EP0420801B1 - Véhicule ferroviaire - Google Patents

Véhicule ferroviaire Download PDF

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Publication number
EP0420801B1
EP0420801B1 EP90810702A EP90810702A EP0420801B1 EP 0420801 B1 EP0420801 B1 EP 0420801B1 EP 90810702 A EP90810702 A EP 90810702A EP 90810702 A EP90810702 A EP 90810702A EP 0420801 B1 EP0420801 B1 EP 0420801B1
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EP
European Patent Office
Prior art keywords
connectors
bogie
vehicle according
support member
vehicle
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
EP90810702A
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German (de)
English (en)
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EP0420801A1 (fr
Inventor
Alberto Cortesi
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Schweizerische Lokomotiv und Maschinenfabrik AG (SLM)
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Schweizerische Lokomotiv und Maschinenfabrik AG (SLM)
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Application filed by Schweizerische Lokomotiv und Maschinenfabrik AG (SLM) filed Critical Schweizerische Lokomotiv und Maschinenfabrik AG (SLM)
Priority to AT90810702T priority Critical patent/ATE97072T1/de
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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
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • 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 invention relates to a rail vehicle with a vehicle body and at least two bogies, each containing two sets of wheels with axles mounted in lateral axle bearings and a bogie frame which is supported on the axle bearings via flexible support elements at least in the longitudinal direction of the bogie, each axle additionally in one its supported guide part is mounted and the two guide parts are coupled to the vehicle body via connecting means suitable for transmitting tensile and / or braking forces, each of which has an at least approximately radial adjustment of the axes with respect to a curve to be traversed that is independent of these tensile and / or braking forces allow.
  • the guide parts are each formed by a housing of a drive device supported on the relevant wheel set.
  • the housings are each held in the bogie frame by means of a suspension pendulum and two handlebars converging in the longitudinal direction of the bogie about the vertical axis.
  • the axle bearings are guided by horizontally deflectable springs, which are not subjected to tensile and braking forces.
  • the tensile and braking forces are transmitted via the housing and the handlebar pairs to the bogie frame and from there - via a pivot or a deep-drawing device - to the vehicle body. Accordingly, an angle setting of the wheel sets, which is independent of the tensile and braking forces, is achieved in each case about the vertical axis determined by the intersection of the elongated longitudinal axes of the handlebar pair.
  • a cross-coupling device with a wishbone arranged between the two housings is also known from the cited patent specification, by means of which the housings are each rotatably coupled in the opposite direction of rotation about the vertical axis in question.
  • the handlebar pairs form an essentially rigid connection in the longitudinal direction of the bogie between each of the wheel sets and the bogie frame, which thus must also absorb the relatively large tensile and braking forces in addition to the vertical support forces and the transverse forces.
  • the known embodiment therefore requires a construction of the bogie frame that is relatively stiff and correspondingly heavy, particularly in the longitudinal direction.
  • the invention has for its object to provide in a further development of the above-mentioned embodiment, in particular in this regard improved rail vehicle with a simplified guide arrangement for the wheel sets and a bogie frame which is essentially unstressed by the tensile and braking forces and can be constructed in a lightweight design.
  • the connecting means per bogie each contain a single longitudinal link articulated on the vehicle body and on one of the guide parts and two drawbar-like connecting parts which are rigidly connected to one of the guide parts and which are pivotable with one another via an articulated connection are non-positively coupled and which are held in a transverse direction relative to the vehicle body by means of a support part suitable for the transmission of supporting forces.
  • the tensile and / or braking forces of the wheel sets are transmitted directly to the vehicle body via the connecting parts and the trailing arm, so that the bogie frame is not subjected to any significant stress by longitudinal forces when the vehicle is traveling straight ahead, and only when cornering through the respective angular position of the Corresponding, relatively low restoring forces of the supporting elements connected to the axle bearings are claimed.
