EP0652148B1 - Running gear with adjustable axle - Google Patents

Running gear with adjustable axle Download PDF

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Publication number
EP0652148B1
EP0652148B1 EP94250237A EP94250237A EP0652148B1 EP 0652148 B1 EP0652148 B1 EP 0652148B1 EP 94250237 A EP94250237 A EP 94250237A EP 94250237 A EP94250237 A EP 94250237A EP 0652148 B1 EP0652148 B1 EP 0652148B1
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EP
European Patent Office
Prior art keywords
axle
wheel
compensating
wheel set
bearings
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
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EP94250237A
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German (de)
French (fr)
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EP0652148A1 (en
Inventor
Franz Moeschler
Steffen Worbs
Detlef Ziemann
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Institut fur Schienenfahrzeuge GmbH
Deutsche Waggonbau AG
Original Assignee
Institut fur Schienenfahrzeuge GmbH
Deutsche Waggonbau AG
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Priority claimed from DE19934337385 external-priority patent/DE4337385C2/en
Application filed by Institut fur Schienenfahrzeuge GmbH, Deutsche Waggonbau AG filed Critical Institut fur Schienenfahrzeuge GmbH
Publication of EP0652148A1 publication Critical patent/EP0652148A1/en
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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
    • 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

Definitions

  • the invention relates to a steering axle drive with coil springs, preferably for two-axle rail vehicles.
  • the steering axle drive with leaf springs and inclined double-hook suspension has been standardized and has become the standard version.
  • the leaf spring steering axle drive cannot meet higher requirements with regard to smooth running and the uninfluenced effectiveness of the steering axles when driving or braking forces are applied with one-sided block brake.
  • these steering axles tend to restlessly at certain speeds in the straight line and, under unfavorable influences, can lead to counter-radial settings in the track curve.
  • DE-PS 928105 calls a solution preferably for a two-axle light rail car using drawbar drives.
  • the automatic setting of a freely rolling wheel set in the track is influenced as a result of the distance between the wheel set and the pivot point and articulation point of the drawbar, and is further falsified in the action of lateral wind and centrifugal forces.
  • DE-GM 9305427 shows a solution for a single-axle running gear in the sense of a steering axle running gear with primary spring elements below and secondary spring elements above a running gear frame. This is coupled to a crossbar above the wheel set, with N- or V-shaped handlebars. This is rotatably attached to the base frame of the car body by means of a pivot pin.
  • a pair of forces occurs on the elements mentioned in the case of drive or braking forces, which is compensated by a counter-directed force pair between the rigid vertical handlebar or spring-loaded tension / compression rod and both side secondary suspension elements, which leads to vertical spring reaction. No significant lateral suspension is suggested.
  • DE-PS-604 283 shows yet another solution, wherein wheel set links are arranged between the wheel set and the vehicle frame.
  • the invention is based on the object of providing a running gear for two-axle rail vehicles which enables automatic radial adjustment in the track curve, in which the straight line runs smoothly, largely avoids counter-radial adjustment under extreme conditions with little installation space.
  • the difference between a steering axle drive and a drawbar drive lies in the position of the fulcrum when the wheel set is adjusted radially. While the pivot point is in the center of the free steering axle, the pivot point in a drawbar drive is arranged at a considerable distance from the center of the wheelset to the drawbar pivot point.
  • the existing lever arm enables the lateral forces to influence the wheel set adjustment.
  • FIGS 1 to 3 show a steering axle drive with a variant of a compensating device 5 in the form of a compensating lever 6 with different storage of the same.
  • An axle or wheelset link 1 is based on an axle or wheelset bearing 2 with the interposition of a cardanic elastomer pad 3 and is connected at its end by an elastic spherical bearing 4 to the compensating device 5, which is designed here as a compensating lever 6.
  • the compensating lever 6 has the center of rotation in an elastomer bushing 7, which is fastened to the center of the vehicle.
  • the longitudinal forces are transmitted from the vehicle via the compensating lever 6 and the two axle or wheel set control arms 1 to a wheel set 8.
  • the vertical mounting of the compensating lever 6 takes place on both sides either through a sliding guide 30 as shown in FIG. 1, or by means of Spacers on a hanger 9 as long as possible, as shown in FIG. 3, with elastomer bushings 7a on a base frame or vehicle frame 27 and on the compensating lever 6.
  • compensating lever 6 both axle or wheel control arm 1 and the wheel set 8, the latter can turn under the vehicle with a fictitious pivot point in the center of the wheel set (indirect linkage).
  • a further prerequisite for the rotation of the wheel set 8 is formed by the coil springs 10 which transmit vertical forces and are designed with a defined lateral rigidity. These are mounted at the top with intermediate or parallel connection of a suspension travel limiting device 11 on the base frame or vehicle frame 27 and are supported on the axle or wheel set control arms at the bottom 1.
