EP0439574B1 - Driven running gear with steerable individual units - Google Patents

Abstract

The driven running gear is intended for underslung rail vehicles with at least two articulated body units. It has two individual sets of running gear (2, 2') fitted with steering means (15, 15', 16). These are interconnected to pivot about their horizontal axis beneath the centre of the wheel axles (8, 8') by a link (3), which, at its ends, has transverse bearers (4, 4') to support a body unit to which are secured at least one motor (21, 21') and a brake (23, 23', 24, 24') which drive and brake the running gear (1) via telescopic transmission shafts (25, 25') and bevel gear drives (26, 26') fitted on the outsides of the wheels on both individual sets of running gear (2, 2'). Thus, when the vehicle is taking a curve, the angle formed between a leading body unit beneath which there is such a set of running gear and a trailing body unit also supported on an axle is transmitted to the steerable individual running gears units so that the pairs of wheels assume the desired radial position.

Description

The invention relates to a driven undercarriage with two mutually connected and mutually steerable individual drives for low-floor rail vehicles, in particular for articulated vehicles which consist of at least two articulated box parts, in which a steering linkage for the radial adjustment of the individual drives transfers the articulation angle of the box parts to the chassis .

Comfortable boarding conditions and the resulting lower vehicle floor, which should extend continuously over the entire length of the vehicle, are some of the essential requirements that passengers place on the comfort of today's rail-bound vehicles, especially urban traffic.
In addition, from the point of view of the operator, stable straight running and low-wear cornering are required, the latter being closely associated with the elimination of the squeaking of curves which is perceived as disturbing.

Other goals are lightweight construction and the reduction of system costs, for example by reducing the number of axles with the same capacity of the vehicles.

In accordance with the state of the art, attempts were made very early to dispense with bogies in such lightweight articulated vehicles, which due to their central loading cause heavy bogie frames.

Known older versions either use the so-called club steering axle or provide an axle-free box part which articulates the two axle-supported box parts.

In most cases, due to the existing play in the axle bearing guides and the steering, as well as the lack of damping, these solutions result in a lurching self-movement in the form of a sinusoidal rotary movement about the vertical axis, which causes the vehicles to run uneasily.

Recently, the European application EP- (A2) 0 263 793 has made known a chassis which is designed as a motorized biaxial bogie, due to its low, cranked design, for use below a central box part or the joint of low-floor rail vehicles with two or more articulated box parts meets.

For this purpose, two idler gears are each connected to an axle bridge arranged underneath their axle centers, which is otherwise essentially L-shaped and is rotationally symmetrically hung at the end of its long-beam-like leg with an opposing axle bridge carrying the second pair of idler gears in the vertical direction to form an unsprung bogie frame. In their center, the axle bridges each hold a central air spring, both of which have a multi-part swivel joint on their top. In this, the two outward-facing end box parts, as well as a subframe support frame connecting the two air springs and serving as a central box part, which is articulated in the longitudinal direction via a handlebar on the axle bridges, are supported.

The drive equipment consists of a motor, which is located between the two pairs of idler gears and is mounted elastically on the unsprung bogie frame with double-sided output on the idler gears, whereby the power is transmitted by means of cardan shafts to bevel gearboxes with spur gears, which are arranged on the outside of the axle stubs. The brake equipment, consisting of block and magnetic rail brakes, is also suspended from the unsprung bogie frame.

The disadvantages are essentially that the solution shown is based on the design of a bogie, in which neither a curve-dependent control is provided by at least one of the box parts, nor is it possible to adjust the wheels radially when cornering. In addition, the bogie frame disclosed there, including all weighted attachments, such as motors and brakes, is to be counted among the unsprung bogie dimensions.

Furthermore, with the international application WO - 85/05 602 a solution is known in which two idler gear single drives with their integrated, rigid close coupling parts are detachably connected to one another and in this way form a four-wheel, non-motorized drive, which due to its low, cranked design the use beneath or adjacent to an articulated section of low-floor rail vehicles with at least two box parts is accommodated.

