EP0549731A1 - Independent-wheel running gear for rail vehicles. - Google Patents

Independent-wheel running gear for rail vehicles.

Info

Publication number
EP0549731A1
EP0549731A1 EP19920900069 EP92900069A EP0549731A1 EP 0549731 A1 EP0549731 A1 EP 0549731A1 EP 19920900069 EP19920900069 EP 19920900069 EP 92900069 A EP92900069 A EP 92900069A EP 0549731 A1 EP0549731 A1 EP 0549731A1
Authority
EP
European Patent Office
Prior art keywords
wheel
chassis frame
independent
bearing housing
frame
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.)
Granted
Application number
EP19920900069
Other languages
German (de)
French (fr)
Other versions
EP0549731B1 (en
Inventor
Rene Tutzauer
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.)
ABB Henschel Waggon Union GmbH
Original Assignee
ABB Henschel Waggon Union GmbH
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 ABB Henschel Waggon Union GmbH filed Critical ABB Henschel Waggon Union GmbH
Priority to AT9292900069T priority Critical patent/ATE104907T1/en
Publication of EP0549731A1 publication Critical patent/EP0549731A1/en
Application granted granted Critical
Publication of EP0549731B1 publication Critical patent/EP0549731B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles

Definitions

  • the invention relates to a single wheel undercarriage for rail vehicles, in particular commuter railways, consisting of a chassis frame guided to the car body via handlebars, in the chassis frame about single wheels mounted horizontally pivotably about bearing axles and air springs which cushion the car body relative to the chassis frame.
  • an axle of the bogie normally used is dispensed with, in particular in the case of commuter railways, taking into account the maximum permissible axle load.
  • the weight of the trolleys can be significantly reduced.
  • special measures must be taken, however. to achieve this radial adjustment of the wheels.
  • the aim of such a construction must be the most economical possible arrangement of all chassis components. This applies to all the necessary components, such as motors, gear stages, braking devices, spring stages and linkage elements, as well as the arrangement of these components with regard to low-maintenance maintenance.
  • a single wheel chassis to meet the above requirements is described in European Patent Application No. 03 08 720.
  • the individual wheels which can be individually pivoted about a vertical axis, automatically adjust themselves radially in the arc due to their geometric arrangement.
  • the steering knuckles are mounted in a chassis frame, which in turn accommodates engine, transmission and brake elements.
  • a multi-stage spur gear is required to bridge the spatial distance between the single wheel and the motor.
  • additional supports which are described, for example, in European Patent Applications No. 03 11 868 and 03 08 760.
  • the outlay on technical gear components is therefore very high in this construction described above.
  • a further disadvantage of this construction is that a large percentage of the shocks occurring between the wheel and the rail are transferred directly into the vehicle by the rocker arm bearing on the body. Furthermore, the rocker arm sets itself obliquely when shock loads occur and when the air spring is vented relative to the top edge of the rail, so that the arrangement of elements which have to be guided horizontally to the top rail edge, for example a magnetic rail brake, is not readily possible on this rocker arm .
  • the object of the present invention was to provide a single wheel chassis for rail vehicles with idler wheels, in which the required swivel angle is measured when cornering, transmitted to the wheel and adjusted accordingly, with the objective of a low-effort, simple construction, the necessary units for drive and braking are arranged that a safe driving behavior of the chassis is guaranteed.
  • this object is achieved in that on each bearing housing, in front of and behind each wheel contact point, a sensor is arranged which scans the rail and from which a control cylinder adjusts the deflection of the individual wheel in accordance with the measured rail curvature.
  • the sensors which pivot with the wheel determine the deviation of the rail position from the set wheel turning angle of the wheel and enter this information as an input variable in a control circuit for controlling the actuating cylinder and thus for correcting the wheel turning angle.
  • a high level of operational reliability is achieved through a redundant arrangement or design of the components of this control loop.
  • the active steering of the individual wheels makes it possible to dispense with angular gearboxes and torque supports.
  • the wheel lock is insensitive to changes in the geometric conditions, for example due to manufacturing tolerances of the chassis frame or changes in the wheel and rail profile when worn.
  • the position of the vertical axis can be chosen freely and can thus be adapted to the conditions of the vehicle.
  • the bearing housings of each individual wheel of a chassis frame are connected to one another in an articulated manner by an adjusting rod.
  • This actuating rod represents an additional safeguard for averaging in the event of measured deviations in the rail position of the individual individual wheels and enables the actuating cylinders required to be minimized.
  • the handlebars guiding the chassis frame are designed as parallelogram links. This construction ensures that the undercarriage frame with all components attached to it always remains in a horizontal position when the car body is deflected relative to the undercarriage frame.
  • Each air spring is advantageously arranged on the undercarriage frame, for example above the bearing housing. As a result, the chassis frame is largely kept free from disturbing bending moments.
  • the drive motor, gearbox and brake are integrated in the bearing housing of each single wheel.
  • This arrangement advantageously forms chassis components that can be prefabricated, which can be assembled economically and are easy to maintain.
  • brackets for receiving the sensors and magnetic rail brakes are arranged on each bearing housing. By ensuring the horizontal position of the bearing housing, sensors and magnetic rail brakes can be arranged economically and reliably on the bracket attached to the bearing housing.
  • the chassis frame is U-shaped in plan, the vertical axis for receiving the bearing housing being arranged near the free ends of the legs of the U-profile and the handlebars being arranged at the base of the chassis frame.
  • stops are arranged further in the center of the base of the undercarriage frame, which, in cooperation with a stop piece of the car body, limit the required transverse play of the undercarriage frame with respect to the car body.
  • the drive motor in the case of a driven single wheel, is fastened to the car body and is connected in a rotationally fixed manner to the transmission arranged in the bearing housing of the single wheel via a variable-length cardan shaft.
  • the drive is not integrated directly into the wheel hub, but is arranged in such a way that there is a variable-length cardan shaft for torque transmission between the motor and the wheel unit.
  • the driving motor can be attached to the chassis frame as well as in the vehicle itself. This considerably simplifies the design compared to the previous publications.
  • the invention allows the design of a low-effort, lightweight and economical chassis.
  • the effort for the active control of the wheel lock is compensated for by the elimination of complex gear technology elements, complicated swing arm bearings and extreme accuracy requirements in the production of passively self-steering single wheel chassis.
  • FIG. 1 shows a top view of a single wheel undercarriage according to the invention in a schematic illustration
  • FIG. 3 shows a side view of the independent wheel undercarriage according to FIG. 1 in a schematic illustration
  • FIG. 4 shows the single wheel undercarriage according to FIG. 1 according to a second exemplary embodiment of the invention
  • FIG. 5 shows the single wheel undercarriage according to FIG. 1 according to a third exemplary embodiment of the invention.
  • the chassis frame 1 which is approximately U-shaped in its layout, is longitudinally guided via handlebar rods 2 arranged as parallelogram links and is vertically articulated on the body 3.
  • handlebar rods 2 arranged as parallelogram links and is vertically articulated on the body 3.
  • individual wheels 5 are arranged on bearing housings 7 so as to be pivotable horizontally about a vertical axis 4.
  • An air spring 6 is mounted vertically above the vertical axis 4 between the chassis frame 1 and the body 3, cushioning the body 3 relative to the chassis frame 1.
  • stops 18 are arranged in the center of the base of the chassis frame 1, which act with play on both sides against a stop piece 19 of the car body 3.
  • Each individual wheel 5 is rotatably supported on the bearing housing 7, which is pivoted horizontally about the vertical axis 4 via pivot bearings 8, contains the drive motor 9 and gear 10 and axially carries a brake disk 11 on its outside.
  • a bracket 14 is further attached, which carries the magnetic rail brake 15.
  • the cantilevers 14 of each bearing housing 7 are connected to one another by an actuating rod 16 which is articulated to them.
  • an inductively acting sensor 12 is arranged in front of and behind the wheel contact point of each individual wheel.
  • Each pair of sensors 12 detects the deviation when the rail position deviates from the set setting angle of the individual wheel and passes this information on as an input variable to a control circuit (not shown) for actuating the setting cylinder 13.
  • the actuating cylinder 13 then adjusts the required wheel setting angle.
  • the bearing housing 7 contains only the gear 10 and axially carries the brake disk 11 on its outside.
  • the drive motor 9 is attached to the car body 3 itself.
  • Length-variable cardan shafts 17 each connect drive motor 9 and gear 10.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