  • the suspension travel limiters 11 also limit the horizontal movements of the axle or axle control arm 1 with the participation of longitudinal and transverse spring-loaded side stops 12.
  • the travel downward is limited by collar nuts 13, which are screwed onto the suspension travel limitation device 11 and the hoisting of the drive enable.
  • the upper limit of the spring travel takes place by means of a resilient stop 15 between the underframe or vehicle frame 27 and the axle or axle control arm 1.
  • the symmetrical design of a disc brake system 16 is attached to a gimbal-type suspension device 17 according to FIG.
  • This consists of upwardly bent longitudinal beams 18 which are gimbal-mounted on the compensating lever 6 or a compensating shaft 23 or small deflection angle 29 by means of a ball bushing 19 and rotatable at the top by means of a disk bearing 20 with an upward bent cross member 21 is connected.
  • the cross member 21 is connected at both ends by the ball bushings 19 to the two axle or wheel set arms 1.
  • Ball bushings 19 and disc bearings 20 are designed to be inelastic to avoid frictional vibrations of the disc brake system 16.
  • a hydraulic damper 22 is arranged vertically between the underframe or vehicle frame 27 and the axle or wheel set bearing 2 or axle or wheel set link 1 on both sides.
  • a hydraulic damper 22 which is articulated between one end of the compensating lever 6 or a lever 24 of the compensating shaft 23 or outer deflection angles 29 and the underframe or vehicle frame 27 is sufficient for damping the longitudinal movements of the wheel set 8.
  • the lateral movements of the wheel set 8 are damped by the hydraulic damper 22, which is located between the axle or wheel set link 1 and the underframe or vehicle frame 27.
  • FIG. 4 A further variant of the balancing device 5 is shown in FIG. 4, in which the balancing shaft 23 is used.
  • the balance shaft 23 is inclined in such a way that the elastic-spherical bearings 4 of the axle or axle control arms 1 articulated on the corresponding levers 24 lie on a horizontal line I - I.
  • the inclined bearings of the balance shaft 23 in the form of elastomer bushings 7 are fastened to the underframe or vehicle frame 27 and transmit the longitudinal forces.
  • the balance shaft 23 the same effect is achieved as with the balance lever 6.
  • the downstream parts of the drive are the same as in the first variant according to FIGS. 1 to 3, so that the description is omitted here.
  • the variant in FIG. 5 contains an asymmetrical arrangement of the disc brake system 16 and an eccentric axle drive 25.
  • the asymmetrically arranged disc brake system 16 hangs on a cardanically asymmetrical suspension device 17a.
  • This consists of a Y-shaped, upwardly bent longitudinal beam 18a, which is articulated at the bottom by means of a ball bushing 19 on the compensating lever 6 or on levers 24 of the compensating shaft 23 on the line I - I.
  • the ends of the Y-shaped, upwardly bent longitudinal member 18a are connected and rotatably connected to the upwardly bent cross member 21 by means of disk bearings 20 (FIG. 6).
  • the cross member 21 is gimbally connected at both ends by ball bushings 19 to the axle or axle control arm 1.
  • the off-center axle gear 25 has a torque support 26, which transmits the reaction forces of the drive to the drive.
  • the end of the torque arm 26 is articulated via an elastic spherical bearing 4 on the levers 24 of the balance shaft 23 on the line I - I or on the balance lever 6.
  • FIG. 7 Another variant of the compensation device 5 is shown in FIG. 7, in which a compensation rod 28 is used. This variant is used when the installation space is very limited from above.
  • the compensating rod 28 laterally transmits the longitudinal forces emanating from the axle or wheelset control arms 1 for adjusting the axle by interposing deflection angles 29.
  • This drive differs advantageously from the known drives in that its low height makes it suitable for low-floor vehicles. In addition, the drive is relatively light.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Agricultural Chemicals And Associated Chemicals (AREA)
  • Treatment Of Liquids With Adsorbents In General (AREA)
  • Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)
  • Outer Garments And Coats (AREA)
  • Steering Controls (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)

Abstract

Running gear with adjustable axle for double-axle rail vehicles to be used for solving the problem of providing automatic radial adjustment in bends in the track, a high degree of operational quietness in straight sections of track and of avoiding, under extreme conditions, counter-radial adjustments when there is only a small amount of installation space. According to the invention, this is achieved by the combination of the following features: an imaginary rotational and coupling point is provided in the centre of the wheel set by directly coupling the wheel set (8) by means of axle and wheel set links (1) and a compensation device (5). The vertical, lateral and longitudinal movements of the axle bearings or wheel-set bearings (2) are damped by hydraulic dampers (22) and the spring constant and characteristic in all three coordinates are adjusted by means of helical springs (10) with a defined degree of lateral rigidity with additional partial effect of elastomer padding (3). <IMAGE>

