EP0549731B1 - Dispositif de roulement a roues independantes pour vehicules sur rails - Google Patents

Dispositif de roulement a roues independantes pour vehicules sur rails Download PDF

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Publication number
EP0549731B1
EP0549731B1 EP92900069A EP92900069A EP0549731B1 EP 0549731 B1 EP0549731 B1 EP 0549731B1 EP 92900069 A EP92900069 A EP 92900069A EP 92900069 A EP92900069 A EP 92900069A EP 0549731 B1 EP0549731 B1 EP 0549731B1
Authority
EP
European Patent Office
Prior art keywords
wheel
independent
running
running gear
gear 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.)
Expired - Lifetime
Application number
EP92900069A
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German (de)
English (en)
Other versions
EP0549731A1 (fr
Inventor
René 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/de
Publication of EP0549731A1 publication Critical patent/EP0549731A1/fr
Application granted granted Critical
Publication of EP0549731B1 publication Critical patent/EP0549731B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—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 chassis for rail vehicles, in particular local railways, consisting of a chassis frame guided to the car body via handlebars, individual wheels horizontally pivotably mounted in the chassis frame about a vertical axis in bearing housings 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 to ensure this to achieve 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.
  • 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 geometrical 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.
  • the object of the present invention was to create 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 this is 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 that swivel with the wheel determine the deviation of the rail position from the set wheel 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 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 the change in the geometric conditions, for example due to manufacturing tolerances of the chassis frame or by changing 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 adjusting rod represents an additional safeguard for averaging out measured deviations in the rail position of the individual individual wheels and enables the required adjusting cylinders to be minimized.
  • the handlebars guiding the chassis frame are designed as parallelogram links. This construction ensures that the chassis frame with all components attached to it always remains in a horizontal position when the car body is deflected relative to the chassis 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 individual wheel in a driven 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.
  • 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 near the free ends of the legs of the U-profile and the handlebars are arranged at the base of the chassis frame.
  • stops are arranged further in the middle 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 rather is arranged in such a way that a variable-length cardan shaft for torque transmission is located between the motor and the wheel unit.
  • the traction 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, light 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.
  • 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 centrally at the base of the undercarriage 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 adjusting 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 differs from the set actuating angle of the individual wheel and passes this information on as an input variable to a control circuit (not shown) for actuating the actuating 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 disc 11 on its outside.
  • the drive motor 9 is attached to the car body 3 itself.
  • Variable-length cardan shafts 17 each connect the drive motor 9 and the transmission 10.

Landscapes

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

Claims (9)

  1. Dispositif de roulement à roues indépendantes motrices pour véhicule ferroviaire, en particulier pour trains de banlieue, composé d'un châssis de dispositif de roulement (1) qui est orienté par l'intermédiaire de bielles conductrices (2) par rapport à la caisse (3) du véhicule, de roues indépendantes (5) qui sont montées dans des boîtes d'essieu avec possibilité de pivotement dans la direction horizontale autour d'un axe vertical et de ressorts pneumatiques (6) qui assurent la suspension de la caisse (3) par rapport au châssis (1) du dispositif de roulement, caractérisé par le fait que sur chaque boîte d'essieu (7), un capteur (12) qui palpe le rail est disposé respectivement avant et après chaque point d'appui de la roue, lequel capteur, par l'intermédiaire d'un régulateur, commande un vérin de réglage (13) qui règle l'angle de la roue (5) indépendante en fonction de la courbure détectée du rail.
  2. Dispositif de roulement selon la revendication 1, caractérisé par le fait que les boîtes d'essieu (7) de chaque roue indépendante (5) d'un châssis (1) de dispositif de roulement sont reliées entre elles de manière articulée par une tringle de réglage (16).
  3. Dispositif de roulement selon les revendications 1 et 2, caractérisé par le fait que les bielles conductrices (2) qui guident le châssis (1) du dispositif de roulement sont agencées sous forme de parallélogramme.
  4. Dispositif de roulement selon les revendications 1 à 3, caractérisé par le fait que chaque ressort pneumatique (6) est disposé sur le châssis (1) du dispositif de roulement sensiblement au-dessus de la boîte d'essieu (7).
  5. Dispositif de roulement selon les revendications 1 à 4, caractérisé par le fait que dans le cas d'une roue indépendante motrice, le moteur d'entraînement (9), le réducteur (10) et le disque de frein (11) sont intégrés dans la boîte d'essieu (7) de chaque roue (5) indépendante.
  6. Dispositif de roulement selon les revendications 1 à 5, caractérisé par le fait que des bras (14) destinés à recevoir des freins magnétiques (15) agissant sur le rail et des capteurs (12) sont montés fixes sur la boîte d'essieu (7).
  7. Dispositif de roulement selon les revendications 1 à 6, caractérisé par le fait que le châssis (1) du dispositif de roulement a la forme d'un U, les axes verticaux (4) destinés à recevoir les boîtes d'essieu (7) étant disposés à proximité des extrémités libres des ailes du profilé en U et les bielles conductrices (2) étant disposées sur la base du châssis (1) du dispositif de roulement.
  8. Dispositif de roulement selon les revendications 1 à 7, caractérisé par le fait que des butées (18) sont agencées au milieu à la base du châssis (1) du dispositif de roulement, lesquelles butées coopèrent avec une pièce de butée (19) du véhicule (3) et limitent le débattement transversal du châssis (1) du dispositif de roulement par rapport au véhicule (3).
  9. Dispositif de roulement selon les revendications 1 à 4 et 6 à 8, caractérisé par le fait que le moteur d'entraînement (9) est fixé sur le véhicule (3) et est relié de manière rigide en torsion au réducteur (10) monté à l'intérieur de la boîte d'essieu (7) de la roue indépendante (5) par l'intermédiaire d'un arbre à cardan (17) dont la longueur peut varier.
EP92900069A 1990-12-17 1992-07-17 Dispositif de roulement a roues independantes pour vehicules sur rails Expired - Lifetime EP0549731B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT9292900069T ATE104907T1 (de) 1990-12-17 1992-07-17 Einzelradfahrwerk fuer schienenfahrzeuge.

