EP0659626A1 - Single running gear for rail vehicles - Google Patents

Abstract

The device combines a compensation device, which is located in the longitudinal centre axis (FML) of the bogie frame (2), with a centering device located above the centre of the bogie frame. This is to accommodate the opposite vertical movements of the outer transverse struts (2b) of the frame, which result from the drive or braking momentum, for the prevention of galloping, stabilize the individual bogie, and guarantee the cross movement of the waggon body above the transverse vehicle axis. The compensation device consists of a pendulum arrangement (6), with a coupling element, which acts as torsion bar (7). The arrangement is formed by hinged bars (6a,b), and the position of the bars on the transverse struts is determined by U-shaped holder units (8).

Description

The invention relates to a single undercarriage for rail vehicles, in particular for local and regional trains, according to the preamble of patent claim 1.

Single trolleys, designed as wheelset or single wheel trolleys, are used in light two-axle rail vehicles, such as diesel railcars. They are influenced by their articulations towards the body frame in their running behavior and in the wear of the wheel flanges and the running surfaces of the wheels.

All known solutions fulfill the task of transmitting the tensile and braking forces. In all constructions, however, this leads to an additional load or relief of the secondary springs that is dependent on traction or braking force. Furthermore, in all solutions that work with an ideal pivot, this is not really guided over the center of the wheel axis in all kinematic states of the chassis. This leads to a sliding movement superimposed on the turning movement and thus to wear of the wheel set when traveling through bends.

EP 00 82 043 B1 discloses a single wheel undercarriage for rail vehicles, the wheelset bearings of which, via inclined rubber layer springs as the primary spring stage, accommodate the undercarriage frame with its cranked longitudinal members. The second spring stage is designed with four coil or rubber layer springs on the longitudinal beam ends. Trailing arms are provided for the articulation of the trolleys, which are attached to the base frame of the car body, pointing forwards or towards the center.

Also known are single-wheel set bogies with a primary suspension between the wheelset mounting and the chassis frame and, with a secondary suspension towards the car body, which is formed by an inclined rubber layer spring arranged on the longitudinal beam ends and thus supports the car body on the driving or running gear. In addition, sliding surfaces can also be present on these secondary rubber layer springs, which are radial and to the center point "wheel set - longitudinal center of car" are arranged obliquely to the vertical. These sliding surfaces are used for better radial adjustment of the wheel sets when driving through bends than the lateral deflection of the secondary rubber layer spring alone would allow (cf. also EP 00 82 043 B1).

Furthermore, the solution of a single-wheel drive unit for a small diesel locomotive is known, on the four chassis frame longitudinal beam ends of which there are pendulums that support the car body as rubber springs as a second spring step. The longitudinal forces from the drive or braking forces are transmitted from the chassis frame to the basic body of the car body by means of trailing arms. The two trailing arms connect a crossbeam to the base frame. The crossbar is in turn attached to the crossmember of the undercarriage via a pivot point. The wheelset is pulled or pushed like a drawbar. The transverse deflection is determined by the return force of the pendulum. (See also a works information from CESKOSLOVENSKE VAGONKY G.R., PRAHA, RAIL 76, diesel railcar M152 in the CSSR, Fig. 11).

All these single wheel set bogies have in common that the vertical reaction forces generated from the driving or braking torque act on the base frame of the car body via the four supporting points of the second spring stage which are present in each case. The radial adjustment of the wheel sets in the bend is made possible by the fact that a radial deflection of the wheel set can take place by transverse thrust in the four elastic support points or pendulums between the body and the chassis. This deflection is positively influenced by lower counterforces in the undercarriages with the inclined sliding surfaces which are provided in addition to the rubber layer springs.

A disadvantage of these solutions is the complicated construction, which is associated with a high level of technological production. Due to the inadequate radial setting of the wheel axles when passing through bends, there is a relatively high wear on the flange.