Description

Die Erfindung betrifft ein Lenkachslaufwerk mit Schraubenfedern vorzugsweise für zweiachsige Schienenfahrzeuge. Bei zweiachsigen Güterwagen mit zweiseitiger Klotzbremse, ist das Lenkachslaufwerk mit Blattfedern und geneigter Doppelschakenaufhängung standardisiert und zur Regelausführung geworden. Höhere Anforderungen hinsichtlich der Laufruhe und der unbeeinflußten Wirksamkeit der Lenkachsen beim Wirken von Antriebs- oder Bremskräften bei einseitiger Klotzbremse kann das Blattfeder-Lenkachslaufwerk nicht erfüllen.
Weiterhin neigen diese Lenkachsen in der Geraden bei bestimmten Geschwindigkeiten zu einem unruhigen Fahrzeuglauf und können unter ungünstigen Einflüssen zu gegenradialen Einstellungen im Gleisbogen führen.The invention relates to a steering axle drive with coil springs, preferably for two-axle rail vehicles. In the case of two-axle freight cars with double-sided block brakes, the steering axle drive with leaf springs and inclined double-hook suspension has been standardized and has become the standard version. The leaf spring steering axle drive cannot meet higher requirements with regard to smooth running and the uninfluenced effectiveness of the steering axles when driving or braking forces are applied with one-sided block brake.
Furthermore, these steering axles tend to restlessly at certain speeds in the straight line and, under unfavorable influences, can lead to counter-radial settings in the track curve.

Die DE-PS 928105 nennt eine Lösung vorzugsweise für einen zweiachsigen Leichttriebwagen mittels Deichsellaufwerken. Bei diesem Prinzip wird infolge des Abstandes zwischen dem Radsatz und dem Dreh- und Anlenkpunkt der Deichsel die selbsttätige Einstellung eines frei rollenden Radsatzes im Gleis beeinflußt und bei der Wirkung von seitlichen Wind- und Fliehkräften noch weiter verfälscht.DE-PS 928105 calls a solution preferably for a two-axle light rail car using drawbar drives. With this principle, the automatic setting of a freely rolling wheel set in the track is influenced as a result of the distance between the wheel set and the pivot point and articulation point of the drawbar, and is further falsified in the action of lateral wind and centrifugal forces.

Das DE-GM 9305427 zeigt eine Lösung für ein Einachsfahrwerk im Sinne eines Lenkachslaufwerkes mit Primärfederelementen unterhalb und Sekundärfederelementen oberhalb eines Fahrwerksrahmens. Dieser wird oberhalb des Radsatzes, mt N- oder V-förmig angeordneten Lenkern an einen Querbalken angekoppelt. Dieser ist drehbar mittels Drehzapfen am Wagenkastengrundrahmen befestigt. Infolge des Abstandes zwischen Radsatz und Querbalken entsteht bei Antriebs- bzw. Bremskräften ein Kräftepaar an den genannten Elementen, das durch ein gegengerichtetes Kräftepaar zwischen starrem senkrechten Lenker, bzw. gefederten Zug-Druckstab und beiden seitlichen Sekundärfederungselemente kompensiert wird, was zu Vertikalfederreaktion führt. Eine nennenswerte Lateralfederung ist nicht vorgeschlagen. Ebenso werden nur die Tauch- und Nickschwingungen des Fahrzeuges gedämpft, während die Wankschwingungen ungedämpft bleiben. Schließlich ergibt die Übereinanderanordnung von Radsatz mit Achsgetriebe und/oder Scheibenbremsen und Drehzapfen gelagerten Querbalken eine Bauhöhe, welche eine Niederflurnutzung ausschließt.DE-GM 9305427 shows a solution for a single-axle running gear in the sense of a steering axle running gear with primary spring elements below and secondary spring elements above a running gear frame. This is coupled to a crossbar above the wheel set, with N- or V-shaped handlebars. This is rotatably attached to the base frame of the car body by means of a pivot pin. As a result of the distance between the wheel set and the crossbar, a pair of forces occurs on the elements mentioned in the case of drive or braking forces, which is compensated by a counter-directed force pair between the rigid vertical handlebar or spring-loaded tension / compression rod and both side secondary suspension elements, which leads to vertical spring reaction. No significant lateral suspension is suggested. Likewise, only the diving and pitching vibrations of the vehicle are damped, while the roll vibrations remain undamped. Finally, the stacking of the wheel set with the axle drive and / or disc brakes and trunnion-mounted crossbeams results in an overall height that excludes low-floor use.

Die DE-PS-604 283 zeigt noch eine andere Lösung, wobei Radsatzlenker zwischen dem Radsatz und dem Fahrzeugrahmen angeordnet sind.DE-PS-604 283 shows yet another solution, wherein wheel set links are arranged between the wheel set and the vehicle frame.

