EP0613812A1 - Running gear for a railway vehicle with radial adjustment - Google Patents

Running gear for a railway vehicle with radial adjustment Download PDF

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Publication number
EP0613812A1
EP0613812A1 EP94102529A EP94102529A EP0613812A1 EP 0613812 A1 EP0613812 A1 EP 0613812A1 EP 94102529 A EP94102529 A EP 94102529A EP 94102529 A EP94102529 A EP 94102529A EP 0613812 A1 EP0613812 A1 EP 0613812A1
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EP
European Patent Office
Prior art keywords
running gear
compensating
lever
control
control cylinder
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Granted
Application number
EP94102529A
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German (de)
French (fr)
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EP0613812B1 (en
Inventor
Johann Martin Dr. Lipsius
Wolfgang Auer
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ABB Patent GmbH
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ABB Patent GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated

Definitions

  • the invention relates to a drive for a rail vehicle with radial adjustability according to the preamble of claim 1 and can be used in rail vehicles and non-driven rail vehicles.
  • Such a drive for a rail vehicle with radial adjustability is known from DE 38 27 412 C2.
  • the wheel sets are set by the longitudinal forces that occur in the wheel contact points when traveling through bends.
  • the horizontal return force of the wheelset springs limits the radial adjustability of the wheelsets.
  • the horizontal spring characteristic can be reduced by using softer wheelset springs.
  • this measure disadvantageously reduces running stability.
  • the invention has for its object to provide a drive for a rail vehicle with radial adjustability of the type mentioned, in which the radial adjustability is not reduced by the horizontal restoring force of the wheelset springs.
  • the advantages which can be achieved with the invention are, in particular, that the influences of the horizontal restoring forces of the wheelset springs which are disruptive in the radial control are compensated for by suitable loading / adjustment of the control cylinder.
  • This improves the radial controllability, in particular in the case of smaller arc radii in which larger horizontal deflections of the wheelset springs are required due to the radial control.
  • the essential spring characteristic of the wheelset springs in the transverse direction (perpendicular to the direction of travel) is retained for radial control, the use of the control cylinder has no negative impact on running stability. On the contrary, the running stability is completely preserved, since there is no need to switch to the use of softer wheelset springs.
  • FIG. 1 shows a running gear for a rail vehicle with a radial adjustment construction in the case of a tandem construction of a wheel set link / connecting link.
  • a bogie frame 2 is suspended from the vehicle body 1 of a rail vehicle.
  • Spring elements 3 serve to cushion the vehicle body 1.
  • Two wheel sets are suspended from the bogie frame 2, the first wheel 4 of the first wheel set and the first wheel 9 of the second wheel set being recognizable.
  • the axle bearing housing 5 with wheelset bearings of the first wheel 4 of the first wheelset is supported on the bogie frame 2 via wheelset spring elements 6 and wheelset damping elements 7.
  • the first axle of the wheelset is designated by number 8.
  • axle bearing housing 10 is supported with wheelset bearings of the first wheel 9 of the second wheelset via wheel set spring elements 11 and wheel set damping elements 12 on the bogie frame 2.
  • the second axle set is designated by number 13.
  • a wheelset link 14 is on the one hand rigidly connected to the axle bearing housing 5 and on the other hand articulated via a pivot point 15 to the bogie frame 2.
  • the articulation point 15 can be displaced horizontally, but not vertically, and represents the fulcrum for deflections of the axle control arm 14.
  • a connecting link 16 serves to couple the axle control arm 14 to a compensating lever 19.
  • the link arm 16 is connected to the axle control arm 14 via a pivot point 17 and via a pivot point 18 connected to the compensating lever 19.
  • a wheelset link 20 is rigidly connected on the one hand to the axle bearing housing 10 and on the other hand articulatedly via a pivot point 21 to the bogie frame 2.