  • the construction according to the invention permits the use of support elements which are relatively soft in the longitudinal direction of the bogie and which allow substantially unimpeded adjustment movements of the wheel sets which are unaffected by tensile and braking forces.
  • the bogie frame is therefore mainly designed for the absorption of vertical support forces and transverse forces. This allows the bogie frame to be made relatively light.
  • the interconnected connecting parts form a simple guide device with few moving parts and correspondingly few articulation points.
  • the rail vehicle shown in FIG. 1 has a vehicle body 1 which is supported on two bogies 3 and 4 via lateral springs (secondary springs) 2 is.
  • the bogies 3 and 4 each contain two wheel sets 5 and 5a, with axles 6 and 6a mounted in lateral axle bearings 7, and a bogie frame 8 which is supported on the axle bearings 7 via horizontally deflectable support elements (primary springs) 10.
  • the bogie frames 8 are each formed by two longitudinal members 11 and a cross member 12 connecting them (FIG. 3).
  • the wheel sets 5 and 5a are each provided with a motor 13 or 13a, which is coupled to the axle 6 or 6a via a pinion 14 and a gear wheel 15.
  • the motors 13 and 13a are each mounted on the respective axis 6 or 6a via a guide part 16 or 16a and are supported on the cross member 12 via a rigid drawbar-like connecting part 17 or 17a.
  • the connecting parts 17 and 17a are coupled to one another via an articulated connection 18 suitable for the transmission of tensile and / or braking forces.
  • the guide parts 16 and 16a and the connecting parts 17 and 17a can each be formed on an extension of the motor housing or, as shown, be releasably attached to the motor 13 or 13a.
  • connection 18 comprises a bearing pin 20 arranged transversely on one connecting part, according to FIG. 3 in a fork-shaped end part of the connecting part 17a, and a bearing bush 21 arranged on the other connecting part 17 and receiving the bearing pin 20, which permits cardanic relative movements of the bearing pin 20.
  • the side members 11 and the cross member 12 can each be designed with a box-shaped cross section, which is determined in the cross member 12 by an upper flange 22, a lower flange 23 and lateral webs 24.
  • the webs 24 are interrupted in the area of the center of the bogie and connected with transverse ribs 25 which, with the upper flange 22 and the lower flange 23, have a passage opening 26 for receiving them limit the mutually facing ends of the connecting parts 17 and 17a.
  • the passage opening 26 is dimensioned such that it allows deflections of the coupled connecting parts 17 and 17a in the transverse direction of the bogie.
  • connection part 17 is guided horizontally displaceably over sliding surfaces 27 between two guide surfaces 28 arranged one above the other and formed on the upper flange 22 and on the lower flange 23.
  • the sliding surfaces 27 can, as shown, be formed on sliding pieces 30 from a rubber-elastic material, which in each case ensure a shock-free elastic support of the connecting part 17 that is independent of deflections of the bogie frame 8.
  • the bearing journal 20 and the bearing bush 21 can be designed with spherical bearing surfaces 32 and 33, which each have different yawing movements of the connecting parts 17 and 17a about a longitudinal central axis B or B 'and different pivoting movements about the axis 34 of the bearing journal 20 and lateral deflections of the coupled connecting parts 17 and 17a that occur when cornering.
  • the mutually facing inner wheel sets 5 of the two bogies 3 and 4 are each coupled to the vehicle body 1 via a single longitudinal link 37 intended for the transmission of tensile and braking forces.
  • the trailing arms 37 are each articulated on a pin 38 arranged on the guide part 16 and a bracket 40 arranged on the vehicle body 1.
  • the trailing arms 37 are each arranged with such an inclination towards the horizontal that their elongated longitudinal axes, the transverse center planes 41 of the bogies 3 and 4, are each at the height of the Cut the top edge of the rail S.
  • the pin 38 and a bearing bush 39 receiving it can be designed with spherical bearing surfaces, while the end of the trailing arm 37 facing the vehicle body 1 is pivotally connected to the console 40 via intermediate pieces 42 made of a rubber-elastic material.
  • the bearing bushes 21 and 39 can be made of metal or, as shown, made of a rubber-elastic material and, if necessary, each be connected in a rotationally fixed manner to the connecting part 17 and the bearing journal 20 or to the trailing arm 37 and the journal 18, so that when pivoted relative to one another each of these parts has a corresponding restoring force of the bearing bushing 21 or 39.
  • Fig. 3 the wheel sets 5 and 5a of the bogie 4 are shown when driving through a curve.