Der Erfindung liegt die Aufgabe zu Grunde, ein Laufwerk für zweiachsige Schienenfahrzeuge zu schaffen, welches eine selbsttätige radiale Einstellung im Gleisbogen ermöglicht, in der Geraden eine gute Laufruhe besitzt, unter extremen Bedingungen gegenradiale Einstellung weitgehend vermeidet bei geringem Einbauraum.The invention is based on the object of providing a running gear for two-axle rail vehicles which enables automatic radial adjustment in the track curve, in which the straight line runs smoothly, largely avoids counter-radial adjustment under extreme conditions with little installation space.

Erfindungsgemäß wird dieses durch die Merkmale der Patentansprüche erreicht, d.h., Schaffung eines fiktiven Dreh- und Anlenkpunktes in Radsatzmitte durch eine mittelbare Anlenkung des Radsatzes über Radsatzlenker und einer Ausgleichseinrichtung, Dämpfung der vertikalen, lateralen und longitudinalen Bewegungen der Radsatzlager durch hydraulische Dämpfer und Abstimmung der Federrate und -charakteristik in allen drei Koordinaten durch Schraubenfedern mit definierter Seitensteifigkeit bei zusätzlicher partieller Wirkung von Elastomerpuffern.According to the invention this is achieved by the features of the claims, ie, creation of a fictitious pivot and articulation point in the center of the wheelset through indirect articulation of the wheelset via wheelset link and a compensating device, damping of the vertical, lateral and longitudinal movements of the wheelset bearings by hydraulic dampers and adjustment of the spring rate and characteristics in all three coordinates by coil springs with defined lateral stiffness with additional partial effect of elastomer buffers.

Im folgenden wird die Erfindung mit den beiligenden Zeichnungen näher erläutert. Es zeigen:

Fig. 1:
die Seitenansicht des Lenkachslaufwerkes mit einer Ausgleichseinrichtung durch einen Ausgleichshebel mit Kulissengleitführung,
Fig. 2:
die Draufsicht auf Fig. 1,
Fig. 3:
Seitenansicht auf Achs- oder Radsatzlenker mit Pendelaufhängung,
Fig. 4:
die Frontalansicht des Lenkachslaufwerkes mit einer Ausgleichseinrichtung durch eine Ausgleichswelle,
Fig. 5:
die Draufsicht auf ein Lenkachslaufwerk einer Ausgleichseinrichtung durch einen Ausgleichshebel und einer außermittigen Scheibenbremse und außermittigem Achsgetriebe,
Fig. 6:
den Schnitt nach Linie C - C in Fig. 5,
Fig. 7:
Draufsicht auf ein Lenkachslaufwerk mit Ausgleichsstange und außermittiger Scheibenbremse.
The invention is explained in more detail below with the accompanying drawings. Show it:
Fig. 1:
the side view of the steering axle drive with a compensating device by a compensating lever with sliding guide,
Fig. 2:
the top view of Fig. 1,
Fig. 3:
Side view of axle or axle control arm with pendulum suspension,
Fig. 4:
the front view of the steering axle drive with a balancer by a balancer shaft,
Fig. 5:
the top view of a steering axle drive of a compensating device by a compensating lever and an eccentric disc brake and eccentric axle gear,
Fig. 6:
the section along line C - C in Fig. 5,
Fig. 7:
Top view of a steering axle drive with compensating rod and off-center disc brake.

Der Unterschied zwischen einem Lenkachslaufwerk und einem Deichsellaufwerk besteht in der Lage des Drehpunktes bei der radialen Einstellung des Radsatzes.
Während bei der freien Lenkachse der Drehpunkt in deren Mitte liegt, ist der Drehpunkt bei einem Deichsellaufwerk im erheblichen Abstand vom Radsatzmittelpunkt zum Deichselanlenkpunkt angeordnet.
Der vorhandene Hebelarm ermöglicht den lateralen Kräften eine Beeinflussung der Radsatzeinstellung.The difference between a steering axle drive and a drawbar drive lies in the position of the fulcrum when the wheel set is adjusted radially.
While the pivot point is in the center of the free steering axle, the pivot point in a drawbar drive is arranged at a considerable distance from the center of the wheelset to the drawbar pivot point.
The existing lever arm enables the lateral forces to influence the wheel set adjustment.