L'invention concerne un dispositif de roulement à roues indépendantes pour des véhicules sur rails, en particulier pour le trafic local, constitué d'un châssis (1) maintenu en relation avec la carrosserie (3) par des barres de liaison (2), de roues indépendantes (5) pivotant horizontalement autour d'un axe vertical (4) dans des logements de paliers (7) et de ressorts pneumatiques (6) assurant la suspension de la carrosserie (3) par rapport au châssis (1). L'invention a pour objet de créer un dispositif de roulement à roues indépendantes pour véhicules sur rails à roues folles, avec lequel l'angle de pivotement requis pour le positionnement radial des roues indépendantes (5) est mesuré dans les déplacements en courbe et transmis à la roue et avec lequel celle-ci est positionnée en conséquence, les groupes nécessaires pour la propulsion et le freinage étant disposés, en vue d'une construction simple et économique, de manière à assurer un comportement sûr du dispositif de roulement. Dans le cadre de l'invention, cet objectif est atteint par le fait qu'à chaque logement de palier (7), à l'avant et à l'arrière de chaque point de contact au sol des roues, est disposé un capteur (12) qui explore le rail et qui agit, par l'intermédiaire d'un régulateur, sur un cylindre de réglage (13) qui règle le braquage de la roue indépendante (5) en fonction de la courbure mesurée des rails.The invention relates to a running device with independent wheels for rail vehicles, in particular for local traffic, consisting of a frame (1) held in relation to the body (3) by connecting bars (2), independent wheels (5) pivoting horizontally about a vertical axis (4) in housings for bearings (7) and pneumatic springs (6) ensuring the suspension of the body (3) relative to the frame (1). The object of the invention is to provide a rolling device with independent wheels for vehicles on idle wheel rails, with which the pivot angle required for the radial positioning of the independent wheels (5) is measured in the bending movements and transmitted. to the wheel and with which the latter is positioned accordingly, the groups necessary for propulsion and braking being arranged, for a simple and economical construction, so as to ensure safe behavior of the running device. In the context of the invention, this objective is achieved by the fact that at each bearing housing (7), at the front and at the rear of each point of contact with the ground of the wheels, a sensor ( 12) which explores the rail and which acts, via a regulator, on an adjusting cylinder (13) which adjusts the deflection of the independent wheel (5) according to the measured curvature of the rails.