  • the articulation point 21 can also be moved horizontally, but not vertically, and represents the fulcrum for deflections of the axle control arm 20.
  • a connecting link 22 is used to couple the axle control arm 20 to the compensating lever 19.
  • the link arm 22 is connected to the axle control arm 20 and via a pivot point 23 connected to the compensating lever 19 via an articulation point 24.
  • the pivot point 25 of the compensating lever 19 is located centrally between the two pivot points 18, 24, these pivot points in the rest position, i.e. are aligned vertically when the rail vehicle is traveling straight ahead.
  • a radial control which is symmetrical with respect to the two wheel sets results when the rail vehicle is cornering. If the two wheels 1, 9 run on the rail on the inside of the curve, the compensating lever 19 rotates counterclockwise about the pivot point 25 , whereby the distance between the two axle bearing housings 5, 10 is reduced compared to the rest position. If the two wheels 1, 9 run on the rail on the outside of the curve, the compensating lever 19 rotates clockwise about the pivot point 25, which increases the distance between the two axle bearing housings 5, 10 compared to the rest position.
  • a control cylinder 26 is fastened to the bogie frame 2 via an articulation point 27.
  • the piston rod 28 of the control cylinder 26 is connected via a hinge point 29 to a rotary lever 30 which is rigidly attached to the compensating lever 19.
  • the control cylinder 26 is, for example, a double-acting hydraulic cylinder. Via hydraulic hoses 31, 32, the control cylinder 26 can be pressurized in a suitable manner so that a pressure or tensile force acting in the direction of rotation about the pivot point 25 can be exerted on the compensating lever 19 via the piston rod 28 and the rotary lever 30.
  • FIG. 2 shows a variant with compensating levers on the right and left side of the bogie that can optionally be coupled to one another via a rotary shaft.
  • both compensating levers 19, 33 on both sides of the bogie can be seen.
  • the compensating lever 19 can be influenced via the rotary lever 30 and the articulation point 29 in its rotational movement about the pivot point 25 by the control cylinder 26, which on the other hand is mounted on the bogie frame 2 via the articulation point 26.
  • the compensating lever 33 on the other side of the bogie can be influenced by the control cylinder 38 via the rotary lever 37 and the articulation point 39 in its rotational movement about the pivot point 36, which, on the other hand, is attached to the bogie frame 2 via the articulation point 40.
  • Both compensating levers 19, 33 can - but need not - be coupled to one another via a rigid rotary shaft 41.
  • the compensating levers are connected to one another via a rotary shaft, it is also possible, in deviation from FIG. 2, to provide only one control cylinder, which, however, influences both sides of the bogie via the rotary shaft.
  • both control cylinders must act in the same torque direction, which is done either by appropriate design of the control cylinders or by confirmation in opposite directions.
  • FIG. 3 shows a variant without a compensating lever coupled via a rotary shaft.
  • the connecting links can optionally be arranged in the same direction on the right and left side of the bogie.
  • the control cylinders 26 'and 38' are actuated in opposite directions accordingly.
  • the rotary levers 30 ', 37' need not be bent at an angle, but rather can also be formed straight. What is essential is the lever arm to be formed between the fulcrums of the compensating levers 19 ', 33' and the hinge points 29 ', 39' on which the control cylinders act.
  • FIG. 4 shows a running gear for a rail vehicle with radial adjustability.
  • This drive does not have the handlebar tandem construction according to FIG. 1, but the wheelset bearings / axle bearing housings 42 and 43 are fastened directly to articulation points 46 and 47 of a compensating lever 48 via wheelset links 44 and 45, respectively.
  • a control cylinder 52 is mounted on the pivot point 53 on the bogie frame 2 and on the pivot point 51 on the rotary lever 50 of the compensating lever 48, so that the control cylinder can influence the rotation of the compensating lever 48 about its pivot point 49.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Handcart (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)
  • Retarders (AREA)