For this purpose, two idler gears are each connected to an axle bridge arranged below their axle centers, which otherwise has a rigid coupling part and, with this, longitudinally displaceably comprises the rigid coupling part of a mirror-symmetrically opposed axle bridge carrying the second idler gear pair. The axle bridges are used in their center to accommodate a central air spring, which is rotatably arranged on its underside on a ball slewing ring and on its upper side carry the respective end box parts via support arms by means of an annular support, which has a combined axial / radial bearing, in that engages the pivot of the joint floor part. The ring-shaped supports of both end box parts are connected to one another via a rod coupling, which is articulated in the longitudinal direction via links on the two telescopically telescoping coupling parts which are rigidly arranged on the axle bridges. The end box parts are also connected to the axle bridges via anti-roll supports.

The brake equipment consists of external disc brakes, the brake discs of which are arranged on the stub axles, the brake actuation parts being suspended from a support of the axle bridge without being suspended.

From CH-A-427 889 a multi-part rail vehicle has also become known which has a driven chassis with at least two articulated box parts, two individual drives equipped with steering means being pivotally connected to one another about their horizontal axis.

The disadvantages lie essentially in the fact that in the solutions shown there is neither a curve-dependent control by at least one of the box parts, nor is it possible to adjust the wheels radially when cornering, and the brake system shown also belongs to the unsprung mass.

Another disadvantage is that the floor height in the area of the (motorized) end bogies is raised with steps arranged transversely to the direction of travel.

The disadvantages of the solutions shown in the prior art not only adversely affect the wheel / rail wear and the squeaking of the bends are not eliminated, but also all accelerations from the wheel / rail contact are directed directly and unsprung into load-bearing components and their attachments , which is known to lead to undesirably high loads. Cracks or even breakage of load-bearing components are the result. It is not uncommon for functionally important single lines to be lost during the journey due to loosened screw connections. This endangers safety and / or functionality in such a way that the vehicle ultimately fails.

The present invention seeks to remedy this.

It therefore aims to create a simple and lightweight driven undercarriage with a low unsprung mass fraction for low-floor rail vehicles, especially for articulated vehicles. in which at least two axially supported box parts are connected to one another in an articulated manner and the articulation angle of the box parts is used for the radial radial adjustment of the wheel pairs to the chassis.

According to the invention, such a driven undercarriage is characterized in that two mutually steerable individual drives of a lower, cranked type are connected to one another and carry the respective box part of a low-floor articulated vehicle consisting of at least two box parts and accelerate or articulate the articulated vehicle via motors and reduction gears suspended from this box part Decelerate via the brakes suspended there, a steering linkage with a corresponding transmission for the radial adjustment of the individual drives transmits the articulation angle of the box parts to the chassis.

As a result, when cornering, the bend angle between a box part leading in the direction of travel, under which a chassis according to the invention is located, and a subsequent, for example likewise axially supported box part, is transferred to the steerable individual drives, so that the desired curve-radial setting of the wheel pairs results. Likewise, the tapping angle that results when cornering can also be tapped between two axle-supported box parts, which are articulated by an axle-free box part, under each of which, in turn, there is a chassis according to the invention.

Compared to comparable articulated vehicles, which are equipped with known bogies, this results in a reduction in the number of travel and running gears, which is accompanied by a substantial reduction in weight and, consequently, a reduction in costs for acquisition and maintenance. This tendency is reinforced by the simple and light design of the chassis according to the invention. This is helped by both the radially adjustable individual drives and the drive and braking equipment suspended from the axle-supported box section.

Further embodiments of the undercarriage according to the invention also allow a two-stage cushioning of the steerable individual drives, so that the unsprung masses are reduced to a minimum.