  • the arrangement described above rotates the leading wheel set, for example, wheel set 5a in the direction of travel according to arrow A, when entering the curve in the sense of an approximately radial adjustment of the axis 6a to the curve, the trailing wheel set 5 via the coupled connecting parts 17 and 17a an equal rotation of the axis 6 is given in the opposite direction.
  • the trailing wheel set 5 has a tendency to turn out more than the leading wheel set 5a. Accordingly, the leading wheelset 5a is given a correspondingly stronger, equally large rotation in the opposite direction of rotation via the connecting parts 17 and 17a.
  • the tensile and braking forces introduced via the motor housing and the guide parts 16 and 16a are transmitted directly to the vehicle body 1, so that the bogie frame 8, the Axle bearing 7 and the support elements 10 are not claimed by components of the tensile and braking forces acting in the longitudinal direction of the bogie.
  • the wheel sets 5 and 5a are set independently of the tensile and braking forces.
  • the trailing arms 37 directed towards the center of the vehicle are each deflected relative to the longitudinal central axis B by an angle ⁇ which is dependent on the radius of the curve.
  • the connection between the trailing arm 37 and the guide part 16 can be made with a predetermined turning rigidity.
  • two stops 35 which are arranged on both sides of the trailing arm 37 and have buffer elements 36 made of a rubber-elastic material, which cooperate with the trailing arm 37, can be provided on the guide part 16.
  • a torque corresponding to the angle ⁇ about a vertical axis is exerted on the wheel set 5, which causes an increased rotation of the axis 6 against the radial position and thus a correspondingly increased rotation of the axis 6a in the opposite direction.
  • a corresponding torsional rigidity of the articulation between the trailing arm 37 and the guide member 16 can also be in any other way, e.g. through the use of spring elements.
  • the axle bearings 7 can, as is known for example from the above-mentioned CH-PS 670 228, be movably connected to the bogie frame 8 in the bogie longitudinal and transverse directions and in the vertical direction by the support elements 10.
  • the support elements 10 as shown can consist of rubber or a corresponding rubber-elastic material, with increasing rotation of the wheel sets 5 and 5a on the connecting parts 17 and 17a, a correspondingly increasing, predetermined restoring force is exerted, by means of which the wheel sets 5 and 5a when exiting the curve against that of straight travel corresponding normal position are returned.
  • connection 18 between the connection parts 17 and 17a is formed by a bearing journal 44 with a cylindrical bearing surface and a corresponding bearing bush 45 made of a rubber-elastic material, which allows cardanic relative movements of the bearing journal 44 and which also with the bearing journal 44 and the bearing bush 45 can be connected in a rotationally fixed manner.
  • the connecting parts 17 and 17a can be connected to the cross member 12 via laterally deflectable intermediate pieces 47 made of a corresponding rubber-elastic material.
  • the intermediate pieces 47 can each be in one piece or, as shown, composed of several layers and firmly connected to the connecting part 17 and a holding part 48 which can be fastened to the upper flange 22 or the lower flange.
  • the passage opening 26 provided in the cross member 12 can be formed by, for example, arcuate cutouts of the webs 24 adapted to the range of movement of the connecting parts 17 and 17a and can be delimited by correspondingly curved transverse ribs 25.
  • 5 shows the connecting parts 17 and 17a in a position which is laterally deflected by a dimension D relative to the center of the bogie M.
  • connection parts 17 and 17a on the lower flange 23 of the in this embodiment above the connection 18, e.g. I-shaped cross member 12 can be held over intermediate pieces 50 made of a rubber-elastic material, which are each attached to the top and bottom of the lower flange 23.
  • the connecting part 17 is suspended by means of screws 51 on a support plate 52 supported on the upper intermediate piece 50.
  • the connection part 17 is held clamped against the lower flange 23 via the lower intermediate piece 50.
  • the lower flange 23 and the intermediate pieces 50 are each designed with through bores 53 which surround the screws 51 with play, which allows lateral movements of the screws 51 fixedly connected to the connecting part 17 and the support plate 52 relative to the lower flange 23.
  • the coupled connecting parts 17 and 17a can be laterally deflected as described in FIG. 6 when cornering and can be reset again when driving straight ahead by the correspondingly deformed intermediate pieces 50.
  • the coupled connection parts 17 and 17a can be held on a carrier of the bogie frame 8 or, as shown in FIG. 7, on a support part 56 formed on the vehicle body 1 by at least one pendulum rod 55 which is pivotably articulated on all sides on the connection part 17 and on the support part 56 and which thus permits the above-described deflection movements of the coupled connection parts 17 and 17a relative to the vehicle body 1.