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4040303 1990-12-17
DE4040303A DE4040303A1 (de) 1990-12-17 1990-12-17 Einzelradfahrwerk fuer schienenfahrzeuge
PCT/EP1991/002298 WO1992011152A1 (fr) 1990-12-17 1991-12-03 Dispositif de roulement a roues independantes pour vehicules sur rails

Publications (2)

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

Family

ID=6420551

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92900069A Expired - Lifetime EP0549731B1 (fr) 1990-12-17 1992-07-17 Dispositif de roulement a roues independantes pour vehicules sur rails

Country Status (4)

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

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2280160A (en) * 1993-07-14 1995-01-25 Tram Research Limited Railway vehicle

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4404091A1 (de) * 1994-02-09 1995-08-10 Duewag Ag Anordnung einer Magnetschienenbremse an einem Einzelachsfahrwerk
DE19502670C2 (de) * 1995-01-20 1999-03-18 Mannesmann Ag Fahrwerk für Schienenfahrzeuge
AT406761B (de) * 1996-08-30 2000-08-25 Siemens Sgp Verkehrstech Gmbh Fahrwerk für ein schienenfahrzeug
DE19650913A1 (de) * 1996-12-07 1998-06-10 Sab Wabco Bsi Verkehrstechnik Angetriebene Losradachse
WO2005007480A1 (fr) * 2003-07-16 2005-01-27 Yoshihiro Suda Essieu a autoguidage et wagon l'utilisant
JP4690712B2 (ja) * 2004-12-07 2011-06-01 三菱重工業株式会社 車両
DE102006025773A1 (de) * 2006-05-31 2007-12-06 Bombardier Transportation Gmbh Verfahren zur Regelung eines aktiven Fahrwerks eines Schienenfahrzeugs
JP2009545474A (ja) 2006-07-12 2009-12-24 ウニヴェルジテート・パーダーボルン レール車両
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
PT3487744T (pt) 2016-07-19 2020-11-11 Medela Holding Ag Conjunto de roda para um veículo guiado numa linha ferroviária

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3426376A1 (de) * 1984-07-18 1986-01-23 Thyssen Industrie Ag, 4300 Essen Radsatz fuer schienenfahrzeuge
DE3707898A1 (de) * 1987-03-12 1988-09-22 Waggon Union Gmbh Einachsfahrwerk mit losraedern fuer schienenfahrzeuge

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2280160A (en) * 1993-07-14 1995-01-25 Tram Research Limited Railway vehicle
GB2280160B (en) * 1993-07-14 1998-04-29 Tram Research Limited Railway rolling stock

Also Published As

Publication number Publication date
EP0549731A1 (fr) 1993-07-07
DE4040303A1 (de) 1992-06-25
DE59101516D1 (de) 1994-06-01
WO1992011152A1 (fr) 1992-07-09
JPH06504502A (ja) 1994-05-26

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