Die Figuren 1 bis 3 zeigen ein Lenkachslaufwerk mit einer Variante einer Ausgleichseinrichtung 5 in Form eines Ausgleichshebels 6 mit unterschiedlicher Lagerung desselben.
Ein Achs- oder Radsatzlenker 1 stützt sich auf ein Achs- oder Radsatzlager 2 unter Zwischenschaltung eines kardanisch wirksamen Elastomerpolsters 3 und ist an seinem Ende durch ein elastisches sphärisches Lager 4 mit der Ausgleichseinrichtung 5, die hier als Ausgleichshebel 6 gestaltet ist, verbunden.
Der Ausgleichshebel 6 hat in seiner Mitte den Drehpunkt in einer Elastomerbuchse 7, die auf der Fahrzeugmitte befestigt ist. Hierdurch werden die longitudinalen Kräfte vom Fahrzeug über den Ausgleichshebel 6 und die beiden Achs- oder Radsatzlenker 1 auf einen Radsatz 8 übertragen. Die vertikale Lagerung des Ausgleichshebel 6 erfolgt an beiden Seiten entweder durch eine Kulissengleitführung 30 wie in Fig.1 dargestellt, oder mittels Abstandshaltern an einem wie in Fig.3 dargestellt möglichst langem Gehänge 9 mit Elastomerbuchsen 7a an einem Untergestell bzw. Fahrzeugrahmen 27 und am Ausgleichshebel 6.Figures 1 to 3 show a steering axle drive with a variant of a compensating device 5 in the form of a compensating lever 6 with different storage of the same.
An axle or wheelset link 1 is based on an axle or wheelset bearing 2 with the interposition of a cardanic elastomer pad 3 and is connected at its end by an elastic spherical bearing 4 to the compensating device 5, which is designed here as a compensating lever 6.
The compensating lever 6 has the center of rotation in an elastomer bushing 7, which is fastened to the center of the vehicle. As a result, the longitudinal forces are transmitted from the vehicle via the compensating lever 6 and the two axle or wheel set control arms 1 to a wheel set 8. The vertical mounting of the compensating lever 6 takes place on both sides either through a sliding guide 30 as shown in FIG. 1, or by means of Spacers on a hanger 9 as long as possible, as shown in FIG. 3, with elastomer bushings 7a on a base frame or vehicle frame 27 and on the compensating lever 6.

Durch die schon zuvor genannten Koppelglieder: Ausgleichshebel 6, beide Achs- oder Radsatzlenker 1 und dem Radsatz 8, kann sich letzterer unter dem Fahrzeug mit einem fiktiven Drehpunkt in der Radsatzmitte drehen (mittelbare Anlenkung).Due to the coupling links already mentioned: compensating lever 6, both axle or wheel control arm 1 and the wheel set 8, the latter can turn under the vehicle with a fictitious pivot point in the center of the wheel set (indirect linkage).

Eine weitere Voraussetzung für das Drehen des Radsatzes 8 bilden die Vertikalkräfte übertragenden, mit definierter Seitensteifigkeit ausgebildeten Schraubenfedern 10. Diese sind oben unter Zwischen- oder Parallelschaltung von einer Federwegbegrenzungseinrichtung 11 am Untergestell bzw. Fahrzeugrahmen 27 gelagert und stützen sich unten auf die Achs- oder Radsatzlenker 1.A further prerequisite for the rotation of the wheel set 8 is formed by the coil springs 10 which transmit vertical forces and are designed with a defined lateral rigidity. These are mounted at the top with intermediate or parallel connection of a suspension travel limiting device 11 on the base frame or vehicle frame 27 and are supported on the axle or wheel set control arms at the bottom 1.

Die Federwegbegrenzungseinrichtungen 11 begrenzen außerdem noch die horizontalen Bewegungen des Achs- oder Radsatzlenkers 1 unter Mitwirkung von längs- und querwirkenden federnden seitlichen Anschlägen 12. Die Begrenzung des Federweges nach unten erfolgt durch Bundmuttern 13, die auf die Federwegbegrenzungseinrichtung 11 geschraubt sind und das Hissen des Laufwerkes ermöglichen. Hierzu dient auch ein Steg 14 im Achs- oder Radsatzlenker 1, der diesen unterhalb des Achs- oder Radsatzlagers 2 verschließt. Die obere Begrenzung des Federweges erfolgt mittels eines federnden Anschlages 15 zwischen dem Untergestell bzw. Fahrzeugrahmen 27 und dem Achs- oder Radsatzlenker 1.The suspension travel limiters 11 also limit the horizontal movements of the axle or axle control arm 1 with the participation of longitudinal and transverse spring-loaded side stops 12. The travel downward is limited by collar nuts 13, which are screwed onto the suspension travel limitation device 11 and the hoisting of the drive enable. For this purpose, there is also a web 14 in the axle or axle control arm 1, which closes it below the axle or axle bearing 2. The upper limit of the spring travel takes place by means of a resilient stop 15 between the underframe or vehicle frame 27 and the axle or axle control arm 1.