  • connection parts 17 and 17a coupled below the cross member 12 in this embodiment can be guided independently of the vehicle body 1 and from the cross member 12 by a holding device, which according to the illustration shows two arranged above the cross member 12, depending on one of the motors 13 and 13a attached, directed against each other rigid support bracket 59 and a resilient support element 54 arranged between them contains a rubber-elastic material.
  • the motors 13 and 13a mounted on the axles 6 and 6a are supported against one another via the support element 54, so that the connecting parts 17 and 17a provided for the transmission of the tensile and braking forces are kept freely deflectable in the transverse direction, essentially unloaded by vertical forces.
  • This version of the connection between the motors 13 and 13a is therefore also suitable for bogies which have a frame without a central cross member.
  • the housings of the motors 13 are provided with connecting parts 57 and 57a, which are designed with end parts 60 and 60a which can be positioned opposite one another in the longitudinal direction of the bogie and can be coupled to one another via an articulated connection 58.
  • the front part 60a is formed on two arms of the connecting part 57a which are arranged next to one another in the transverse direction.
  • the front part 60 is formed on a claw-like end piece 57 'of the connecting part 57, which on the opposite arms of the connecting part 57a each between two bogies arranged one behind the other in the longitudinal direction of the bogie, suitable for the transmission of tensile and braking forces, made of rubber or a corresponding buffer elements 61 and 62 elastic material is clamped.
  • the connecting part 57a is on the cross member 12 between the one above the other arranged elastic spacers 47 held laterally deflectable.
  • the buffer elements 62 are each arranged between the end piece 57 'and a holding part 63 which is held clamped by means of screws 64 via the buffer element 62, the end piece 57' and the buffer element 61 against the corresponding end part 60a of the connecting part 57a.
  • the screws 64 are passed through bores 65 provided in the end pieces 57 ', each of which receives the screws 64 with play on all sides, which permits the corresponding lateral and vertical relative movements of the screws 64 and the holding parts 63 in the event of the lateral deflections of the connecting parts 57 and 57a .
  • the connecting parts 57 and 57a are movably coupled in the longitudinal and transverse direction of the bogie by the correspondingly deformable buffer elements 61 and 62 .
  • This design enables, in particular when using relatively soft buffer elements 61 and 62, different turns of the wheel sets 5 and 5a on the short side, so that any additional turning of the one wheel set which may be caused by track errors, for example, does not affect the setting of the other wheel set given by the general course of the curve can significantly affect. In certain applications, corresponding different turns of the wheel sets 5 and 5a are even desirable to improve cornering.
  • a corresponding additional rotation of the wheel set 5 is indicated by a distance C between the intersections of the longitudinal center axes B and B 'of the wheel sets 5 and 5a with the transverse center plane 41 of the bogie 4.
  • the connecting parts 17 and 17a which are coupled to one another in a spatially movable manner, are coupled to the cross member 12 via an additional joint connection 67 arranged in the center of the bogie M.
  • the articulated connection 67 can, as shown in FIG. 12, contain two pins 68 arranged vertically on the connecting part 17 and two bearing bushes 69 receiving these, which are each held in a bearing piece 70 made of a rubber-elastic material and attached to the upper flange 22 and the lower flange 23.
  • the connection pieces 17 and 17a are articulated on the crossmember 12 so that they can move in space, by means of the bearing pieces 70 each contained in a holder 71.
  • other means e.g. lateral stops can be provided, through which the connecting parts 17 and 17a can be coupled to the cross member 12, in particular in the transverse direction.
  • the wheel sets 5 and 5a are turned when cornering via the connecting parts 17 and 17a in each case about a vertical axis H running through the pins 68 against the corresponding radial position, the vertical axis H and the one with the pins 68 connected bogie frame 8 to the axle bearings 7 towards the outside of the curve.
  • the wheel sets 5 and 5a are each given an additional turning movement in the sense of a radial position of the axles 6 and 6a via the connecting parts 17 and 17a, so that the "excess centrifugal force" mentioned can be used to improve the setting of the wheel sets 5 and 5a.