Description

Einzelradfahrwerk für Schienenfahrzeuge Independent wheel chassis for rail vehicles
Die Erfindung betrifft ein Einzelradfahrwerk für Schienenfahrzeuge, insbesondere Nahverkehrsbahnen, bestehend aus einem zum Wagenkasten über Lenkerstangen geführten Fahrwerkrahmen, im Fahrwerkrahmen um eine Hoch¬ achse in Lagergehäusen horizontal schwenkbar gelagerten Einzelrädern und den Wagenkasten gegenüber dem Fahrwerkrahmen abfedernden Luftfedern.The invention relates to a single wheel undercarriage for rail vehicles, in particular commuter railways, consisting of a chassis frame guided to the car body via handlebars, in the chassis frame about single wheels mounted horizontally pivotably about bearing axles and air springs which cushion the car body relative to the chassis frame.
Zur Gewichtsreduzierung wird insbesondere bei Nahverkehrsbahnen unter Berücksichtigung der maximal zulässigen Achslast auf eine Achse des üblicherweise verwendeten Drehgestells verzichtet. Hierdurch läßt sich das Gewicht der Fahrwerke erheblich reduzieren. Bei den so entstehenden Einzelachsen oder Einzelrädern, falls auf eine Verbindung der Räder durch eine diese starr verbindende Achse verzichtet wird, den Einzelrädern eine radiale Stellung im Gleis zu vermitteln, die sich beim Drehgestell annä¬ hernd selbst einstellt, müssen jedoch besondere Maßnahmen getroffen werden, um diese radiale Einstellung der Räder zu erreichen.In order to reduce weight, an axle of the bogie normally used is dispensed with, in particular in the case of commuter railways, taking into account the maximum permissible axle load. As a result, the weight of the trolleys can be significantly reduced. In the case of the individual axles or individual wheels thus created, if there is no connection of the wheels by means of an axle rigidly connecting them, to impart a radial position in the track to the individual wheels which is approximately self-adjusting in the bogie, special measures must be taken, however. to achieve this radial adjustment of the wheels.
Das Ziel einer derartigen Konstruktion muß neben der radialen Einstellung der Räder eine möglichst wirtschaftliche Anordnung sämtlicher Fahrwerks- komponenten sein. Dies betrifft sämtliche erforderlichen Komponenten, wie Motoren, Getriebestufen, Bremsgeräte, Federstufen und Anlenkungselemente sowie die Anordnung dieser Komponenten bezüglich einer aufwandsarmen Wartung.In addition to the radial adjustment of the wheels, the aim of such a construction must be the most economical possible arrangement of all chassis components. This applies to all the necessary components, such as motors, gear stages, braking devices, spring stages and linkage elements, as well as the arrangement of these components with regard to low-maintenance maintenance.
Ein Einzelradfahrwerk zur Erfüllung der genannten Anforderungen ist in der Europäischen Patentanmeldung Nr. 03 08 720 vorbeschrieben. Die um eine Hochachse einzeln schwenkbaren Einzelräder stellen sich aufgrund deren geometrischen Anordnung selbsttätig passiv im Bogen radial ein. Die Achsschenkel sind in einem Fahrwerkrahmen gelagert, der seinerseits Motor-, Getriebe- und Bremselemente aufnimmt. Hierbei ist zur Uberbrückung der räumlichen Distanz zwischen Einzelrad und Motor ein mehrstufiges Stirnradgetriebe erforderlich. Zur Kompensation des bei Antrieb oder Bremsung entstehenden Drehmomentes am Einzelrad sind außerdem zusätzliche Abstützungen erforderlich, die beispielsweise in den Europäischen Patent- anmeldungen Nr. 03 11 868 und 03 08 760 vorbeschrieben sind. Der Aufwand an getriebetechnischen Komponenten ist somit bei dieser vorbeschriebenen Konstruktion sehr hoch.A single wheel chassis to meet the above requirements is described in European Patent Application No. 03 08 720. The individual wheels, which can be individually pivoted about a vertical axis, automatically adjust themselves radially in the arc due to their geometric arrangement. The steering knuckles are mounted in a chassis frame, which in turn accommodates engine, transmission and brake elements. In this case, a multi-stage spur gear is required to bridge the spatial distance between the single wheel and the motor. To compensate for the drive or Braking of the resulting torque on the single wheel also requires additional supports, which are described, for example, in European Patent Applications No. 03 11 868 and 03 08 760. The outlay on technical gear components is therefore very high in this construction described above.
Eine alternative Ausführung eines derartigen Fahrwerks, insbesondere für Niederflur-Stadtbahnwagen ist in der DE-0S 35 38 513 sowie in der Europä¬ ischen Patentschrift 02 47 389 vorbeschrieben. Wesentlicher Bestandteil dieser Vorveröffentlichungen ist die Lagerung des einzeln schwenkbaren Einzelrades in einer Radführungsschwinge, die direkt am Wagenkasten angelenkt ist. Für eine derartige Schwingenführung ist jedoch zur Verar- beitung des Querspiels zwischen Rad und Fahrzeug eine aufwendige Kon¬ struktion der Schwingenführung am Wagenkasten in der Form erforderlich, daß eine Querverschiebung der Schwinge gegenüber dem Fahrzeug ermöglicht wird. Die sich durch unterschiedliches Querspiel des linken und rechten Rades, beziehungsweise der Schwinge ergebende Spurweitenänderung des Fahrwerks muß über eine, in oben genannter Anmeldung nicht enthaltene Zusatzvorrichtung kompensiert werden. Ein weiterer Nachteil dieser Kon¬ struktion liegt darin, daß durch die Schwingenlagerung am Wagenkasten ein hoher