Abstract

Running gear for a rail vehicle is proposed, having at least two wheel sets which are radially adjustable by means of compensation levers (19, 19', 33, 33', 48). The rotational movement of at least one compensation lever (19, 19', 33, 33', 48) can be influenced by an externally actuated control cylinder (26, 26', 38, 38', 52) so that the influence, which interferes with the radial control, of the horizontal restoring forces of the wheel set springs is compensated. <IMAGE>

Description

Die Erfindung bezieht sich auf ein Laufwerk für ein Schienenfahrzeug mit radialer Einstellbarkeit gemäß dem Oberbegriff des Anspruchs 1 und kann bei Schienentriebfahrzeugen und nicht angetriebenen Schienenfahrzeugen eingesetzt werden.The invention relates to a drive for a rail vehicle with radial adjustability according to the preamble of claim 1 and can be used in rail vehicles and non-driven rail vehicles.

Ein solches Laufwerk für ein Schienenfahrzeug mit radialer Einstellbarkeit ist aus der DE 38 27 412 C2 bekannt. Bei Radialsteuerungen erfolgt die Einstellung der Radsätze durch die Längskräfte, die in den Radaufstandspunkten bei Bogenfahrt auftreten. Dabei schränkt die horizontale Rückstellkraft der Radsatzfedern die radiale Einstellbarkeit der Radsätze ein. Zur Abhilfe kann die horizontale Federcharakteristik abgesenkt werden, indem weichere Radsatzfedern verwendet werden. Durch diese Maßnahme wird jedoch nachteilig die Laufstabilität herabgesetzt.Such a drive for a rail vehicle with radial adjustability is known from DE 38 27 412 C2. In the case of radial controls, the wheel sets are set by the longitudinal forces that occur in the wheel contact points when traveling through bends. The horizontal return force of the wheelset springs limits the radial adjustability of the wheelsets. To remedy this, the horizontal spring characteristic can be reduced by using softer wheelset springs. However, this measure disadvantageously reduces running stability.

Der Erfindung liegt die Aufgabe zugrunde, ein Laufwerk für ein Schienenfahrzeug mit radialer Einstellbarkeit der eingangs genannten Art anzugeben, bei dem die radiale Einstellbarkeit nicht durch die horizontale Rückstellkraft der Radsatzfedern herabgesetzt wird.The invention has for its object to provide a drive for a rail vehicle with radial adjustability of the type mentioned, in which the radial adjustability is not reduced by the horizontal restoring force of the wheelset springs.

Diese Aufgabe wird in Verbindung mit den Merkmalen des Oberbegriffes erfindungsgemäß durch die im Kennzeichen des Anspruchs 1 angegebenen Merkmale gelöst.This object is achieved in connection with the features of the preamble according to the invention by the features specified in the characterizing part of claim 1.

Die mit der Erfindung erzielbaren Vorteile liegen insbesondere darin, daß die bei der Radialsteuerung störenden Einflüsse der horizontalen Rückstellkräfte der Radsatzfedern durch geeignete Beaufschlagung/Einstellung des Steuerzylinders kompensiert wird. Hierdurch wird inbesondere bei kleineren Bogenradien, bei denen aufgrund der Radialsteuerung größere horizontale Auslenkungen der Radsatzfedern erforderlich werden, die radiale Steuerfähigkeit verbessert. Da die für die Radialsteuerung wesentliche Federcharakteristik der Radsatzfedern in Querrichtung (senkrecht zur Fahrtrichtung) erhalten bleibt, ist mit dem Einsatz des Steuerzylinders kein negativer Einfluß auf die Laufstabilität verbunden. Im Gegenteil, die Laufstabilität bleibt vollständig erhalten, da nicht auf die Verwendung weicherer Radsatzfedern ausgewichen werden muß.The advantages which can be achieved with the invention are, in particular, that the influences of the horizontal restoring forces of the wheelset springs which are disruptive in the radial control are compensated for by suitable loading / adjustment of the control cylinder. This improves the radial controllability, in particular in the case of smaller arc radii in which larger horizontal deflections of the wheelset springs are required due to the radial control. Since the essential spring characteristic of the wheelset springs in the transverse direction (perpendicular to the direction of travel) is retained for radial control, the use of the control cylinder has no negative impact on running stability. On the contrary, the running stability is completely preserved, since there is no need to switch to the use of softer wheelset springs.

Dabei ist es aus der DE 30 04 084 C2 bekannt, einen Steuerzylinder zur Steuerung der Schwenkbewegung eines Radsatzes eines Schienenfahrzeuges in einer Kurve heranzuziehen. Im Unterschied hierzu dient der erfindungsgemäße Einsatz des Steuerzylinders nicht zur Steuerung der Schwenkbewegung des Radsatzes bei Kurvenfahrt selbst, sondern die vom Steuerzylinder bei Bogenfahrt ausgeübte Steuerkraft dient ausschließlich zur Überwindung der horizontalen Rückstellkräfte der Radsatzfedern. Die Schwenkbewegung des Radsatzes wird lediglich durch die Radialsteuerung bewirkt.It is known from DE 30 04 084 C2 to use a control cylinder to control the swiveling movement of a wheel set of a rail vehicle in a curve. In contrast to this, the use of the control cylinder according to the invention is not used to control the swiveling movement of the wheel set when cornering itself, but rather the control force exerted by the control cylinder when cornering is used exclusively to overcome the horizontal restoring forces of the wheelset springs. The pivoting movement of the wheel set is only effected by the radial control.

Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen gekennzeichnet.Advantageous embodiments of the invention are characterized in the subclaims.