• Die biegesteife Verbindung der beiden lenkbaren Einzellaufwerke ist verwindungsweich und erfüllt somit alle Bedingungen an die Entgleisungssicherheit im Hinblick auf ungleichmässe Raddrücke bzw. Radlaständerungen infolge Kurvenfahrt bei Gleisverwindungen.
• Durch die spezielle, gleichzeitig der Kastenabstützung dienende Ausgestaltung der Verbindung beider Einzellaufwerke wird die Ausdrehbewegung bei Kurvenfahrt von der Kastenfederung ferngehalten und so der Ausdrehwiderstand auf ein Minimum reduziert.
• Die Abstützung des Kastenteils erfolgt auf einer breiten Basis, so dass auf zusätzliche Wankstabilisatoren verzichtet werden kann.
• Reaktionskräfte aus Antrieb und Bremse, sowie Raddurchmesserunterschiede werden vom System aufgenommen und lassen beispielsweise die kurvenradiale Einstellbarkeit unbeeinflusst.
• Für die gegenseitige kurvenradiale Steuerung der beiden miteinander verbundenen Einzeilaufwerke können wahlweise die verschiedensten, an sich bekannten Lenkgestänge angewendet werden.

Advantages of the solution according to the invention are also:

• The rigid connection of the two steerable individual drives is torsionally soft and thus fulfills all conditions for derailment safety with regard to uneven wheel pressures or wheel load changes due to cornering when the track twists.
• Due to the special design of the connection between the two individual drives, which also serves to support the box, the turning movement is kept away from the box suspension when cornering, thus reducing the turning resistance to a minimum.
• The box section is supported on a broad basis, so that additional roll stabilizers can be dispensed with.
• Reaction forces from the drive and brake, as well as wheel diameter differences, are recorded by the system and, for example, leave the radial radial adjustability unaffected.
• A wide variety of steering linkages known per se can optionally be used for the mutual radial control of the two single-row drives connected to one another.

The invention is explained, for example, with reference to the following figures:

Fig. 1

ein beidseitig angetriebenes Fahrwerk mit Einzelrad-Einzellaufwerken in Draufsicht

Fig. 2

eine Seitenansicht des Fahrwerks gemäss Figur 1

Fig. 3

eine Vorderansicht des Fahrwerks gemäss Figur 1

Fig. 4

ein einseitig angetriebenes Fahrwerk mit Einachs-Einzellaufwerken in Draufsicht

Fig. 5

eine Seitenansicht des Fahrwerks gemäss Figur 4

Fig. 6

eine Vorderansicht des Fahrwerks gemäss Figur 4

Fig. 7

ein angetriebenes Fahrwerk gemäss Schnittlinie VII-VII der Figur 3, jedoch mit zweistufiger Abfederung

Fig. 8

eine weitere Ausführungsform einer zweistufigen Abfederung für ein angetriebenes Fahrwerk gemäss Schnittlinie VIII-VIII der Figur 6

Fig. 9

ein einseitig angetriebenes Fahrwerk mit Einzelrad-Einzellaufwerken gemäss Figur 4 und einer Variante der Kurvensteuerung in Draufsicht.

Show it:

Fig. 1

a double-sided running gear with single wheel single drives in plan view

Fig. 2

a side view of the chassis according to Figure 1

Fig. 3

2 shows a front view of the undercarriage according to FIG. 1

Fig. 4

a single-sided undercarriage with single-axle single drives in plan view

Fig. 5

a side view of the chassis according to Figure 4

Fig. 6

a front view of the chassis according to Figure 4

Fig. 7

a driven undercarriage according to section line VII-VII of Figure 3, but with two-stage cushioning

Fig. 8

a further embodiment of a two-stage suspension for a driven chassis according to section line VIII-VIII of Figure 6

Fig. 9

a single-sided undercarriage with single-wheel individual drives according to Figure 4 and a variant of the curve control in plan view.

A driven undercarriage 1 shown in FIGS. 1 to 3 consists of two mutually steerable, essentially identical single wheel single drives 2, 2 ', which are inseparable from one another by a rigid and torsionally flexible connecting member 3 which defines their axial distance and which absorbs the drive and braking forces are connected.

In the present exemplary embodiment, each individual drive 2, 2 'is provided at all of its outer corner points with four support arms 4, 4' located below the center of the axis for receiving a common, low-floor box part.