Prozentsatz der zwischen Rad und Schiene entstehenden Stöße direkt in das Fahrzeug übergeleitet wird. Weiter stellt sich die Schwinge beim Auftreten von Stoßbelastungen, sowie bei Entlüftung der Luftfeder gegen¬ über der Schienenoberkante schräg ein, so daß die Anordnung von Elementen, die waagerecht zur Schienenoberkante geführt werden müssen, beispielsweise eine Magnetschienenbremse, an dieser Schwinge nicht ohne weiteres möglich ist.An alternative embodiment of such a carriage, in particular for low-floor light rail vehicles, is described in DE-0S 35 38 513 and in European Patent 02 47 389. An essential part of these prior publications is the storage of the individually pivotable single wheel in a wheel guide rocker which is articulated directly on the car body. For such a rocker guide, however, a complex construction of the rocker guide on the car body is necessary in order to process the transverse play between the wheel and the vehicle in such a way that a transverse displacement of the rocker with respect to the vehicle is made possible. The change in track width of the undercarriage resulting from different transverse play of the left and right wheels or the swing arm must be compensated for by an additional device not included in the abovementioned application. A further disadvantage of this construction is that a large percentage of the shocks occurring between the wheel and the rail are transferred directly into the vehicle by the rocker arm bearing on the body. Furthermore, the rocker arm sets itself obliquely when shock loads occur and when the air spring is vented relative to the top edge of the rail, so that the arrangement of elements which have to be guided horizontally to the top rail edge, for example a magnetic rail brake, is not readily possible on this rocker arm .
Die Aufgabe vorliegender Erfindung bestand darin, ein Einzelradfahrwerk für Schienenfahrzeuge mit Losrädern zu schaffen, bei dem der erforderliche Schwenkwinkel beim Kurvenlauf gemessen, dem Rad übermittelt und dieses entsprechend eingestellt wird, wobei bei Zielsetzung einer aufwandsarmen, einfachen Konstruktion die erforderlichen Aggregate für Antrieb und Bremsung so angeordnet sind, daß ein sicheres Fahrverhalten des Fahrwerks gewährleistet ist. Gemäß der Erfindung wird diese Aufgabe dadurch gelöst, daß an jedem Lagergehäuse vor und hinter jedem Radaufstandspunkt je ein die Schiene abtastender Sensor angeordnet ist, von dem über einen Regler ein den Ausschlag des Einzelrades entsprechend der gemessenen Schienenkrümmung einstellender Stellzylinder beaufschlagt ist. Die mit dem Rad mitschwen¬ kenden Sensoren stellen die Abweichung der Schienenlage gegenüber dem eingestellten Radeinschlagwinkel des Rades fest und geben diese Infor- mation als Eingangsgröße in einen Regelkreis zur Ansteuerung der Stell¬ zylinder und somit zur Korrektur des Radeinschlagwinkels ein. Durch eine redundante Anordnung beziehungsweise Auslegung der Komponenten dieses Regelkreises wird eine hohe Betriebszuverlässigkeit erreicht. Die aktive Lenkung der Einzelräder ermöglicht den Verzicht auf Winkelgetriebe und Drehmomentenabstützungen. Der Radeinschlag ist unempfindlich gegenüber der Veränderung der geometrischen Verhältnisse, zum Beispiel bedingt durch Fertigungstoleranzen des Fahrwerkrahmens oder durch Änderung des Rad- und Schienenprofils bei Verschleiß. Die Lage der Hochachse kann freizügig gewählt und somit auf die Verhältnisse des Fahrzeugs abgestimmt werden.The object of the present invention was to provide a single wheel chassis for rail vehicles with idler wheels, in which the required swivel angle is measured when cornering, transmitted to the wheel and adjusted accordingly, with the objective of a low-effort, simple construction, the necessary units for drive and braking are arranged that a safe driving behavior of the chassis is guaranteed. According to the invention, this object is achieved in that on each bearing housing, in front of and behind each wheel contact point, a sensor is arranged which scans the rail and from which a control cylinder adjusts the deflection of the individual wheel in accordance with the measured rail curvature. The sensors which pivot with the wheel determine the deviation of the rail position from the set wheel turning angle of the wheel and enter this information as an input variable in a control circuit for controlling the actuating cylinder and thus for correcting the wheel turning angle. A high level of operational reliability is achieved through a redundant arrangement or design of the components of this control loop. The active steering of the individual wheels makes it possible to dispense with angular gearboxes and torque supports. The wheel lock is insensitive to changes in the geometric conditions, for example due to manufacturing tolerances of the chassis frame or changes in the wheel and rail profile when worn. The position of the vertical axis can be chosen freely and can thus be adapted to the conditions of the vehicle.
Gemäß der Erfindung sind die Lagergehäuse jeden Einzelrades eines Fahr¬ werkrahmens durch eine Stellstange gelenkig miteinander verbunden. Diese StellStange stellt eine zusätzliche Sicherung zur Ausmittelung bei gemes¬ senen Abweichungen der Schienenlage der einzelnen Einzelräder dar und ermöglicht eine Minimierung der erforderlichen Stellzylinder.According to the invention, the bearing housings of each individual wheel of a chassis frame are connected to one another in an articulated manner by an adjusting rod. This actuating rod represents an additional safeguard for averaging in the event of measured deviations in the rail position of the individual individual wheels and enables the actuating cylinders required to be minimized.
