EP0619788A1 - Chassis member. - Google Patents
Chassis member.Info
- Publication number
- EP0619788A1 EP0619788A1 EP93902126A EP93902126A EP0619788A1 EP 0619788 A1 EP0619788 A1 EP 0619788A1 EP 93902126 A EP93902126 A EP 93902126A EP 93902126 A EP93902126 A EP 93902126A EP 0619788 A1 EP0619788 A1 EP 0619788A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- chassis
- spar
- wheel
- brake
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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
- 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
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
- B61F5/32—Guides, e.g. plates, for axle-boxes
- B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F3/00—Types of bogies
- B61F3/16—Types of bogies with a separate axle for each wheel
Definitions
- the invention relates to a chassis beam for at least one single wheel of a rail vehicle.
- a wheel guide rocker For single wheels of rail vehicles, a wheel guide rocker has been proposed in DE-C-35 46 493.
- This wheel guide rocker is vertically movable at one end and is connected horizontally by a bearing block to a car body of the rail vehicle and is supported at the other end by a load spring on the car body. Because the wheel guide rocker is supported on the car body only via a load spring, the bearing block must also take on the support of the car body in addition to absorbing the longitudinal forces. The driving comfort during an acceleration and braking process is therefore not yet optimal.
- the object of the present invention is to create a chassis beam of the type mentioned at the outset, which
- the chassis beam according to the invention is connected to the body of the rail vehicle via a longitudinal stabilizer and is supported on the body by at least two load springs.
- the vehicle support and the longitudinally elastic stabilization of the vehicle when the entering propulsion and braking forces are therefore separate. This enables a better absorption of the long vibrations as well as the transverse forces by the load springs, whereby at the same time the longitudinal forces occurring during an acceleration or braking process are better transferred from the chassis beam to the car body.
- FIG. 1 shows a side view of a first embodiment of the chassis beam according to the invention
- FIG. 4 shows a side view of a second embodiment of the underframe
- FIG. 5 shows a section through the underframe along the
- FIGS. 1-5 1 denotes a chassis beam, which is designed as a torsionally rigid and rigid support and which, for example. can be made of steel, light metal, carbon fiber reinforced plastic or combinations thereof.
- the chassis beam 1 is vertically movable with its one end via a longitudinal stabilizer 2 and is horizontally fixed to the car body 3 of a rail vehicle and is supported at both ends by load springs 4 and 5 on the car body 3.
- An individual wheel 6 is horizontally pivotably supported in the chassis beam 1 and can be steered horizontally by means of an actuator 7 relative to the chassis beam 1 about a pivot axis lying in the contact plane of the individual wheel 6. Due to the horizontal steerability of the individual wheel 6, the wagon running behavior in narrow curves is significantly improved.
- the individual wheel 6 is mounted on the outside in the chassis beam 1. However, it is also possible to mount the individual wheel 6 on the inside.
- the chassis beam 1 offers the possibility of rotatably mounting the individual wheel 6 in a wheel carrier which is held horizontally pivotably in the chassis beam 1.
- a wheel carrier which is held horizontally pivotably in the chassis beam 1.
- Such storage of a single wheel which is known from DE-C-35 46 493, offers the possibility in a simple manner, e.g. to integrate the wheel hub motor known from DE-C-35 38 513 into the wheel carrier.
- an individual wheel 6 mounted in the chassis beam 1 can also be driven by the drive motor described in EP-B-0 247 389.
- This traction motor is arranged axially outside the wheel shaft of the individual wheel 6 in the wheel housing 8 of the car body 3 and is axially outside the individual wheel 6 via a bevel gear or worm gear in driving connection with the wheel shaft.
- the longitudinal stabilizer 2 is mounted in bearings 10, 11 in the body 3 and articulated to the chassis beam 1 with a horizontally guided bolt 12.
- the chassis beam 1 is thus vertically movable, the transition of Propulsion and braking forces from the chassis beam 1 to the body 3 are longitudinally elastic and structure-borne noise-damped. This results in a significantly improved braking and acceleration behavior of the rail vehicle regardless of the arrangement of the individual wheels and regardless of whether it is a rotating or driven single wheel.
- a guide element 9 is provided in the area of the individual wheel 6.
- the guide element 9 is fastened at its lower end via a bearing 13 to the chassis beam 1 and at its upper end via a bearing 14 to a vibration absorber element 15 in the side wheel arch 8 of the car body 3.
- the lower end of the guide element 9 is preferably connected to the chassis beam 1 above the hub of the individual wheel 6.
- damping elements 16 and 17 connect the chassis beam 1 to the vibration absorber element 15 arranged in the wheel housing 8 (FIG. 1 + 2).
- the vibration absorber element 15 can be designed as a cross or bell carrier.
- the vibration absorber element 15 is in the form of a cross-member, that is to say four-armed.
- the arms 151 and 152 are parallel to the longitudinal axis of the vehicle, the other two arms 153 and 154 are parallel to the transverse axis of the vehicle. Between those pointing in the longitudinal direction
- Spring elements 18 and 19 are arranged. Between the arms 153 and 154 pointing in the transverse direction and the wheel arch 8 Spring elements 20 and 21 arranged.
- the spring elements 18 and 19 installed in the longitudinal direction absorb the high-frequency vibrations caused by short impacts, which result, for example, from rail corrugations or heavy soiling of the rail heads.
- the spring elements 20 and 21 installed in the transverse direction which may have a different spring characteristic, take over in the transverse direction together with the guide element 9 and the bearings 13 and 14 the elastic stabilization of the lateral forces which occur due to the lateral acceleration of the car body 3 when driving through curves occur and cause a tipping moment between the wheel contact point and the chassis spar 1.
