivotement (3, 3') des deux côtés, sur le châssis de bogie (2), et en ce qu'il présente deux bras oscillants (12, 12') qui sont reliés entre eux d'une manière résistant à la torsion et à la flexion, par exemple au moyen d'un tube (13).
  4. Bogie selon la revendication 1, caractérisé en ce que, pour le dispositif de commande automatique (11), d'un ou des deux côtés longitudinaux du bogie (1), un point d'articulation supérieur (14') du bras oscillant (12') est relié, au moyen d'une bielle directrice (16'), à un essieu monté (5), en un point d'articulation (17'), et en ce qu'un point d'articulation inférieur (19') du bras oscillant (12') est relié au moyen d'une autre bielle directrice (15') à l'autre essieu monté (5'), en un point d'articulation (18').
  5. Bogie selon la revendication 1, caractérisé en ce que pour le dispositif de commande automatique (11, 11'), le point d'articulation supérieur (14) du bras oscillant (12) est relié par une bielle directrice (15) à un essieu monté (5'), en un point d'articulation (18), tandis qu'un point d'articulation inférieur (19) du bras oscillant (12) est relié par une bielle directrice (16) à l'essieu monté (5), en un point d'articulation (17).
  6. Bogie selon les revendications 1 à 5, caractérisé en ce qu'au moins un dispositif de commande (11, 11' ; 21, 21') est muni de moyens de retenue (6) supplémentaires pour l'amortissement des mouvements dynamiques des essieux montés (5, 5'), ces moyens sous la forme d'au moins un amortisseur qui présente de préférence une caractéristique de friction sèche, étant disposés entre le dispositif de commande (11, 11' ; 21, 21') et un point d'articulation (7) sur le châssis de bogie (2).
  7. Bogie selon les revendications 1 à 6, caractérisé en ce qu'un dispositif de commande (11, 11' ; 21, 21') est muni d'un dispositif empêchant la rotation (31 ; 41 ; 51), pour l'amortissement des mouvements de roulis du bogie (1), entre celui-ci et la caisse de wagon (10).
  8. Bogie selon les revendications 1, 3 à 7, caractérisé par un dispositif empêchant la rotation (31) comportant un arbre de liaison (34) rigide, qui possède deux leviers extérieurs (35) montés dans deux paliers de pivotement (33) sur la caisse de wagon (10), et entre lesquels et le dispositif de commande automatique (11, 11') un amortisseur hydraulique de roulis (39) est chaque fois disposé par l'intermédiaire de points d'articulation (37) et, pour cet arbre de liaison (34) un levier intérieur (36) est relié par l'intermédiaire d'autres points d'articulation (37), au moyen d'une tige de raccordement rigide (38), au châssis de bogie (2).
  9. Bogie selon les revendications 1, 3 à 7, caractérisé en ce qu'un dispositif empêchant la rotation (51) présente un arbre de liaison rigide (54) qui possède deux leviers extérieurs (35) montés dans deux paliers de pivotement (33) sur la caisse de wagon (10) et entre lesquels et le dispositif de commande automatique (11, 11') un amortisseur hydraulique de roulis (39) est disposé d'un côté du bogie et une tige de raccordement rigide (58) est disposée de l'autre côté du bogie et ce, par l'intermédiaire de points d'articulation (37). (Figure 2).
  10. Bogie selon les revendications 2, 6 ou 7, caractérisé en ce qu'un dispositif de commande (21, 21') est monté par ses bras oscillants (22, 22') chaque fois dans un palier de pivotement (3, 3') des deux côtés contre le châssis de bogie (2) et en ce que chaque fois un point d'articulation médian (30, 30') du bras oscillant (22, 22') est relié au moyen d'une bielle directrice (25, 25') à un essieu monté (5) en un point d'articulation (17, 17') ainsi que chaque fois un point d'articulation inférieur (29, 29') du bras oscillant (22, 22') est relié au moyen d'une bielle directrice (26, 26') à l'autre essieu monté (5') en un point d'articulation (18, 18'), et en ce que chaque fois un point d'articulation supérieur (24, 24') du bras oscillant (22, 22') est relié au moyen d'une bielle directrice (20, 20') par l'intermédiaire de points d'articulation (37, 37') avec chaque fois un levier extérieur (35, 35') d'un dispositif empêchant la rotation (41) monté contre la caisse de wagon (10).
  11. Bogie selon les revendications 1 à 10, caractérisé en ce que des moyens sont prévus pour combiner ou relier celui-ci avec une caisse de wagon.
EP89908799A 1988-08-30 1989-08-08 Bogie pour vehicules sur rails a haute vitesse Expired - Lifetime EP0389582B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89908799T ATE94817T1 (de) 1988-08-30 1989-08-08 Drehgestell fuer schnellfahrende schienenfahrzeuge.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH322388 1988-08-30
CH3223/88 1988-08-30