Gemäß der Erfindung sind die den Fahrwerkrahmen führenden Lenkerstangen als Parallelogrammlenker ausgebildet. Durch diese Konstruktion ist ge¬ währleistet, daß der Fahrwerkrahmen mit allen an ihm befestigten Kompo- nenten bei Einfederung des Wagenkastens gegenüber dem Fahrwerkrahmen stets in waagerechter Position verbleibt. Vorteilhaft ist jede Luftfeder auf dem Fahrwerkrahmen etwa über dem Lagergehäuse angeordnet. Hierdurch wird der Fahrwerkrahmen von störenden Biegemomenten weitgehend freigehalten.According to the invention, the handlebars guiding the chassis frame are designed as parallelogram links. This construction ensures that the undercarriage frame with all components attached to it always remains in a horizontal position when the car body is deflected relative to the undercarriage frame. Each air spring is advantageously arranged on the undercarriage frame, for example above the bearing housing. As a result, the chassis frame is largely kept free from disturbing bending moments.
Gemäß der Erfindung sind bei einem angetriebenen Einzelrad in dem Lager¬ gehäuse jeden Einzelrades Antriebsmotor, Getriebe und Bremse integriert. Durch diese Anordnung werden auf vorteilhafte Weise vorzufertigende Fahrwerkskomponenten gebildet, die wirtschaftl ch montierbar und aufwands¬ arm gewartet werden können. An jedem Lagergehäuse sind gemäß der Erfindung fest Ausleger zur Aufnahme der Sensoren und Magnetschienenbremsen angeordnet. Durch die Gewährlei- stung der horizontalen Lage des Lagergehäuses können Sensoren und Magnet¬ schienenbremsen an dem am Lagergehäuse befestigten Ausleger wirtschaftlich und betriebssicher angeordnet werden.According to the invention, in the case of a driven single wheel, the drive motor, gearbox and brake are integrated in the bearing housing of each single wheel. This arrangement advantageously forms chassis components that can be prefabricated, which can be assembled economically and are easy to maintain. According to the invention, brackets for receiving the sensors and magnetic rail brakes are arranged on each bearing housing. By ensuring the horizontal position of the bearing housing, sensors and magnetic rail brakes can be arranged economically and reliably on the bracket attached to the bearing housing.
Gemäß der Erfindung ist der Fahrwerkrahmen im Grundriß U-förmig ausge- führt, wobei die Hochachse zur Aufnahme der Lagergehäuse nahe den freien Enden der Schenkel des U-Profils und die Lenkerstangen an der Basis des Fahrwerkrahmens angeordnet sind. Gemäß der Erfindung sind weiter mittig an der Basis des Fahrwerkrahmens Anschläge angeordnet, die mit einem An¬ schlagstück des Wagenkastens zusammenwirkend das erforderliche Querspiel des Fahrwerkrahmens gegenüber dem Wagenkasten begrenzen.According to the invention, the chassis frame is U-shaped in plan, the vertical axis for receiving the bearing housing being arranged near the free ends of the legs of the U-profile and the handlebars being arranged at the base of the chassis frame. According to the invention, stops are arranged further in the center of the base of the undercarriage frame, which, in cooperation with a stop piece of the car body, limit the required transverse play of the undercarriage frame with respect to the car body.
Gemäß einer alternativen Ausführung des Einzelfahrwerks ist bei einem angetriebenen Einzelrad der Antriebsmotor am Wagenkasten befestigt und über eine längenveränderliche Kardanwelle mit dem im Lagergehäuse des Einzelrades angeordneten Getriebe drehfest verbunden. In dieser alterna¬ tiven Ausführung wird der Antrieb nicht direkt in die Radnabe integriert, sondern so angeordnet, daß sich zwischen Motor und Radeinheit eine längen¬ veränderliche Kardanwelle zur Drehmomentübertragung befindet. Der Fahrmo¬ tor kann sowohl auf dem Fahrwerkrahmen als auch im Fahrzeug selbst befe- stigt werden. Hierdurch wird gegenüber den Vorveröffentlichungen eine erhebliche Vereinfachung der Konstruktion erreicht.According to an alternative embodiment of the single chassis, in the case of a driven single wheel, the drive motor is fastened to the car body and is connected in a rotationally fixed manner to the transmission arranged in the bearing housing of the single wheel via a variable-length cardan shaft. In this alternative embodiment, the drive is not integrated directly into the wheel hub, but is arranged in such a way that there is a variable-length cardan shaft for torque transmission between the motor and the wheel unit. The driving motor can be attached to the chassis frame as well as in the vehicle itself. This considerably simplifies the design compared to the previous publications.
Insgesamt erlaubt die Erfindung die Konzeption eines aufwandarmen, leich¬ ten und wirtschaftlichen Fahrwerks. Der Aufwand für die aktive Regelung des Radeinschlags wird kompensiert durch den Verzicht auf aufwendige getriebetechnische Elemente, komplizierte Schwingenlagerungen und extreme Genauigkeitsanforderungen bei der Fertigung von passiv selbstlenkenden Einzelradfahrwerken.Overall, the invention allows the design of a low-effort, lightweight and economical chassis. The effort for the active control of the wheel lock is compensated for by the elimination of complex gear technology elements, complicated swing arm bearings and extreme accuracy requirements in the production of passively self-steering single wheel chassis.