Furthermore, from the magazine Verkehr und Technik 2/56 (9th year), pages 56 to 59, "Diesel light rail cars with single-axle drawbar frames", in particular Fig. 5, a single wheel set running gear on a drawbar known, the pivot point is designed as a pivot and is arranged on the cross member of the drive. When traveling, the chassis swivels around the pivot arranged as a fixed pivot outside the center of the axle, which also serves as a fixed point for absorbing the reaction forces from the drive and braking torque. The chassis designed in this way uses only two secondary suspension elements arranged above the axle bearing.

A disadvantage of such individual wheel set undercarriages is the negative wear behavior of the wheel sets when driving through bends. The cause of the occurrence of high wear values can be seen in the pivot located outside the center of the axis.

Furthermore, a single-wheel single running gear is known, which is equipped with self-steering wheels that can always be adjusted tangentially even in the curves. (See the magazine "electric railways" 89/1991 No. 6, pages 193 to 196, "the tram low-floor vehicles NGT 6 C Kassel", item 2 car construction part, in particular picture 3). Both wheels of the undercarriage can each be swiveled around a vertical axis and connected via a transverse tie rod. The disadvantage here is that this solution has no pivot. As a result, a clear centering between the body and the chassis frame to ensure the transverse mobility of the single-wheel single chassis is not against what has a lasting effect on the running behavior.

• die einen in Fahrzeugquerrichtung liegenden Querstabilisator, wie einen Torsionsstab anwenden (DE 28 41 769 A1),
• die eine zwischen dem Wagenkasten und dem Drehgestellrahmen angeordnete Wankstütze verwenden (DE 35 10 454 A1),
• die über ein Federmedium und eine Druckänderung entsprechende Längenänderungen auswerten und kompensieren (DE-AS 11 76 693, DE 39 42 654 A1, DE 38 21 609 A1), wobei entsprechende Regelmaßnahmen sowohl hydraulisch (DE 38 21 610 A1) als auch mittels einer elektronischen Regeleinrichtung (DE 39 07 870 C2) durchführbar sind.

Solutions for roll stabilization of the body of vehicles are also known,

• who use a transverse stabilizer lying in the transverse direction of the vehicle, such as a torsion bar (DE 28 41 769 A1),
• who use a roll support arranged between the car body and the bogie frame (DE 35 10 454 A1),
• evaluate and compensate for the corresponding changes in length via a spring medium and a pressure change (DE-AS 11 76 693, DE 39 42 654 A1, DE 38 21 609 A1), appropriate control measures being both hydraulic (DE 38 21 610 A1) and by means of an electronic control device (DE 39 07 870 C2) can be carried out.

However, these solutions cannot be used in their entirety to implement a solution that guarantees the stabilization of a single rail vehicle chassis with regard to pitching movements and its transverse stability itself.

DE 28 41 769 A1 shows the solution on a biaxial bogie, in which the vehicle axles of the bogie are pivotable about a pivot axis (relative to the longitudinal axis of the vehicle), but are otherwise held firmly to the vehicle body. When driving through a curve, the bogie swivels through a certain angle to the vehicle's longitudinal axis via a slewing ring segment. Corresponding coil springs arranged on the left and right of the bogie support the vehicle body, the lower and upper spring bearings being fastened vertically to a rocker bracket on the bogie itself. On the top of the swing arm there is a sliding block that works together with the sliding surface of the slewing ring. The wings of the two opposite sides of the vehicle are connected to each other via a torsion bar, which acts as a transverse stabilizer and thus causes the vehicle construction to tilt towards the inside of the curve. This compensates for a rolling movement of the rail vehicle body, even with the wheelsets set radially, but does not prevent pitching of the undercarriage, which can lead to tension in the undercarriage itself (which leads to increased tire wear when traveling on bends).

Solutions for avoiding pitching movements are generally known in road vehicles (see also DE 33 35 861 A1 and DE 39 37 674 A1), which use corresponding hydraulic components as well as mechanical actuators (torsion bar), but in the form and arrangement of individual running gear for Rail vehicles are not applicable.