Publications (2)

Publication Number Publication Date
EP0389582A1 EP0389582A1 (fr) 1990-10-03
EP0389582B1 true EP0389582B1 (fr) 1993-09-22

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EP89908799A Expired - Lifetime EP0389582B1 (fr) 1988-08-30 1989-08-08 Bogie pour vehicules sur rails a haute vitesse

Country Status (19)

Country Link
US (1) US5211116A (fr)
EP (1) EP0389582B1 (fr)
JP (1) JPH03501008A (fr)
AU (1) AU4038489A (fr)
CA (1) CA1330178C (fr)
CS (1) CS503689A3 (fr)
DD (1) DD287446A5 (fr)
DE (1) DE58905696D1 (fr)
DK (1) DK101390D0 (fr)
FI (1) FI96830C (fr)
GB (1) GB2230501B (fr)
GR (1) GR1000524B (fr)
HU (1) HUT55689A (fr)
NO (1) NO173265C (fr)
PL (1) PL163342B1 (fr)
RU (1) RU2083405C1 (fr)
WO (1) WO1990002068A1 (fr)
YU (1) YU47331B (fr)
ZA (1) ZA896623B (fr)

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CN110588699A (zh) * 2019-10-11 2019-12-20 中车株洲电力机车有限公司 一种转向架构架及转向架

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WO2009063569A1 (fr) * 2007-11-16 2009-05-22 Kawasaki Jukogyo Kabushiki Kaisha Bogie pour véhicule ferroviaire de type à plancher surbaissé et véhicule ferroviaire de type à plancher surbaissé utilisant le bogie
KR100916594B1 (ko) * 2007-12-06 2009-09-11 한국철도기술연구원 지렛대작용을 이용한 철도차량용 능동 조향대차
KR100993192B1 (ko) 2008-10-21 2010-11-09 현대로템 주식회사 철도 차량용 윤축 조향 장치
JP5010630B2 (ja) * 2009-02-20 2012-08-29 三菱重工業株式会社 低床式車両
JP5010629B2 (ja) * 2009-02-20 2012-08-29 三菱重工業株式会社 低床式車両
KR101075871B1 (ko) 2009-06-18 2011-10-25 현대로템 주식회사 철도차량용 윤축 조향 장치
CN102295009B (zh) * 2011-06-09 2014-01-29 西南交通大学 单摆式机车车辆径向转向架
JP5828235B2 (ja) * 2011-07-21 2015-12-02 新日鐵住金株式会社 鉄道車両用操舵台車
WO2016124023A1 (fr) * 2015-02-05 2016-08-11 中车青岛四方机车车辆股份有限公司 Bogie de véhicule ferroviaire à grande vitesse
CN106428082B (zh) * 2016-12-07 2018-11-06 中车株洲电力机车有限公司 一种轨道车辆及其转向架
CN110884519A (zh) * 2019-12-05 2020-03-17 太原科技大学 一种用于轨道车辆的横向稳定装置

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CN110588699A (zh) * 2019-10-11 2019-12-20 中车株洲电力机车有限公司 一种转向架构架及转向架

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NO901866L (no) 1990-04-26
DK101390A (da) 1990-04-25
GR890100533A (en) 1990-08-22
RU2083405C1 (ru) 1997-07-10
NO901866D0 (no) 1990-04-26
PL163342B1 (pl) 1994-03-31
FI96830B (fi) 1996-05-31
FI96830C (fi) 1996-09-10
HU894684D0 (en) 1990-07-28
US5211116A (en) 1993-05-18
DD287446A5 (de) 1991-02-28
GB2230501B (en) 1992-04-08
CA1330178C (fr) 1994-06-14
YU165689A (sh) 1993-10-20
FI902128A0 (fi) 1990-04-27
EP0389582A1 (fr) 1990-10-03
NO173265C (no) 1993-11-24
WO1990002068A1 (fr) 1990-03-08
ZA896623B (en) 1990-05-30
JPH03501008A (ja) 1991-03-07
DE58905696D1 (de) 1993-10-28
GR1000524B (el) 1992-08-25
DK101390D0 (da) 1990-04-25
GB9009289D0 (en) 1990-08-22
CS503689A3 (en) 1992-04-15
AU4038489A (en) 1990-03-23
HUT55689A (en) 1991-06-28
GB2230501A (en) 1990-10-24
YU47331B (sh) 1995-01-31
NO173265B (no) 1993-08-16

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