Die symmetrische Ausführung einer Scheibenbremsanlage 16 wird an einer kardanisch-gelenkigen Aufhängeeinrichtung 17 nach Fig.2 befestigt.
Diese besteht aus nach oben gebogenen Längsträgern 18 der unten kardanisch am Ausgleichshebel 6 bzw. einer Ausgleichswelle 23 bzw. kleinen Umlenkwinkel 29 mittels Kugelbuchse 19 und oben drehbar mittels Scheibenlager 20 mit einem nach oben durchgebogenen Querträger 21 verbunden ist. Der Querträger 21 ist an beiden Enden durch die Kugelbuchsen 19 mit den beiden Achs- oder Radsatzlenkern 1 verbunden.
Kugelbuchsen 19 und Scheibenlager 20 sind zur Vermeidung von Reibschwingungen der Scheibenbremsanlage 16 unelastisch ausgebildet.The symmetrical design of a disc brake system 16 is attached to a gimbal-type suspension device 17 according to FIG.
This consists of upwardly bent longitudinal beams 18 which are gimbal-mounted on the compensating lever 6 or a compensating shaft 23 or small deflection angle 29 by means of a ball bushing 19 and rotatable at the top by means of a disk bearing 20 with an upward bent cross member 21 is connected. The cross member 21 is connected at both ends by the ball bushings 19 to the two axle or wheel set arms 1.
Ball bushings 19 and disc bearings 20 are designed to be inelastic to avoid frictional vibrations of the disc brake system 16.

Zur Erzielung eines guten Fahrzeuglaufes sind vertikal zwischen dem Untergestell bzw. Fahrzeugrahmen 27 und dem Achs- oder Radsatzlager 2 oder Achs- oder Radsatzlenker 1 auf beiden Seiten ein hydraulischer Dämpfer 22 angeordnet. Für die Dämpfung der longitudinalen Bewegungen des Radsatzes 8 genügt ein hydraulischer Dämpfer 22, der zwischen einem Ende des Ausgleichshebel 6 bzw. einem Hebel 24 der Ausgleichswelle 23 bzw. äußeren Umlenkwinkeln 29 und dem Untergestell bzw. Fahrzeugrahmen 27 anglenkt ist.
Die lateralen Bewegungen des Radsatzes 8 werden durch den hydraulischen Dämpfer 22, der sich zwischen dem Achs- oder Radsatzlenker 1 und dem Untergestell bzw. Fahrzeugrahmen 27 befindet, gedämpft.To achieve good vehicle running, a hydraulic damper 22 is arranged vertically between the underframe or vehicle frame 27 and the axle or wheel set bearing 2 or axle or wheel set link 1 on both sides. A hydraulic damper 22 which is articulated between one end of the compensating lever 6 or a lever 24 of the compensating shaft 23 or outer deflection angles 29 and the underframe or vehicle frame 27 is sufficient for damping the longitudinal movements of the wheel set 8.
The lateral movements of the wheel set 8 are damped by the hydraulic damper 22, which is located between the axle or wheel set link 1 and the underframe or vehicle frame 27.

Eine weitere Variante der Ausgleichseinrichtung 5 zeigt die Figur 4, bei der die Ausgleichswelle 23 Anwendung findet. Die Ausgleichswelle 23 ist derart geneigt, daß die an den entsprechenden Hebeln 24 angelenkten elastisch-sphärischen Lager 4 der Achs- oder Radsatzlenker 1 auf einer waagerechten Linie I - I liegen. Die geneigt angeordneten Lager der Ausgleichswelle 23 in Form von Elastomerbuchsen 7 sind am Untergestell bzw. Fahrzeugrahmen 27 befestigt und übertragen die longitudinalen Kräfte.
Mit der Ausgleichswelle 23 wird der gleiche Effekt erzielt wie mit dem Ausgleichshebel 6. Ebenso sind die nachgeordneten Teile des Laufwerkes die gleichen wie bei der ersten Variante nach Figur 1 bis 3, so daß hier auf die Beschreibung verzichtet wird. Die Variante in Figur 5 enthält eine asymmetrische Anordnung der Scheibenbremsanlage 16 und ein außermittiges Achsgetriebe 25.A further variant of the balancing device 5 is shown in FIG. 4, in which the balancing shaft 23 is used. The balance shaft 23 is inclined in such a way that the elastic-spherical bearings 4 of the axle or axle control arms 1 articulated on the corresponding levers 24 lie on a horizontal line I - I. The inclined bearings of the balance shaft 23 in the form of elastomer bushings 7 are fastened to the underframe or vehicle frame 27 and transmit the longitudinal forces.
With the balance shaft 23, the same effect is achieved as with the balance lever 6. Likewise, the downstream parts of the drive are the same as in the first variant according to FIGS. 1 to 3, so that the description is omitted here. The variant in FIG. 5 contains an asymmetrical arrangement of the disc brake system 16 and an eccentric axle drive 25.

Eine solche Anordnung ist mit dem Ausgleichshebel 6 möglich, wie auch mit der Ausgleichswelle 23 die symmetrische Scheibenbremsanlage 16 auszuführen ist.Such an arrangement is possible with the compensating lever 6, as is the symmetrical disc brake system 16 with the compensating shaft 23.