  • the support elements 10 which are firmly connected to these and the axle bearings 7 are each deflected in the bogie longitudinal and transverse directions.
  • the corresponding restoring forces of the support elements 10 support the return of the wheel sets 5 and 5a to their normal positions corresponding to straight-ahead driving.
  • the bearing pieces 70 surrounding the pins 68 are designed with a transverse stiffness in the transverse direction of the bogie which is greater than the sum of the corresponding transverse stiffnesses of the Supporting elements 10. In this way, at least a portion of the lateral displacement of the bogie frame 8 caused by centrifugal force which is predetermined by the difference in the transverse stiffnesses can be used for the additional turning of the wheel sets 5 and 5a.
  • the center of the bogie M is shown offset by a dimension E in the transverse direction due to excess centrifugal force relative to the vertical axis H.
  • the vertical axis H would run through the center of the bogie M; accordingly, the connecting parts 17 and 17a would be turned out more by the dimension E than the position shown.
  • a centrifugal force-related, additional turning of the wheel sets 5 and 5a can also be achieved with a support of the connecting parts 17 and 17a designed according to FIG. 5 if the intermediate pieces 47 are designed with a transverse stiffness that is greater than the sum of the transverse stiffnesses with the bogie frame 8 and the axle bearings 7 connected support elements 10.
  • the wheel sets 5 and 5a of a bogie can also be guided over two connecting parts 17 and 17a which are coupled to one another in the manner described, which in this embodiment each have a guide part 72 or, respectively, mounted on the relevant wheel set axle 6 or 6a.
  • 72a of a braking device 73 or 73a are connected.
  • the guide parts 72 and 72a can also each be formed by a part of the connecting part 17 or 17a.
  • the braking devices 73 and 73a each contain two brake disks 74 mounted on the axles 6 and 6a and two brake shoe assemblies 75 which cooperate with them and are arranged on the guide part 72 and 72a in question.
  • the wheel sets 5 and 5a are arranged on the guide part 72 and to the vehicle body 1 articulated trailing arm 37 and the connecting parts 17 and 17a when cornering in each case in the manner described in the sense of a radial adjustment of the axis 6 and 6a.
  • connection parts 17 and 17a can, as indicated in FIG. 13, be held in an adjustable manner in the transverse direction with the crossmember 12 also via an actuating device 76, according to the illustration a piston / cylinder arrangement which can be actuated via pressure medium lines 77.
  • actuating device 76 Via the control device 76, from the driver's cab or depending on signals from e.g. the track detection control device, the respective lateral deflection of the connecting parts 17 and 17a controlled amplified or blocked in a predetermined position and thus the angular positions of the axes 6 and 6a are influenced with respect to the curve passed.
  • a passive device e.g. a piston / cylinder arrangement acting as a shock absorber
  • a mechanical blocking device e.g. in the form of side stops, not shown, may be provided.
  • the axles 6 and 6a of the wheel sets 5 and 5a can be designed without brake disks 74 and can be at least approximately radially adjustable in the guide parts 72 and 72a, which are correspondingly free of actuating devices, and can be set to be adjustable.
  • the axles 6 and 6a of the wheel sets 5 and 5a are in the guide parts 16 and 16a the motors 13 and 13a are each movably mounted in the axial direction, the gearwheels 15, which are firmly connected to the axles 6 and 6a, as known, for example, from CH-PS 609 290, interact with the pinions 14 so as to be displaceable in the axial direction.
  • the motors 13 and 13a coupled via the connecting parts 17 and 17a are each held stationary in the transverse direction with respect to the bogie frame 8 by a control arm 80.
  • the wishbones 80 are expediently each articulated at a relatively large distance from the articulated connection 18, as shown on a bracket 81 arranged on the guide part 16 or 16a on the side facing away from the connecting part 17 or 17a, and on the adjacent side member 11 of the bogie frame 8.
  • the coupled wheel sets 5 and 5a are each pivotable about a vertical axis H 'determined by the articulation point of the wishbone 80 on the bracket 81, the axially movable mounting of the wheel sets 5 and 5a each having independent axial displacement movements of these wheel sets 5 and 5a.
  • a track error shown exaggerated in FIG.
  • the control arms 80 can also each be articulated at a different location, for example on the motor 13 or 13a, which is suitable for determining a corresponding vertical axis H '.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Spinning Or Twisting Of Yarns (AREA)
  • Length Measuring Devices By Optical Means (AREA)
  • Escalators And Moving Walkways (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)