Die Erfindung wird nachstehend anhand der in den Zeichnungen dargestellten Ausführungsbeispiele erläutert. Es zeigen:

Figur 1
ein Laufwerk für ein Schienenfahrzeug mit radialer Einstellbarkeit bei Tandembauweise Radsatzlenker/Verbindungslenker,
Figur 2
eine Variante mit wahlweise über eine Drehwelle miteinander koppelbaren Ausgleichshebeln der rechten und linken Drehgestellseite,
Figur 3
eine Variante ohne über eine Drehwelle gekoppelte Ausgleichshebel,
Figur 4
ein Laufwerk für ein Schienenfahrzeug mit radialer Einstellbarkeit.
The invention is explained below with reference to the embodiments shown in the drawings. Show it:
Figure 1
a running gear for a rail vehicle with radial adjustability in a tandem construction axle set link / link link,
Figure 2
a variant with compensating levers on the right and left side of the bogie that can be coupled together via a rotary shaft,
Figure 3
a variant without compensating levers coupled via a rotary shaft,
Figure 4
a drive for a rail vehicle with radial adjustability.

In Figur 1 ist ein Laufwerk für ein Schienenfahrzeug mit radialer Einstellbauweise bei Tandembauweise Radsatzlenker/Verbindungslenker dargestellt. Am Fahrzeugkasten 1 eines Schienenfahrzeuges ist ein Drehgestellrahmen 2 aufgehängt. Federelemente 3 dienen zur Abfederung des Fahrzeugkastens 1. Am Drehgestellrahmen 2 sind zwei Radsätze aufgehängt, wobei das erste Rad 4 des ersten Radsatzes sowie das erste Rad 9 des zweiten Radsatzes zu erkennen sind. Das Achslagergehäuse 5 mit Radsatzlager des ersten Rades 4 des ersten Radsatzes stützt sich über Radsatz-Federelemente 6 und Radsatz-Dämpfungselemente 7 am Drehgestellrahmen 2 ab. Die erste Radsatzachse ist mit Ziffer 8 bezeichnet.FIG. 1 shows a running gear for a rail vehicle with a radial adjustment construction in the case of a tandem construction of a wheel set link / connecting link. A bogie frame 2 is suspended from the vehicle body 1 of a rail vehicle. Spring elements 3 serve to cushion the vehicle body 1. Two wheel sets are suspended from the bogie frame 2, the first wheel 4 of the first wheel set and the first wheel 9 of the second wheel set being recognizable. The axle bearing housing 5 with wheelset bearings of the first wheel 4 of the first wheelset is supported on the bogie frame 2 via wheelset spring elements 6 and wheelset damping elements 7. The first axle of the wheelset is designated by number 8.

In gleicher Art und Weise stützt sich das Achslagergehäuse 10 mit Radsatzlager des ersten Rades 9 des zweiten Radsatzes über Radsatz-Federelemente 11 und Radsatz-Dämpfungselemente 12 am Drehgestellrahmen 2 ab. Die zweite Radsatzachse ist mit Ziffer 13 bezeichnet.In the same way, the axle bearing housing 10 is supported with wheelset bearings of the first wheel 9 of the second wheelset via wheel set spring elements 11 and wheel set damping elements 12 on the bogie frame 2. The second axle set is designated by number 13.

Ein Radsatzlenker 14 ist einerseits starr mit dem Achslagergehäuse 5 und andererseits gelenkig über einen Anlenkpunkt 15 mit dem Drehgestellrahmen 2 verbunden. Der Anlenkpunkt 15 ist horizontal, nicht jedoch vertikal verschiebbar und stellt den Drehpunkt für Auslenkungen des Radsatzlenkers 14 dar. Ein Verbindungslenker 16 dient zur Kopplung des Radsatzlenkers 14 mit einem Ausgleichshebel 19. Hierzu ist der Lenker 16 über einen Gelenkpunkt 17 mit dem Radsatzlenker 14 sowie über einen Gelenkpunkt 18 mit dem Ausgleichshebel 19 verbunden.A wheelset link 14 is on the one hand rigidly connected to the axle bearing housing 5 and on the other hand articulated via a pivot point 15 to the bogie frame 2. The articulation point 15 can be displaced horizontally, but not vertically, and represents the fulcrum for deflections of the axle control arm 14. A connecting link 16 serves to couple the axle control arm 14 to a compensating lever 19. For this purpose, the link arm 16 is connected to the axle control arm 14 via a pivot point 17 and via a pivot point 18 connected to the compensating lever 19.