- the transverse and torsional forces acting on the chassis beam 1 are absorbed by a guide element 22.
- the guide element 22 is in turn fastened like the guide element 9 according to FIGS. 1-3 via bearings 13 and 14.
- a damping element 23 is integrated in the guide element 22. This can be done constructively e.g. daduch be realized that the damping element 23 is integrated in a reinforced guide tube which is provided with arms. In this embodiment of the chassis beam 1, an optimal reduction of the high-frequency shocks is achieved with all payload conditions of the rail vehicle.
- the load springs 4, 5 as well as the damping elements 16 and 17 (FIG. 1-3) and the damping element 23 (FIG. 4 + 5) can be connected via a compressed air line 24 (for reasons of overview). Only shown in dashed lines in FIG. 4) with compressed air. This achieves a continuous regulation of the damping forces as a function of the air pressure in the load springs 4 and 5 and thus the vehicle load.
- the stops 25 and 26 shown in FIG. 5 serve only to prevent the chassis spar 1 from tilting excessively with respect to the car body 3.
- the chassis beam 1 according to the invention is particularly well suited for being equipped with a rail brake device 27.
- the rail brake device 27 is in this case arranged on the underside of the chassis spar 1, that is to say on the side facing the rail.
- the rail brake device 27 comprises a brake body 28 which is fastened to the chassis spar 1 in a height-adjustable manner on a horizontally rotating brake carrier 29.
- the brake carrier 29 is horizontally rotatably mounted in a driver device 30 which is firmly connected to the chassis beam 1.
- the brake body 28 is provided with elongated holes and suspended with springs 31 and 32 on height-adjustable bolts 33 and 34 which can be screwed into the brake carrier 29. Due to the bolts 33 and 34 which can be screwed into the brake carrier 29, the drum wear occurring on the brake body 28 can be taken into account in a simple manner.
- the braking force is transferred from the brake body 28 via the driver device 30 directly to the chassis beam 1 and by means of the longitudinal stabilizer 2 to the car body 3.
- the brake carrier 29 is not loaded by the braking force, since the play between the brake body 28 and the driving device 30 is smaller than the play of the bolts 33 and 34 in the elongated holes of the brake body 28.
- the setting of the brake body 28 on the rail run is carried out by the actuator 7, which is responsible for the horizontal steerability of the individual wheel 6.
- the actuator 7 has a lever 35 connected to the brake body 28.
- the determination of the course of the rail can be carried out by the rail course measuring device known from EP-A-0 374 290.
- This measuring device detects the course of the rail by means of an optoelectronic or (electro) magnetic sensor device and determines the actuating pulses required for the actuator 7 in an electronic evaluation system as a function of the rail course.
- the steering of the single wheel 6 can, however, also be carried out by the single wheel control device according to the European patent applications 91 101 065.0 and 91 111 580.6.
- the brake body 28 can e.g. be connected to the steering lever for the single wheel 6 via a lever mechanism.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP93902126A EP0619788B1 (en) | 1992-01-09 | 1992-12-22 | Chassis member |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP92100279 | 1992-01-09 | ||
EP92100279 | 1992-01-09 | ||
EP93902126A EP0619788B1 (en) | 1992-01-09 | 1992-12-22 | Chassis member |
PCT/EP1992/002979 WO1993013970A1 (en) | 1992-01-09 | 1992-12-22 | Chassis member |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0619788A1 true EP0619788A1 (en) | 1994-10-19 |
EP0619788B1 EP0619788B1 (en) | 1995-11-15 |
Family
ID=8209227
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP93902126A Expired - Lifetime EP0619788B1 (en) | 1992-01-09 | 1992-12-22 | Chassis member |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0619788B1 (en) |
AT (1) | ATE130260T1 (en) |
DE (1) | DE59204378D1 (en) |
WO (1) | WO1993013970A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4404091A1 (en) * | 1994-02-09 | 1995-08-10 | Duewag Ag | Arrangement of a magnetic rail brake on a single axle chassis |
EP1050449A1 (en) * | 1999-05-04 | 2000-11-08 | Alusuisse Technology & Management AG | Wheel support for vehicle |
ES2435273T3 (en) * | 2010-03-18 | 2013-12-17 | Vossloh España S.A. | Rail vehicle, in particular a low-floor rail vehicle |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB872389A (en) * | 1957-07-17 | 1961-07-12 | English Electric Co Ltd | Improvements relating to bogies for rail vehicles |
DE2552192A1 (en) * | 1975-11-21 | 1977-06-02 | Magirus Deutz Ag | Compact suspension for beam axle - with trailing arms and single vertical brace in pivotted sleeve for lateral stability |
DE3546493A1 (en) * | 1985-10-30 | 1987-08-20 | Siemens Ag | Wheel guide rocker for horizontally swivellable rail wheels and control thereof |
DE3707898A1 (en) * | 1987-03-12 | 1988-09-22 | Waggon Union Gmbh | SINGLE-AXLE CHASSIS WITH LOOSE WHEELS FOR RAIL VEHICLES |
-
1992
- 1992-12-22 EP EP93902126A patent/EP0619788B1/en not_active Expired - Lifetime
- 1992-12-22 WO PCT/EP1992/002979 patent/WO1993013970A1/en active IP Right Grant
- 1992-12-22 AT AT93902126T patent/ATE130260T1/en not_active IP Right Cessation
- 1992-12-22 DE DE59204378T patent/DE59204378D1/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO9313970A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO1993013970A1 (en) | 1993-07-22 |
DE59204378D1 (en) | 1995-12-21 |
EP0619788B1 (en) | 1995-11-15 |
ATE130260T1 (en) | 1995-12-15 |
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Legal Events
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