Claims (18)

  1. Véhicule ferroviaire comprenant une caisse (1) et au moins deux boggies (3, 4) dont chacun comprend deux essieux (6, 6a) montés dans des paliers latéraux (7) et sur chacun desquels sont montées deux roues (5, 5a), ainsi qu'un châssis (8) de boggie reposant sur les paliers (7) d'essieu par l'intermédiaire d'éléments d'appui (10) pouvant fléchir au moins dans la direction de la longueur du boggie, chaque essieu (6 et respectivement 6a) étant de plus monté dans un élément de guidage (16 et respectivement 16a, 72 et respectivement 72a) prenant appui sur lui et les deux éléments de guidage (16 et 16a, 72 et 72a) étant reliés à la caisse (1) du véhicule par des organes de jonction qui conviennent pour transmettre des forces de traction et/ou de freinage et dont chacun autorise un réglage au moins approximativement radial, indépendant de ces forces de traction et/ou de freinage, de la position des essieux (6 et 6a) par rapport à une courbe sur laquelle le véhicule doit passer, caractérisé en ce que les organes de jonction comprennent pour chaque boggie (3, 4) une unique barre directrice longitudinale (37) articulée de manière à être mobile dans l'espace sur la caisse (1) du véhicule et sur l'un des éléments de guidage (16 et respectivement 72) ainsi que deux éléments de raccord (17 et 17a ; 57 et 57a) du type de timons dont chacun est solidarisé avec l'un des éléments de guidage (16 et 16a ; 72 et 72a) et qui sont orientés en sens opposés, lesdits éléments de raccord étant solidarisés l'un avec l'autre de manière à pouvoir pivoter et être mobiles dans l'espace au moyen d'un assemblage du type d'une articulation (18 ; 58) et étant supportés par un élément porteur (22, 23 ; 56 ; 59) capable de transmettre des forces de soutien de manière qu'ils puissent subir une déviation en direction transversale par rapport à la caisse (1) du véhicule.
  2. Véhicule ferroviaire selon la revendication 1, caractérisé en ce que chacune des barres directrices longitudinales (37) est reliée au moins à l'élément de guidage (16, 72) par l'entremise d'au moins une pièce intermédiaire (36, 39) qui est réalisée de manière qu'elle ait une résistance prédéterminée à la torsion qui s'oppose à la déviation de la barre directrice longitudinale (37) au moins en direction transversale.
  3. Véhicule ferroviaire selon la revendication 1 ou 2, caractérisé en ce que l'assemblage (18) entre les éléments de raccord (17 et 17a) comprend un tourillon (20 ; 44) disposé sur l'un des éléments de raccord (17a) et un coussinet (21 ; 45) disposé sur l'autre élément de raccord (17), destiné à loger le tourillon (20 ; 44) et autorisant des mouvements relatifs du tourillon (20 ; 44) à la manière d'un cardan.
  4. Véhicule ferroviaire selon la revendication 3, caractérisé en ce que le tourillon et le coussinet (21) comportent des surfaces sphériques de portée.
  5. Véhicule ferroviaire selon la revendication 3 ou 4, caractérisé en ce que le coussinet (21 ; 45) est réalisé en une matière ayant l'élasticité du caoutchouc.
  6. Véhicule ferroviaire selon la revendication 1 ou 2, caractérisé en ce que les éléments de raccord (57 et 57a) comportent des parties extrêmes (60 et respectivement 60a) qui se font face dans la direction de la longueur du boggie et dont la position est réglable, en ce qu'au moins l'un des éléments de raccord (57) comprend une pièce d'extrémité (57') en forme de crabot qui comprend la partie extrême (60) et qui est supportée de manière à être mobile dans l'espace et à pouvoir être encastrée sur l'élément de raccord (57a) en vis-à-vis, entre la partie extrême (60a) de ce dernier et un élément de retenue (63) pouvant subir un gauchissement par rapport à cette partie extrême, et en ce que l'assemblage (58) entre les éléments de raccord (57 et 57a) comprend au moins deux éléments tampon (61 et 62) déformables élastiquement, destinés à transmettre les forces de traction et/ou de freinage et dont l'un est encastré entre les parties extrêmes (60 et 60a) tournées l'une vers l'autre et dont l'autre est encastré entre la pièce d'extrémité (57') et l'élément de retenue (63).