In gleicher Art und Weise ist ein Radsatzlenker 20 einerseits starr mit dem Achslagergehäuse 10 und andererseits gelenkig über einen Anlenkpunkt 21 mit dem Drehgestellrahmen 2 verbunden. Der Anlenkpunkt 21 ist ebenfalls horizontal, nicht jedoch vertikal verschiebbar und stellt den Drehpunkt für Auslenkungen des Radsatzlenkers 20 dar. Ein Verbindungslenker 22 dient zur Kopplung des Radsatzlenkers 20 mit dem Ausgleichshebel 19. Hierzu ist der Lenker 22 über einen Gelenkpunkt 23 mit dem Radsatzlenker 20 sowie über einen Gelenkpunkt 24 mit dem Ausgleichshebel 19 verbunden.In the same way, a wheelset link 20 is rigidly connected on the one hand to the axle bearing housing 10 and on the other hand articulatedly via a pivot point 21 to the bogie frame 2. The articulation point 21 can also be moved horizontally, but not vertically, and represents the fulcrum for deflections of the axle control arm 20. A connecting link 22 is used to couple the axle control arm 20 to the compensating lever 19. For this purpose, the link arm 22 is connected to the axle control arm 20 and via a pivot point 23 connected to the compensating lever 19 via an articulation point 24.

Der Drehpunkt 25 des Ausgleichshebels 19 befindet sich zentrisch zwischen beiden Gelenkpunkten 18, 24, wobei diese Gelenkpunkte in Ruheposition, d.h. bei Geradeausfahrt des Schienenfahrzeuges, vertikal ausgerichtet sind.The pivot point 25 of the compensating lever 19 is located centrally between the two pivot points 18, 24, these pivot points in the rest position, i.e. are aligned vertically when the rail vehicle is traveling straight ahead.

Wie aus der geometrischen Anordnung der Verbindungen Radsatzlenker 14, 20 - Verbindungslenker 16, 22 - Ausgleichshebel 19 ersichtlich ist, ergibt sich bei Kurvenfahrt des Schienenfahrzeuges eine bezüglich der beiden Radsätze symmetrische Radialsteuerung. Laufen die beiden Räder 1, 9 auf der kurveninneren Schiene, so führt der Ausgleichshebel 19 eine Drehbewegung um den Drehpunkt 25 entgegen dem Uhrzeigersinn aus, wodurch sich der Abstand zwischen beiden Achslagergehäusen 5, 10 im Vergleich zur Ruheposition verringert. Laufen die beiden Räder 1, 9 auf der kurvenäußeren Schiene, so führt der Ausgleichshebel 19 eine Drehbewegung um den Drehpunkt 25 im Uhrzeigersinn aus, wodurch sich der Abstand zwischen beiden Achslagergehäusen 5, 10 im Vergleich zur Ruheposition vergrößert.As can be seen from the geometrical arrangement of the connections of the wheel set link 14, 20 - link link 16, 22 - compensating lever 19, a radial control which is symmetrical with respect to the two wheel sets results when the rail vehicle is cornering. If the two wheels 1, 9 run on the rail on the inside of the curve, the compensating lever 19 rotates counterclockwise about the pivot point 25 , whereby the distance between the two axle bearing housings 5, 10 is reduced compared to the rest position. If the two wheels 1, 9 run on the rail on the outside of the curve, the compensating lever 19 rotates clockwise about the pivot point 25, which increases the distance between the two axle bearing housings 5, 10 compared to the rest position.

Ein Steuerzylinder 26 ist über einen Gelenkpunkt 27 am Drehgestellrahmen 2 befestigt. Die Kolbenstange 28 des Steuerzylinders 26 ist über einen Gelenkpunkt 29 mit einem Drehhebel 30 verbunden, der starr am Ausgleichshebel 19 befestigt ist. Beim Steuerzylinder 26 handelt es sich beispielsweise um einen doppeltwirkenden Hydraulikzylinder. Über Hydraulikschläuche 31, 32 kann der Steuerzylinder 26 in geeigneter Weise druckbeaufschlagt werden, so daß über die Kolbenstange 28 und den Drehhebel 30 eine in Drehrichtung um den Drehpunkt 25 wirkende Druck- oder Zugkraft auf den Ausgleichshebel 19 ausgeübt werden kann.A control cylinder 26 is fastened to the bogie frame 2 via an articulation point 27. The piston rod 28 of the control cylinder 26 is connected via a hinge point 29 to a rotary lever 30 which is rigidly attached to the compensating lever 19. The control cylinder 26 is, for example, a double-acting hydraulic cylinder. Via hydraulic hoses 31, 32, the control cylinder 26 can be pressurized in a suitable manner so that a pressure or tensile force acting in the direction of rotation about the pivot point 25 can be exerted on the compensating lever 19 via the piston rod 28 and the rotary lever 30.