The box part is supported, single-stage suspension, on the outside of the wheel on a very large base on the support arms 4, 4 'formed at the ends of the connecting member 3'. A total of eight spring means 5.5 'arranged on the transverse support arms 4,4' enable vertical deflection and horizontal transverse suspension of the box part and are damped, for example, by a vertical damper 6,6 'per pair of springs.

For the turning movement due to cornering, each individual drive 2, 2 'preferably has a known ball slewing ring 7, 7', which rests over a large area on a wheel bridge 9, 9 ', which connects the two internally mounted single wheels 8, 8' to each other, and a horizontal tilting of the wheel bridge 9.9 'in the single drive 2.2' is impossible.

The described arrangement of a ball slewing ring 7, 7 'and in particular the special design of the connecting member 3 for the simultaneous box support keep the unscrewing movement away from the spring means 5,5' when cornering. As a result, these are only loaded vertically and horizontally and transversely and remain in an unchanged position with regard to their carrying height and vertical position when cornering. This prevents the box section from sinking into tight bends, as is known from flexi-stressed springs.

As a result, the turning resistance of the individual drives 2, 2 'is reduced to a minimum and their easier radial radial adjustment is made possible.

For the radial adjustment of the individual drives 2, 2 ′, the articulation angle between two adjacent and articulatedly connected box parts is first applied to a steering rod 11 arranged in the direction of travel. Transfer the front lever on the single drive 2 in the longitudinal center planes 10 with a rotary bearing 17 mounted angle lever 12 and thus deflected transversely to the direction of travel on a handlebar 13 which engages an extension 14 located on one side on the wheel bridge 9. For the mutual steering of the individual drives 2, 2 ', each wheel bridge 9, 9' has a tiller-like extension 15, 15 'which lies outside the longitudinal center planes 10 and which is connected to one another in a rotationally symmetrical manner with a steering rod 16 in the articulation points 18.

The longitudinal entrainment between the box part and the chassis is preferably carried out via two longitudinal links 19 mounted on the single drive 2 at articulation points 18, for example parallel on both sides of the longitudinal center planes 10.

As a result of the motorization shown, the two individual drives 2, 2 'connected to one another in the manner described above become a driven undercarriage 1.

For this purpose, for example, a drive motor 21, 21 'including reduction gears 22, 22', as well as brake disks 23, 23 'on its output side, and the associated brake actuations 24, 24', are suspended on the sprung box section on each long side of the chassis.

The power transmission takes place from there on both sides by means of extendable cardan shafts 25, 25 ', to the bevel gear transmissions 26, 26' arranged on the outer axles of the individual wheels 8, 8 '.

In Figures 4 to 6 as a further preferred embodiment, a particularly light chassis 51 according to the invention is shown, which consists of two mutually steerable, essentially identical single-axle single drives 52, 52 ', which are defined by a distance that defines their axis, as well as the drive and Braking forces absorbing rigid and torsionally flexible connector 3 are not separably connected.

In the present exemplary embodiment, each individual drive 52, 52 'is provided at its outer corner points with two support arms 4, 4' located below the center of the axis for receiving a common, low-floor box part.

The box part is supported, spring-loaded in one step, on the outside of the wheel on a very large base on the support arms 4, 4 'formed at the ends of the connecting member 3'. A total of four spring means 5.5 'arranged on the transverse support arms 4,4' enable vertical deflection and horizontal transverse suspension of the box part and are damped, for example, by a vertical damper 6,6 ', not shown, per spring.

For the turning out movement due to cornering, each individual drive 52, 52 'preferably has a known ball slewing ring 7, 7', which is guided on an inner bearing 70, 70 'of the wheel set 58, 58' on both sides parallel to an axis 56, 56 '. containing the axis frame 59,59 'over a large area, making horizontal tilting of the axis frame 59,59' in the individual drive 52,52 'impossible.

The described arrangement of a ball slewing ring 7, 7 'and in particular the special design of the connecting member 3 for the simultaneous box support keep the unscrewing movement away from the spring means 5,5' when cornering.