Die asymmetrisch angeordnete Scheibenbremsanlage 16 hängt gemäß Fig.5 an einer kardanisch asymmetrischen Aufhängeeinrichtung 17a. Diese besteht aus einem Y-förmigen, nach oben gebogenen Längsträger 18a, der unten mittels Kugelbuchse 19 am Ausgleichshebel 6, bzw. an Hebeln 24 der Ausgleichswelle 23 auf der Linie I - I angelenkt ist. Oben sind die Enden des Y-förmigen, nach oben gebogenen Längsträger 18a verbunden und mittels Scheibenlager 20 (Fig. 6) drehbar mit dem nach oben gebogenen Querträger 21 verbunden.
Der Querträger 21 ist mit beiden Enden kardanisch durch Kugelbuchsen 19 mit dem Achs- oder Radsatzlenker 1 verbunden. Das außermittige Achsgetriebe 25 besitzt eine Drehmomentenstütze 26, welche die Reaktionskräfte des Antriebes auf das Laufwerk überträgt. Hierzu wird das Ende der Drehmomentenstütze 26 über ein elastisches sphärisches Lager 4 an den Hebeln 24 der Ausgleichswelle 23 auf der Linie I - I bzw. am Ausgleichshebel 6 angelenkt.
Eine weitere Variante der Ausgleichseinrichtung 5 zeigt Figur 7, bei der eine Ausgleichsstange 28 Anwendung findet. Diese Variante findet bei von oben her stark begrenztem Einbauraum Anwendung. Die Ausgleichsstange 28 überträgt lateral durch Zwischenschalten von Umlenkwinkeln 29 die von den Achs- oder Radsatzlenkern 1 ausgehenden longitudinalen Kräfte zur Einstellung der Achse.5, the asymmetrically arranged disc brake system 16 hangs on a cardanically asymmetrical suspension device 17a. This consists of a Y-shaped, upwardly bent longitudinal beam 18a, which is articulated at the bottom by means of a ball bushing 19 on the compensating lever 6 or on levers 24 of the compensating shaft 23 on the line I - I. The ends of the Y-shaped, upwardly bent longitudinal member 18a are connected and rotatably connected to the upwardly bent cross member 21 by means of disk bearings 20 (FIG. 6).
The cross member 21 is gimbally connected at both ends by ball bushings 19 to the axle or axle control arm 1. The off-center axle gear 25 has a torque support 26, which transmits the reaction forces of the drive to the drive. For this purpose, the end of the torque arm 26 is articulated via an elastic spherical bearing 4 on the levers 24 of the balance shaft 23 on the line I - I or on the balance lever 6.
Another variant of the compensation device 5 is shown in FIG. 7, in which a compensation rod 28 is used. This variant is used when the installation space is very limited from above. The compensating rod 28 laterally transmits the longitudinal forces emanating from the axle or wheelset control arms 1 for adjusting the axle by interposing deflection angles 29.

Dieses Laufwerk unterscheidet sich vorteilhaft zu den bekannten Laufwerken dadurch, daß es durch seine geringe Bauhöhe für Niederflurwagen geeignet ist. Außerdem ergibt sich ein relativ geringes Gewicht des Laufwerkes.This drive differs advantageously from the known drives in that its low height makes it suitable for low-floor vehicles. In addition, the drive is relatively light.

Verzeichnis der BezugszeichenList of reference symbols

11
Achs- oder RadsatzlenkerAxle or wheelset control arms
22nd
Achs oder RadsatzlagerAxle or wheelset bearings
33rd
ElastomerpolsterElastomeric padding
44th
sphärisches Lagerspherical bearing
55
Ausgleichseinrichtung:
  • 1. 6 Ausgleichshebel
  • 2. 23 Ausgleichswelle
  • 3. 28 Ausgleichsstange
Compensation device:
  • 1. 6 leveling levers
  • 2. 23 balance shaft
  • 3. 28 balance bar
66
AusgleichshebelLeveling lever
77
ElastomerbuchseElastomer bushing
7a7a
ElastomerbuchseElastomer bushing
88th
RadsatzWheelset
99
GehängeHangers
1010th
SchraubenfederCoil spring
1111
FederwegbegrenzungseinrichtungTravel limitation device
1212th
seitlicher Anschlagside stop
1313
BundmutterCollar nut
1414
Stegweb
1515
Anschlagattack
1616
ScheibenbremsanlageDisc brake system
1717th
AufhängeeinrichtungSuspension device
17a17a
AufhängeeinrichtungSuspension device
1818th
LängsträgerSide member
18a18a
LängsträgerSide member
1919th
KugelbuchseBall bushing
2020th
ScheibenlagerDisc bearings
2121
QuerträgerCross member
2222
hydraulischer Dämpferhydraulic damper
2323
AusgleichswelleBalance shaft
2424th
Hebellever
2525th
AchsgetriebeAxle drive
2626
DrehmomentenstützeTorque support
2727
Untergestell bzw. FahrzeugrahmenUnderframe or vehicle frame
2828
AusgleichsstangeBalance bar
2929
UmlenkwinkelDeflection angle
3030th
KulissengleitführungBackstage sliding
3131
LängsträgerSide member
I - II - I
Linieline