In Figur 2 ist eine Variante mit wahlweise über eine Drehwelle miteinander koppelbaren Ausgleichshebeln der rechten und linken Drehgestellseite dargestellt. In der perspektivischen Ansicht sind beide Ausgleichshebel 19, 33 beider Drehgestellseiten zu erkennen. Der Ausgleichshebel 19 ist über den Drehhebel 30 und den Gelenkpunkt 29 in seiner Drehbewegung um den Drehpunkt 25 durch den Steuerzylinder 26 beeinflußbar, der andererseits über den Gelenkpunkt 26 am Drehgestellrahmen 2 montiert ist. In gleicher Weise ist der Ausgleichshebel 33 der anderen Drehgestellseite über den Drehhebel 37 und den Gelenkpunkt 39 in seiner Drehbewegung um den Drehpunkt 36 durch den Steuerzylinder 38 beeinflußbar, der andererseits über den Gelenkpunkt 40 am Drehgestellrahmen 2 befestigt ist.FIG. 2 shows a variant with compensating levers on the right and left side of the bogie that can optionally be coupled to one another via a rotary shaft. In the perspective view, both compensating levers 19, 33 on both sides of the bogie can be seen. The compensating lever 19 can be influenced via the rotary lever 30 and the articulation point 29 in its rotational movement about the pivot point 25 by the control cylinder 26, which on the other hand is mounted on the bogie frame 2 via the articulation point 26. In the same way, the compensating lever 33 on the other side of the bogie can be influenced by the control cylinder 38 via the rotary lever 37 and the articulation point 39 in its rotational movement about the pivot point 36, which, on the other hand, is attached to the bogie frame 2 via the articulation point 40.

Es ist angedeutet, daß die Gelenkpunkte 18, 24 des Ausgleichshebels 19 bzw. die Gelenkpunkte 34, 35 des Ausgleichshebels 33 mit Lenkern (Radsatzlenker oder Verbindungslenker) verbunden sind.It is indicated that the articulation points 18, 24 of the leveling lever 19 and the articulation points 34, 35 of the leveling lever 33 are connected to links (wheel set link or connecting link).

Beide Ausgleichshebel 19, 33 können - müssen jedoch nicht - über eine steife Drehwelle 41 miteinander gekoppelt sein.Both compensating levers 19, 33 can - but need not - be coupled to one another via a rigid rotary shaft 41.

Es ergibt sich in jedem Fall, ob mit oder ohne Kopplung beider Ausgleichshebel über eine Drehwelle, eine gegensinnige Bewegung der Kolbenstangen der Steuerzylinder 26, 38, d.h. die Kolbenstange des Steuerzylinders 26 tritt in den Zylinder weiter ein, wenn die Kolbenstange des Steuerzylinders 38 aus dem Zylinder austritt und umgekehrt. Hierdurch wird der die Radialsteuerung störende Einfluß der Radsatzfedern beider Drehgestellseiten vorteilhaft kompensiert.In any case, whether with or without coupling of the two compensation levers via a rotary shaft, there is an opposite movement of the piston rods of the control cylinders 26, 38, i.e. the piston rod of the control cylinder 26 continues to enter the cylinder when the piston rod of the control cylinder 38 exits the cylinder and vice versa. This advantageously compensates for the influence of the wheelset springs on both sides of the bogie, which disturbs the radial control.

Wenn die Ausgleichshebel über eine Drehwelle miteinander verbunden sind, ist es in Abweichung zur Figur 2 auch möglich, nur einen Steuerzylinder vorzusehen, der jedoch über die Drehwelle beide Drehgestellseiten beeinflußt.If the compensating levers are connected to one another via a rotary shaft, it is also possible, in deviation from FIG. 2, to provide only one control cylinder, which, however, influences both sides of the bogie via the rotary shaft.