Einzelheiten der Erfindung werden anhand eines Ausführungsbeispiels in der Zeichnung erläutert. Es zeigenDetails of the invention are explained using an exemplary embodiment in the drawing. Show it
Figur 1 die Draufsicht auf ein Einzelradfahrwerk gemäß der Erfindung in schematischer Darstellung,FIG. 1 shows a top view of a single wheel undercarriage according to the invention in a schematic illustration,
Figur 2 den Schnitt nach Linie II-II der Figur 1,2 shows the section along line II-II of FIG. 1,
Figur 3 die Seitenansicht des Einzelradfahrwerks nach Figur 1 in schematischer Darstellung,FIG. 3 shows a side view of the independent wheel undercarriage according to FIG. 1 in a schematic illustration,
Figur 4 das Einzelradfahrwerk nach Figur 1 gemäß einem zweiten Aus- führungsbeispiel der Erfindung,FIG. 4 shows the single wheel undercarriage according to FIG. 1 according to a second exemplary embodiment of the invention,
Figur 5 das Einzelradfahrwerk nach Figur 1 gemäß einem dritten Aus¬ führungsbeispiel der Erfindung.5 shows the single wheel undercarriage according to FIG. 1 according to a third exemplary embodiment of the invention.
Der in seinem Grundriß etwa U-förmige Fahrwerkrahmen 1 ist über als Parallelogrammlenker angeordnete Lenkerstangen 2 längsgeführt und vertikal gelenkig an dem Wagenkasten 3 gelagert. An den freien Enden der Schenkel des U-förmigen Fahrwerkrahmens 1 sind um eine Hochachse 4 horizontal schwenkbar Einzelräder 5 an Lagergehäusen 7 drehbar angeordnet. Vertikal oberhalb der Hochachse 4 lagert zwischen Fahrwerkrahmen 1 und Wagenkasten 3 je eine Luftfeder 6, den Wagenkasten 3 gegenüber dem Fahrwerkrahmen 1 abfedernd. Zur Begrenzung des horizontalen Querausschlags des Fahrwerkrah¬ mens 1 sind mittig an der Basis des Fahrwerkrahmens 1 Anschläge 18 ange¬ ordnet, die mit Spiel beidseitig gegen ein Anschlagstück 19 des Wagenka¬ stens 3 wirken. Jedes Einzelrad 5 lagert drehbar auf dem Lagergehäuse 7, das über Schwenklager 8 horizontal schwenkbar um die Hochachse 4 gelagert ist, Antriebsmotor 9 und Getriebe 10 beinhaltet und auf seiner Außenseite axial eine Bremsscheibe 11 trägt. An dem Lagergehäuse 7 ist weiter je ein Ausleger 14 befestigt, der die Magnetschienenbremse 15 trägt. Nach dem in Figur 4 dargestellten Ausführungsbeispiel der Erfindung sind die Ausleger 14 jeden Lagergehäuses 7 durch eine gelenkig an ihnen befestigt Stellstan- ge 16 miteinander verbunden. An dem Lagergehäuse 7 oder dem Ausleger 14 ist vor und hinter dem Radaufstandspunkt jeden Einzelrades je ein die Schienenlage abtastender induktiv wirkender Sensor 12 angeordnet. Jedes Sensorpaar 12 stellt bei Abweichung der Schienenlage gegenüber dem einge- stellten Stellwinkel des Einzelrades die Abweichung fest und gibt diese Information als Eingangsgröße in einen nicht dargestellten Regelkreis zur Ansteuerung des StellZylinders 13 weiter. Der Stellzylinder 13 stellt anschließend den erforderlichen Radeinstellwinkel ein. Bei dem in Figur 5 dargestellten Ausführungsbeispiel der Erfindung be¬ inhaltet das Lagergehäuse 7 lediglich das Getriebe 10 und trägt axial auf seiner Außenseite die Bremsscheibe 11. Der Antriebsmotor 9 ist bei diesem Ausführungsbeispiel an dem Wagenkasten 3 selbst befestigt. Längenveränder¬ liche Kardanwellen 17 verbinden jeweils Antriebsmotor 9 und Getriebe 10. The chassis frame 1, which is approximately U-shaped in its layout, is longitudinally guided via handlebar rods 2 arranged as parallelogram links and is vertically articulated on the body 3. At the free ends of the legs of the U-shaped undercarriage frame 1, individual wheels 5 are arranged on bearing housings 7 so as to be pivotable horizontally about a vertical axis 4. An air spring 6 is mounted vertically above the vertical axis 4 between the chassis frame 1 and the body 3, cushioning the body 3 relative to the chassis frame 1. To limit the horizontal transverse deflection of the chassis frame 1, stops 18 are arranged in the center of the base of the chassis frame 1, which act with play on both sides against a stop piece 19 of the car body 3. Each individual wheel 5 is rotatably supported on the bearing housing 7, which is pivoted horizontally about the vertical axis 4 via pivot bearings 8, contains the drive motor 9 and gear 10 and axially carries a brake disk 11 on its outside. On the bearing housing 7, a bracket 14 is further attached, which carries the magnetic rail brake 15. According to the exemplary embodiment of the invention shown in FIG. 4, the cantilevers 14 of each bearing housing 7 are connected to one another by an actuating rod 16 which is articulated to them. On the bearing housing 7 or the boom 14, an inductively acting sensor 12 is arranged in front of and behind the wheel contact point of each individual wheel. Each pair of sensors 12 detects the deviation when the rail position deviates from the set setting angle of the individual wheel and passes this information on as an input variable to a control circuit (not shown) for actuating the setting cylinder 13. The actuating cylinder 13 then adjusts the required wheel setting angle. In the embodiment of the invention shown in FIG. 5, the bearing housing 7 contains only the gear 10 and axially carries the brake disk 11 on its outside. In this embodiment, the drive motor 9 is attached to the car body 3 itself. Length-variable cardan shafts 17 each connect drive motor 9 and gear 10.