Claims (3)

  1. Steering-axle running gear having coil springs, axle or wheel-set links (1), axle or wheel-set bearings (2) and wheel set or axle, characterized in that the axle or wheel-set bearings (2) are mounted in the axle or wheel-set link (1) in a cardanically elastic manner by means of elastomeric cushions (3), the axle or wheel-set link (1) being linked at one end to a compensating device (5) by an elastic spherical bearing (4), and coil springs (10) being arranged on or next to spring-deflection limiting devices (11) on both sides next to the axle or wheel-set bearings (2) in a transversely elastic manner between underframe or vehicle frame (27) and axle or wheel set link (1), and hydraulic dampers (22) being arranged vertically between underframe or vehicle frame (27) and axle or wheel-set bearing (2) or axle or wheel-set link (1), longitudinally between underframe or vehicle frame (27) and compensating device (5) and laterally between underframe or vehicle frame (27) and a cross-member (21) or axle or wheel-set link (1), the compensating device (5) containing a compensating lever (6) or an inclined compensating shaft (23) or a longitudinally loaded compensating rod (28) having deflection angles (29), and a disc-brake unit (16) being supported via an articulated suspension device (17, 17a) on the compensating device (5) and on the two axle or wheel-set links (1).
  2. Steering-axle running gear according to Claim 1, characterized in that an eccentric torque support (26) of axle gearing (25) is linked to the compensating device (5).
  3. Steering-axle running gear according to Claims 1 and 2, characterized in that the spring-deflection limiting devices (11) limit the longitudinal and transverse play at their bottom end in interaction with flexible lateral stops (12) which are connected to the axle or wheel-set link (1).
EP94250237A 1993-10-26 1994-09-30 Running gear with adjustable axle Expired - Lifetime EP0652148B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19934337385 DE4337385C2 (en) 1993-10-26 1993-10-26 Steering axle drive
DE4337385 1993-10-26

Publications (2)

Publication Number Publication Date
EP0652148A1 EP0652148A1 (en) 1995-05-10
EP0652148B1 true EP0652148B1 (en) 1997-08-13

Family

ID=6501618

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94250237A Expired - Lifetime EP0652148B1 (en) 1993-10-26 1994-09-30 Running gear with adjustable axle

Country Status (7)

Country Link
EP (1) EP0652148B1 (en)
AT (1) ATE156763T1 (en)
CZ (1) CZ284175B6 (en)
DE (1) DE19510706C2 (en)
FI (1) FI109417B (en)
PL (1) PL175631B1 (en)
SK (1) SK281084B6 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2307889A (en) * 1995-12-07 1997-06-11 Powell Duffryn Standard Ltd Single axle suspension for rail vehicle allows steering effect - improving ride, and reducing noise emission and wheel flange wear
DE19826449C2 (en) * 1998-06-13 2003-02-06 Bombardier Transp Gmbh Axis alignment device for track-guided vehicles
RU2467901C2 (en) * 2010-09-08 2012-11-27 Федеральное государственное образовательное учреждение высшего профессионального образования "Брянская государственная сельскохозяйственная академия" Axlebox guide
AT523025B1 (en) * 2019-09-30 2023-02-15 Siemens Mobility Austria Gmbh Multi-stage coupling device

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE472610C (en) * 1927-01-28 1929-03-11 Hannoversche Waggonfabrik Akt Device for guiding the steering axis, especially on trams
DE604283C (en) * 1932-01-17 1935-01-10 Christoph & Unmack Akt Ges Steering device for an adjustable axle of a railway vehicle
DE4110492A1 (en) * 1991-03-30 1992-10-01 Duewag Ag RAIL VEHICLE, IN PARTICULAR LOW-FLOOR VEHICLE

Also Published As

Publication number Publication date
FI945009A (en) 1995-04-27
DE19510706C2 (en) 1998-08-06
FI945009A0 (en) 1994-10-25
FI109417B (en) 2002-07-31
SK127694A3 (en) 1995-05-10
ATE156763T1 (en) 1997-08-15
DE19510706A1 (en) 1996-09-19
CZ259694A3 (en) 1995-06-14
PL305451A1 (en) 1995-05-02
SK281084B6 (en) 2000-11-07
EP0652148A1 (en) 1995-05-10
PL175631B1 (en) 1999-01-29
CZ284175B6 (en) 1998-09-16

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