As a result, these are only loaded vertically and horizontally and transversely and remain in an unchanged position with regard to their carrying height and vertical position when cornering. This prevents the box section from sinking into tight bends, as is known from flexi-stressed springs.

As a result, the twisting resistance of the individual drives 2, 2 'is reduced to a minimum and their easier radial radial adjustment is made possible.

The longitudinal entrainment and the curve-radial adjustment of the individual drives 52, 52 'takes place in the same way as already described under FIGS. 1 to 3. For the mutual steering of the individual drives 52, 52 ', an articulation point 18 is provided on each axle frame 59, 59' 'offset diagonally from one another, both of which are connected by at least one connecting rod 77 which is guided at an angle below the connecting member 3.

As a result of the motorization shown, the two individual drives 52, 52 ′ connected to one another in the described manner become a driven undercarriage 51.

For this purpose, for example, a drive motor 21 including reduction gears 22 and a brake disk 23 on its one output side, along with its associated brake actuation 24, are suspended from the spring-loaded box part on a longitudinal side of the chassis.

The power transmission takes place from there on both sides by means of extendable cardan shafts 25 to the bevel gear transmissions 26, 26 'arranged on one side of the wheel outside on the wheel sets 58, 58'.

Due to the arrangement according to the invention, the reaction forces originating from the drive and brake, as well as any wheel diameter differences, are absorbed by the system in the two exemplary embodiments described above. without influencing the curve radial adjustability, for example.

At the same time, the torsionally soft connection of the two individual drives fulfills all conditions for derailment safety with regard to uneven wheel pressures, as well as wheel load changes due to cornering when the track twists.

Figure 7 shows a previously described driven chassis 1, but with a two-stage cushioning of the box part. Additional spring means 55, 55 'serving purely vertical suspension are arranged between the wheel bridges 9, 9' and a respective ball slewing ring 7.7 '.

Another possibility for a two-stage cushioning of the box part is shown in FIG. Here, the axle frames 59, 59 'are supported by known spring means 78, 78' arranged on both sides next to the inner bearing 70, 70 '.

Alternatively, in the case of a two-stage cushioning on both sides of the wheel bridge 9.9 'or the axle frame 59.59', and for the lowest possible construction, nested spherical ring segments can be provided, which are spring-loaded, and which are the spring means 55,55 ' record, tape.

FIG. 9 shows, using the example of a previously driven undercarriage 51, a variant 51 'with a different mutual steering of the individual drives 52, 52'. Here, a pivot lever 66 is rotatably mounted in a bearing 17 on the connecting member 3 over half the axis distance and is connected in its articulated points 18 via steering rods 79, 79 'to the corresponding articulated points 18 of the two axle frames 59, 59' in the form shown.

The embodiments of a driven undercarriage 1, 51, 51 'shown in FIGS. 1 to 9 can also include the optional combination of the features shown (e.g. drive, suspension, steering) and all relate to a general inventive concept according to the wording of one of the claims.

Claims (15)