Claims

PATENTANSPRÜCHE PATENT CLAIMS
1. Angetriebenes Einzelradfahrwerk für Schienenfahrzeuge, insbesondere Nahverkehrsbahnen, bestehend aus einem zum Wagenkasten über Lenkerstangen geführten Fahrwerkrahmen, im Fahrwerkrahmen um eine Hochachse in Lagerge¬ häusen horizontal schwenkbar gelagerten Einzelrädern und den Wagenkasten gegenüber dem Fahrwerkrahmen abfedernden Luftfedern, dadurch gekennzeich¬ net, daß an jedem Lagergehäuse (7) vor und hinter jedem Radaufstandspunkt je ein die Schiene abtastender Sensor (12) angeordnet ist, von dem über einen Regler ein den Ausschlag des Einzelrades (5) entsprechend der gemessenen Schienenkrümmung einstellender Stellzylinder (13) beaufschlagt ist.1.Driven single wheel chassis for rail vehicles, in particular local railways, consisting of a chassis frame guided to the car body via handlebars, in the chassis frame about individual axes horizontally pivotably mounted in bearing housings and the car body cushioning air springs against the chassis frame, characterized in that at each Bearing housing (7) in front of and behind each wheel contact point, a sensor (12) is arranged which scans the rail, from which a control cylinder adjusts the deflection of the individual wheel (5) according to the measured rail curvature (13).
2. Einzelradfahrwerk nach Anspruch 1, dadurch gekennzeichnet, daß die Lagergehäuse (7) jedes Einzelrades (5) eines Fahrwerkrahmens (1) durch eine StellStange (16) gelenkig miteinander verbunden sind.2. Independent wheel undercarriage according to Claim 1, characterized in that the bearing housings (7) of each individual wheel (5) of a chassis frame (1) are connected to one another in an articulated manner by an actuating rod (16).
3. Einzelradfahrwerk nach den Ansprüchen 1 und 2, dadurch gekennzeich¬ net, daß die den Fahrwerkrahmen (1) führenden Lenkerstangen (2) als Parallelogrammlenker angeordnet sind.3. Independent wheel undercarriage according to claims 1 and 2, characterized gekennzeich¬ net that the chassis frame (1) leading handlebars (2) are arranged as a parallelogram.
4. Einzelradfahrwerk nach den Ansprüchen 1 bis 3, dadurch gekennzeich¬ net, daß jede Luftfeder (6) auf dem Fahrwerkrahmen (1) etwa über dem Lagergehäuse (7) angeordnet ist.4. Independent wheel undercarriage according to claims 1 to 3, characterized gekennzeich¬ net that each air spring (6) on the chassis frame (1) is arranged approximately above the bearing housing (7).
5. Einzelradfahrwerk nach den Ansprüchen 1 bis 4, dadurch gekennzeich¬ net, daß bei einem angetriebenen Einzelrad in dem Lagergehäuse (7) jeden Einzelrades (5) Antriebsmotor (9), Getriebe (10) und Bremsscheibe (11) integriert sind.5. Independent wheel undercarriage according to claims 1 to 4, characterized gekennzeich¬ net that with a driven single wheel in the bearing housing (7) of each single wheel (5) drive motor (9), gear (10) and brake disc (11) are integrated.
6. Einzelradfahrwerk nach den Ansprüchen 1 bis 5, dadurch gekennzeich¬ net, daß an jedem Lagergehäuse (7) fest Ausleger (14) zur Aufnahme von Magnetschienenbremsen (15) und Sensoren (12) angeordnet sind. 6. Independent wheel undercarriage according to claims 1 to 5, characterized gekennzeich¬ net that on each bearing housing (7) fixed boom (14) for receiving magnetic rail brakes (15) and sensors (12) are arranged.
7. Einzelradfahrwerk nach den Ansprüchen 1 bis 6, dadurch gekennzeich¬ net, daß der Fahrwerkrahmen (1) im Grundriß U-förmig ausgeführt ist, wobei die Hochachse (4) zur Aufnahme der Lagergehäuse (7) nahe den freien Enden der Schenkel des Ü-Profils und die Lenkerstangen (2) an der Basis des Fahrwerkrahmens (1) angeordnet sind.7. Single wheel undercarriage according to claims 1 to 6, characterized gekennzeich¬ net that the chassis frame (1) is U-shaped in plan, the vertical axis (4) for receiving the bearing housing (7) near the free ends of the legs of the Ü -Profiles and the handlebars (2) are arranged at the base of the chassis frame (1).
8. Einzelradfahrwerk nach den Ansprüchen 1 bis 7, dadurch gekennzeich- net, daß mittig an der Basis des Fahrwerkrahmens (1) Anschläge (18) angeordnet sind, die mit einem Anschlagstück (19) des Fahrzeugs (3) zusammenwirkend das Querspiel des Fahrwerkrahmens (1) gegenüber dem Fahrzeug (3) begrenzen.8. Independent wheel undercarriage according to claims 1 to 7, characterized in that stops (18) are arranged in the center of the base of the undercarriage frame (1), interacting with a stop piece (19) of the vehicle (3), the transverse play of the undercarriage frame ( 1) limit to the vehicle (3).
9. Einzelradfahrwerk nach den Ansprüchen 1 bis 4 und 6 bis 8, dadurch gekennzeichnet, daß der Antriebsmotor (9) am Fahrzeug (3) befestigt und über eine längenveränderliche Kardanwelle (17) mit dem im Lagergehäuse (7) des Einzelrades (5) angeordneten Getriebes (10) drehfest verbunden ist. 9. Independent wheel undercarriage according to claims 1 to 4 and 6 to 8, characterized in that the drive motor (9) attached to the vehicle (3) and via a variable-length cardan shaft (17) arranged in the bearing housing (7) of the single wheel (5) Gear (10) is rotatably connected.
EP92900069A 1990-12-17 1992-07-17 Independent-wheel running gear for rail vehicles Expired - Lifetime EP0549731B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT9292900069T ATE104907T1 (en) 1990-12-17 1992-07-17 INDIVIDUAL CHASSIS FOR RAIL VEHICLES.