  7. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce que l'élément de support (22, 23) du véhicule comprend deux surfaces sensiblement horizontales et superposées de guidage (28) et en ce qu'au moins l'un des éléments de raccord (17) comporte des surfaces correspondantes de glissement (27) s'appliquant de manière à être déplaçables contre ces surfaces de guidage (28).
  8. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce qu'au moins l'un des éléments de raccord (17, 17a ; 57a) est relié à l'élément de support (22, 23 ; 59) par l'entremise d'au moins une pièce intermédiaire (47 ; 50 ; 54 ; 70) en matière ayant l'élasticité du caoutchouc et autorisant des mouvements relatifs de l'élément de raccord (17, 17a ; 57a) au moins dans la direction transversale du boggie.
  9. Véhicule ferroviaire selon l'une des revendications 1 à 6, caractérisé en ce qu'au moins l'un des éléments de raccord (17) est articulé de manière à pouvoir pivoter sur l'élément de support (56) par l'intermédiaire d'au moins un support pendulaire (55).
  10. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce que l'élément de support (22, 23) est réalisé sur une traverse (12) du châssis (8) du boggie.
  11. Véhicule ferroviaire selon l'une des revendications 1 à 9, caractérisé en ce que l'élément de support (56) est réalisé sur la caisse (1) du véhicule.
  12. Véhicule ferroviaire selon l'une des revendications 1 à 9, caractérisé en ce que l'élément de support est formé d'au moins un support de soutien (59) relié à au moins l'un des éléments de raccord (17, 17a).
  13. Véhicule ferroviaire selon l'une des revendications 1 à 6, 8 et 10, équipé d'éléments de soutien (10) combinés avec les paliers (7) d'essieu et déformables élastiquement en direction longitudinale et en direction transversale du boggie, caractérisé en ce qu'au moins l'un des éléments de raccord (17) est articulé de manière à pouvoir pivoter autour d'un axe vertical (H) sur la traverse (12) du châssis (8) du boggie.
  14. Véhicule ferroviaire selon la revendication 8 ou 13, caractérisé en ce que la pièce intermédiaire (47 ; 50 ; 70) reliant l'élément de raccord (17 ; 57a) à la traverse (12) est réalisée avec une rigidité transversale effective en direction transversale du boggie et supérieure à la somme des rigidités transversales correspondantes des éléments d'appui (10) combinés avec les paliers (7) d'essieu.
  15. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce que les essieux (6 et 6a) des roues (5 et 5a) montées sur eux sont montés mobiles dans chacun des éléments de guidage (16 et 16a) en direction transversale du boggie et en ce que chacun des éléments de guidage (16 et 16a) est articulé de manière à pouvoir pivoter autour d'un axe vertical (H') sur une barre directrice transversale (80) qui est articulée sur le châssis (8) du boggie.
  16. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce qu'un dispositif de blocage affecté à l'un au moins des éléments de raccord (17, 17a) reliés l'un à l'autre peut bloquer l'élément de raccord (17a) à une position prédéterminée par rapport à l'élément correspondant de support (22, 23) en direction transversale du boggie.
  17. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce qu'au moins l'un des éléments de raccord (17a) est relié à l'élément correspondant de support (22, 23) par l'intermédiaire d'au moins un dispositif amortisseur.
  18. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce qu'au moins l'un des éléments de raccord (17a) est relié à l'élément de support (22, 23) de manière que sa position soit réglable en direction transversale au moyen d'un dispositif de réglage (76).
EP90810702A 1989-09-29 1990-09-17 Véhicule ferroviaire Expired - Lifetime EP0420801B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT90810702T ATE97072T1 (de) 1989-09-29 1990-09-17 Schienenfahrzeug.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH3545/89 1989-09-29
CH354589 1989-09-29