Werden bei einer Variante mit Drehwelle zwei Steuerzylinder vorgesehen, so müssen beide Steuerzylinder in gleicher Momentenrichtung wirken, was entweder durch entsprechende konstruktive Anordnung der Steuerzylinder oder durch gegensinnige Bestätigung erfolgt.If two control cylinders are provided in a variant with a rotary shaft, then both control cylinders must act in the same torque direction, which is done either by appropriate design of the control cylinders or by confirmation in opposite directions.

In Figur 3 ist eine Variante ohne über eine Drehwelle gekoppelte Ausgleichshebel dargestellt. Bei dieser Ausführungsart ohne Drehwelle können die Verbindungslenker wahlweise auch gleichsinnig auf der rechten und linken Drehgestellseite angeordnet sein. Die Steuerzylinder 26' und 38' werden entsprechend gegensinnig betätigt. Bei der Variante gemäß Figur 3 ist zusätzlich gezeigt, daß die Drehhebel 30', 37' nicht winkelförmig abgebogen sein müssen, sondern auch gerade ausgebildet sein können. Wesentlich ist der sich auszubildende Hebelarm zwischen den Drehpunkten der Ausgleichshebel 19', 33' und den Gelenkpunkten 29', 39', an denen die Steuerzylinder angreifen.FIG. 3 shows a variant without a compensating lever coupled via a rotary shaft. In this embodiment without a rotary shaft, the connecting links can optionally be arranged in the same direction on the right and left side of the bogie. The control cylinders 26 'and 38' are actuated in opposite directions accordingly. In the variant according to FIG. 3, it is additionally shown that the rotary levers 30 ', 37' need not be bent at an angle, but rather can also be formed straight. What is essential is the lever arm to be formed between the fulcrums of the compensating levers 19 ', 33' and the hinge points 29 ', 39' on which the control cylinders act.

In Figur 4 ist ein Laufwerk für ein Schienenfahrzeug mit radialer Einstellbarkeit dargestellt. Dieses Laufwerk weist nicht die Lenker-Tandem-Bauweise gemäß Figur 1 auf, sondern die Radsatzlager/Achslagergehäuse 42 bzw. 43 sind über Radsatzlenker 44 bzw. 45 direkt an Gelenkpunkten 46 bzw. 47 eines Ausgleichshebels 48 befestigt. Ein Steuerzylinder 52 ist über den Gelenkpunkt 53 am Drehgestellrahmen 2 und über den Gelenkpunkt 51 am Drehhebel 50 des Ausgleichshebels 48 montiert, so daß eine Beeinflussung der Drehung des Ausgleichshebels 48 um seinen Drehpunkt 49 durch den Steuerzylinder möglich ist.FIG. 4 shows a running gear for a rail vehicle with radial adjustability. This drive does not have the handlebar tandem construction according to FIG. 1, but the wheelset bearings / axle bearing housings 42 and 43 are fastened directly to articulation points 46 and 47 of a compensating lever 48 via wheelset links 44 and 45, respectively. A control cylinder 52 is mounted on the pivot point 53 on the bogie frame 2 and on the pivot point 51 on the rotary lever 50 of the compensating lever 48, so that the control cylinder can influence the rotation of the compensating lever 48 about its pivot point 49.

Claims (7)