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4040303 1990-12-17
DE4040303A DE4040303A1 (en) 1990-12-17 1990-12-17 SINGLE-WHEEL CHASSIS FOR RAIL VEHICLES
PCT/EP1991/002298 WO1992011152A1 (en) 1990-12-17 1991-12-03 Independent-wheel running gear for rail vehicles

Publications (2)

Publication Number Publication Date
EP0549731A1 true EP0549731A1 (en) 1993-07-07
EP0549731B1 EP0549731B1 (en) 1994-04-27

Family

ID=6420551

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92900069A Expired - Lifetime EP0549731B1 (en) 1990-12-17 1992-07-17 Independent-wheel running gear for rail vehicles

Country Status (4)

Country Link
EP (1) EP0549731B1 (en)
JP (1) JPH06504502A (en)
DE (2) DE4040303A1 (en)
WO (1) WO1992011152A1 (en)

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GB2280160B (en) * 1993-07-14 1998-04-29 Tram Research Limited Railway rolling stock
DE4404091A1 (en) * 1994-02-09 1995-08-10 Duewag Ag Arrangement of a magnetic rail brake on a single axle chassis
DE19502670C2 (en) * 1995-01-20 1999-03-18 Mannesmann Ag Running gear for rail vehicles
AT406761B (en) * 1996-08-30 2000-08-25 Siemens Sgp Verkehrstech Gmbh CHASSIS FOR A RAIL VEHICLE
DE19650913A1 (en) * 1996-12-07 1998-06-10 Sab Wabco Bsi Verkehrstechnik Driven idler axle
WO2005007480A1 (en) * 2003-07-16 2005-01-27 Yoshihiro Suda Self-steering flatcar and railroad vehicle using having this self-steering flatcar applied thereto
JP4690712B2 (en) * 2004-12-07 2011-06-01 三菱重工業株式会社 vehicle
DE102006025773A1 (en) * 2006-05-31 2007-12-06 Bombardier Transportation Gmbh Method for controlling an active chassis of a rail vehicle
JP2009545474A (en) 2006-07-12 2009-12-24 ウニヴェルジテート・パーダーボルン Rail vehicle
GB2486272A (en) * 2010-12-10 2012-06-13 Tram Res Ltd Tram section with steerable wheels
US10988147B2 (en) 2016-03-29 2021-04-27 Mitsubishi Electric Corporation Independent wheel drive device and vehicle
CA3030628C (en) * 2016-07-19 2021-01-26 Medela Holding Ag Wheel assembly for a vehicle guided on a railway track

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DE3426376A1 (en) * 1984-07-18 1986-01-23 Thyssen Industrie Ag, 4300 Essen WHEEL SET FOR RAIL VEHICLES
DE3707898A1 (en) * 1987-03-12 1988-09-22 Waggon Union Gmbh SINGLE-AXLE CHASSIS WITH LOOSE WHEELS FOR RAIL VEHICLES

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Also Published As

Publication number Publication date
WO1992011152A1 (en) 1992-07-09
DE59101516D1 (en) 1994-06-01
DE4040303A1 (en) 1992-06-25
JPH06504502A (en) 1994-05-26
EP0549731B1 (en) 1994-04-27

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