1. Driven chassis for underslung rail vehicles with at least two articulated body units and two individual sets of running gear (2, 2', 52, 52') which are fitted with steering means (15, 15', 16, 77, 66, 79, 79') and pivotable about their horizontal axis, characterised in that a link (3) connecting the individual sets of running gear with one another is arranged beneath the axial centre of the wheels (8, 8', 58, 58') and at its ends comprises transverse support arms (4, 4') for supporting a body unit, to which are secured at least one motor (21) and one brake (23, 24'), which drive and brake the chassis (1, 51, 51') via bevel gear drives (26, 26') arranged on the outsides of the wheels on both individual sets of running gear (2, 2', 52, 52').
2. Driven chassis according to claim 1, characterised in that a link (3) is rigid in relation to its longitudinal central plane (10) and is torsionally flexible in relation to its transverse support arms (4, 4').
3. Driven chassis according to one of claims 1 or 2, characterised in that the transverse support arms (4, 4') are arranged beneath the axial centre of the wheels (8, 8', 58, 58'), engage around the wheels either on both sides in an H-shape or on one side in a T-shape and on the outsides of the wheels comprise springing means (5, 5') over a large base for supporting a body unit.
4. Driven chassis according to one of claims 1 to 3, characterised in that a link (3) comprises at least one swivel bearing (17), in which a steering rod system (11, 12, 13) is mounted, which transmits the bending angle of two articulated body units to an individual set of running gear (2, 2', 52, 52'), which to this end comprises a pole-like extension (14), for example.
5. Driven chassis according to one of claims 1 to 4, characterised in that a link (3) is supported over a large surface area on the wheel bridge (9, 9') or the axle frame (59, 59') of an individual running gear set (2, 2', 52, 52') via a ring mount (7, 7') so as to pivot in the horizontal plane, so that the supporting height and vertical position of the springing means (5, 5') remains constant during an outward pivoting when travelling around bends and the resistance to outward pivoting is reduced to a minimum.
6. Driven chassis according to one of claims 3 to 5, characterised in that the springing means (5, 5') are used exclusively for the vertical body unit suspension and allow horizontal transverse movements of the body unit, and a good radial adjustment of the individual running gear sets (2, 2', 52, 52') to bends is made possible by means of the steering means (15, 15', 16, 77, 79, 79') via a ring mount (7, 7').
7. Driven chassis according to one of claims 3 to 6, characterised in that the springing means (5, 5') are either damped individually or, where the springing means are arranged in parallel, by a vertical damper (6, 6').
8. Driven chassis according to one of claims 1 to 7, characterised in that an individual running gear set either comprises a wheel bridge (9, 9') which connects the two internally mounted individual wheels (8, 8') with one another and is downwardly cranked or an axle frame (59, 59') which is guided parallel to an axle (56, 56') on both sides and comprises the internal mount (70, 70') of a wheel set (58, 58').
9. Driven chassis according to one of claims 1 to 8, characterised in that the wheel bridges (9, 9') of both individual running gear sets (2, 2') and the axle frames (59, 59') of both individual running gear sets (52, 52') are connected with one another for the purpose of reciprocal control by means of steering means arranged on both sides (15, 15', 16), on one side (79, 79', 66) or diagonally (77).
10. Driven chassis according to one of claims 1 to 9, characterised in that two individual running gear sets (2, 2', 52, 52') connected with one another by a link (3) comprise at least one drive motor (21, 21'), which is suspended - damped by springing means (5, 5') - from the body unit on one longitudinal side of the chassis together with reduction gearing (22, 22') and a brake disc arranged on the output side of the gearing with associated brake actuating element (23).
11. Driven chassis according to one of claims 1 to 10, characterised in that the power transmission from the drive is effected by means of telescopic hinge shafts (25, 25') to the bevel gear drives (26, 26) arranged on the outsides of the individual wheels (8, 8') or wheel sets (58, 58').
12. Driven chassis according to one of claims 1 to 11, characterised in that the reaction forces from the drive (21, 22, 25) and brake (23, 24), and differences in the diameters of the wheels (8, 8', 58, 58') do not influence the steering means (15, 15', 16, 77, 66, 79, 79') in the radial adjustment of the individual running gear sets (2, 2', 52, 52') to bends.
13. Driven chassis according to one of claims 1 to 12, characterised in that two longitudinal steering rods (19) mounted on an individual running gear set (2, 2', 52, 52') in hinge points (18) are provided for the longitudinal driving connection between the body unit and chassis.
14. Driven chassis according to one of claims 1 to 13, characterised in that, for reducing the unsprung masses, a two-stage springing of the body unit is provided with springing means (55, 55') arranged between the wheel bridge (9, 9') and the ring mount (7, 7') or springing means (78, 78') arranged adjacent the internal mount (70, 70') of the axle frame (59, 59').
15. Driven chassis according to one of claims 1 to 14, characterised in that, for a two-stage springing of the body unit, ring mount segments are provided on either side of the wheel bridge (9, 9') or axle frame (59, 59') and are vertically nested relative thereto, said ring mount segments receiving the springing means (55, 55').

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