Publications (2)

Publication Number Publication Date
EP0420801A1 EP0420801A1 (fr) 1991-04-03
EP0420801B1 true EP0420801B1 (fr) 1993-11-10

Family

ID=4258295

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90810702A Expired - Lifetime EP0420801B1 (fr) 1989-09-29 1990-09-17 Véhicule ferroviaire

Country Status (5)

Country Link
EP (1) EP0420801B1 (fr)
AT (1) ATE97072T1 (fr)
DE (1) DE59003451D1 (fr)
ES (1) ES2046764T3 (fr)
ZA (1) ZA906623B (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011213244A (ja) * 2010-03-31 2011-10-27 Mitsubishi Heavy Ind Ltd 鉄道車両用台車
WO2021108874A1 (fr) * 2019-12-04 2021-06-10 Rodrigues De Lima Neto Manoel Amélioration apportée à un mode de transport ferroviaire autonome à haute vitesse sur rails tubulaires
WO2021108873A1 (fr) * 2019-12-04 2021-06-10 Rodrigues De Lima Neto Manoel Amélioration apportée à un mode de transport ferroviaire autonome à haute vitesse

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5524550A (en) * 1991-02-27 1996-06-11 Man Ghh Schienenverkehrstechnik Gmbh Bogies for rail vehicles
DE4106070C3 (de) * 1991-02-27 1998-04-23 Abb Daimler Benz Transp Vorrichtung zur Übertragung von Traktionskräften in Drehgestellen von Schienenfahrzeugen
ATE186687T1 (de) * 1993-10-21 1999-12-15 Schweizerische Lokomotiv Schienenfahrzeug und fahrwerk für ein derartiges fahrzeug
DE102006044162A1 (de) * 2006-09-15 2008-03-27 Voith Turbo Lokomotivtechnik Gmbh & Co. Kg Befestigung für einen Radsatzlenker eines Schienenfahrzeugs
DE102006053642B4 (de) * 2006-11-14 2011-04-21 Siemens Ag Fahrwerk für ein Schienenfahrzeug
US8276522B2 (en) * 2007-02-22 2012-10-02 Central Queensland University Steering railway bogie
CN108909758B (zh) * 2018-08-10 2024-03-08 北京维时正喜科技有限公司 一种跨坐式单轨列车双连杆耦合的耦合转向架系统
WO2021063947A1 (fr) * 2019-09-30 2021-04-08 Siemens Mobility Austria Gmbh Train de roulement pour véhicule ferroviaire
AT523026B1 (de) * 2019-09-30 2022-09-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
AT524028B1 (de) * 2020-09-29 2022-02-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
WO2022077077A1 (fr) * 2020-10-14 2022-04-21 Rodrigues De Lima Neto Manoel Bogie ferroviaire radial passif à longerons mobiles, galets et chemins de roulement des galets et essieux à roue libre
CN112549934B (zh) * 2020-12-04 2022-04-15 中车南京浦镇车辆有限公司 胶轮列车

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH638731A5 (de) * 1979-07-11 1983-10-14 Schweizerische Lokomotiv Schienenfahrzeug.
US4628824A (en) * 1985-02-25 1986-12-16 General Motors Corporation Self steering railway truck

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011213244A (ja) * 2010-03-31 2011-10-27 Mitsubishi Heavy Ind Ltd 鉄道車両用台車
WO2021108874A1 (fr) * 2019-12-04 2021-06-10 Rodrigues De Lima Neto Manoel Amélioration apportée à un mode de transport ferroviaire autonome à haute vitesse sur rails tubulaires
WO2021108873A1 (fr) * 2019-12-04 2021-06-10 Rodrigues De Lima Neto Manoel Amélioration apportée à un mode de transport ferroviaire autonome à haute vitesse

Also Published As

Publication number Publication date
EP0420801A1 (fr) 1991-04-03
ATE97072T1 (de) 1993-11-15
ZA906623B (en) 1991-11-27
DE59003451D1 (de) 1993-12-16
ES2046764T3 (es) 1994-02-01

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