Laufwerk für ein Schienenfahrzeug mit wenigstens zwei Radsätzen, die über Ausgleichshebel (19,19',33,33',48) radial einstellbar sind, dadurch gekennzeichnet, daß die Drehbewegung mindestens eines Ausgleichshebels (19,19',33,33',48) durch einen fremdangesteuerten Steuerzylinder (26,26',38,38',52) beeinflußbar ist.Running gear for a rail vehicle with at least two wheel sets, which can be adjusted radially via compensating levers (19, 19 ', 33, 33', 48), characterized in that the rotary movement of at least one compensating lever (19, 19 ', 33, 33', 48 ) can be influenced by an externally controlled control cylinder (26, 26 ', 38, 38', 52). Laufwerk nach Anspruch 1, dadurch gekennzeichnet, daß der Steuerzylinder (26,26',38,38',52) über seinen ersten Gelenkpunkt (27,40,53) mit dem Drehgestellrahmen (2) und über seinen zweiten Gelenkpunkt (29,29',39,39',51) mit dem Ausgleichshebel (19,19',33,33',48) verbunden ist.Running gear according to claim 1, characterized in that the control cylinder (26, 26 ', 38, 38', 52) has its first articulation point (27, 40, 53) with the bogie frame (2) and its second articulation point (29, 29 ', 39,39', 51) is connected to the compensating lever (19,19 ', 33,33', 48). Laufwerk nach Anspruch 2, dadurch gekennzeichnet, daß der zweite Gelenkpunkt (29,29',39,39',51) über einen Drehhebel (30,30',37,37',50) mit dem Ausgleichshebel (19,19',33,33',48) verbunden ist.Drive according to claim 2, characterized in that the second articulation point (29, 29 ', 39, 39', 51) via a rotary lever (30, 30 ', 37, 37', 50) with the compensating lever (19, 19 ', 33,33 ', 48) is connected. Laufwerk nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Ausgleichshebel der rechten und linken Drehgestellseite über eine Drehwelle (41) miteinander gekoppelt sind und auf jeder Drehgestellseite ein eigener Steuerzylinder (26,38) vorgesehen ist.Running gear according to one of claims 1 to 3, characterized in that the compensating levers of the right and left bogie side are coupled to one another via a rotary shaft (41) and a separate control cylinder (26, 38) is provided on each bogie side. Laufwerk nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Ausgleichshebel der rechten und linken Drehgestellseite über eine Drehwelle (41) miteinander gekoppelt sind und nur auf einer Drehgestellseite ein Steuerzylinder (26) vorgesehen ist.Running gear according to one of claims 1 to 3, characterized in that the compensating levers of the right and left bogie side are coupled to one another via a rotary shaft (41) and a control cylinder (26) is provided only on one bogie side. Laufwerk nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß die Steuerzylinder für die Ausgleichshebel der rechten und linken Drehgestellseite gegensinnig wirkend angeordnet sind.Running gear according to one of claims 1 to 5, characterized in that the control cylinders for the compensating levers on the right and left bogie side are arranged in opposite directions. Laufwerk nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß die Steuerzylinder für die Ausgleichshebel der rechten und linken Drehgestellseite gegensinnig angesteuert werden.Running gear according to one of claims 1 to 5, characterized in that the control cylinders for the compensating levers on the right and left bogie side are driven in opposite directions.
EP94102529A 1993-02-27 1994-02-19 Running gear for a railway vehicle with radial adjustment Expired - Lifetime EP0613812B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4306114 1993-02-27
DE4306114A DE4306114A1 (en) 1993-02-27 1993-02-27 Running gear for a rail vehicle with radial adjustability

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EP0613812A1 true EP0613812A1 (en) 1994-09-07
EP0613812B1 EP0613812B1 (en) 1996-12-27

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EP (1) EP0613812B1 (en)
AT (1) ATE146733T1 (en)
DE (2) DE4306114A1 (en)
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Publication number Priority date Publication date Assignee Title
ES2145245T3 (en) * 1995-08-23 2000-07-01 Daimler Chrysler Ag SET OF ROLLING BODIES FOR A RAILWAY VEHICLE WITH ADJUSTABLE WHEEL SETS AND RAILWAY VEHICLE PROVIDED WITH SUCH SET.
ES2195756B1 (en) * 2001-12-27 2005-03-01 Patentes Talgo, S.A SYSTEM TO OPTIMIZE THE GUIDE OF RAILWAY AXLES.
US6871598B2 (en) 2002-06-14 2005-03-29 General Motors Corporation Arrangement of radial bogie
JP2010519117A (en) * 2007-02-22 2010-06-03 セントラル クイーンズランド ユニヴァーシティ Railway steering cart
US20100248884A1 (en) * 2009-03-31 2010-09-30 Richard Tremblay Transmission for an Electrically Powered Vehicle

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DE3123858A1 (en) * 1981-06-16 1982-12-30 Fried. Krupp Gmbh, 4300 Essen Running gear for a rail vehicle

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CH644555A5 (en) * 1980-01-30 1984-08-15 Schweizerische Lokomotiv Device for controlling the swivelling movement of a wheel set of a rail vehicle in a bend
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FR2624081A1 (en) * 1987-12-03 1989-06-09 Alsthom VEHICLE WITH ORIENTABLE AXLES
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DE3123858A1 (en) * 1981-06-16 1982-12-30 Fried. Krupp Gmbh, 4300 Essen Running gear for a rail vehicle

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DE4306114A1 (en) 1994-09-01
ES2098806T3 (en) 1997-05-01
DE59401362D1 (en) 1997-02-06
US5438933A (en) 1995-08-08
ATE146733T1 (en) 1997-01-15
EP0613812B1 (en) 1996-12-27

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