The invention specified in claim 1 is based on the problem of creating a generic single chassis that runs centered under the body. The position of the body over the middle of the Chassis while ensuring its full transverse mobility should be made possible. At the same time, pitching movements of the undercarriage should be avoided both when the car body is deflected vertically and when the tensile and braking forces are transmitted.

This problem is solved according to the invention with the features of claim 1. Advantageous embodiments of the invention are specified in claims 2 to 8.

According to claim 2, the compensation device can advantageously be formed from a pendulum arrangement consisting of staggered links with a coupling element serving as a torsion bar.

In a further embodiment of the invention, the pendulum arrangement can consist of rods or of pneumatic, electrical or hydraulic adjusting cylinders, wherein the coupling of the two subsystems can be solved via pneumatic, hydraulic, electrical or other force-transmitting elements.

According to claim 4, the centering device is formed from a rotary cradle, which is guided over diagonally arranged handlebars of equal length, the reception of the handlebar ends via corresponding bearings (with non-reactive characteristics - claim 8 -) and on the rotary cradle itself and the cross members of the chassis frame accordingly arranged consoles takes place.

In a further embodiment of the solution, a ball slewing ring can be used according to claim 5 to form the fulcrum bogie / car body.

When using a torsion bar serving as a coupling element, it can advantageously be rotatably mounted on the body according to claim 6. On the other hand, according to claim 7 there is the possibility to mount the torsion bar used as a coupling element horizontally rotatably in the chassis frame itself and to connect the handlebars to the car body in an articulated manner.

The advantages achieved by the invention are, in particular, that a single running gear designed as a wheel set or single wheel running gear is able to adjust itself radially by turning without transverse sliding and is effectively prevented from pitching. The transmission of the traction and braking forces takes place without adverse effects on the chassis and the body. A system that is initially unstable is unambiguously stabilized with relatively little technological effort.

An embodiment of the invention will be explained in more detail with reference to the drawing according to FIGS. 1 to 4.

Fig. 1:

das Prinzip der Kombination einer Kompensations- und einer Zentriereinrichtung einerseits zur Aufnahme der gegenläufigen vertikalen Bewegungen der äußeren Fahrwerks-Querträger zur Vermeidung des Nickens und andererseits zur Gewährleistung der Querbeweglichkeit des Einzelfahrwerkes selbst;

Fig. 2:

das Prinzip nach Fig. 1 mit angedeuteten Ausgleichbewegungen und Kräftefluß bei Kurvenfahrt;

Fig. 3:

die Gesamtansicht eines als Einzelfahrwerk ausgebildeten Radsatzlaufwerkes mit der konstruktiven Lage einer aus Lenkern und einem Torsionsstab gebildeten Kompensationseinrichtung und einer aus einer Drehwiege gebildeten Zentriereinrichtung;

Fig. 4:

die konkrete Ausführung der Kompensationseinrichtung und Zentriereinrichtung als Baugruppe gemäß Fig. 3.

Show it:

Fig. 1:

the principle of the combination of a compensation and a centering device on the one hand to accommodate the opposite vertical movements of the outer chassis cross member to avoid pitching and on the other hand to ensure the transverse mobility of the individual chassis itself;

Fig. 2:

the principle of Figure 1 with indicated compensatory movements and flow of forces when cornering.

Fig. 3:

the overall view of a wheel set designed as a single carriage with the structural position of a compensation device formed from handlebars and a torsion bar and a centering device formed from a rotary cradle;

Fig. 4:

the concrete design of the compensation device and centering device as an assembly according to FIG. 3.

• a) Übertragung der Zug- und Bremskräfte,
• b) Zentrierung des Fahrwerkes unter dem Wagenkasten über der Radsatzmitte und
• c) Stabilisierung des Fahrwerkes und Nickbewegungen des Fahrwerks verhindern

übernehmen, werden dabei aus einer am Fahrwerkrahmen 2 angebundenen Kompensationseinrichtung K und Zentriereinrichtung Z gebildet, wobei die Kompensationseinrichtung K selbst im Bereich der Fahrwerksmittenlängsachse FML angeordnet ist und die Zentriereinrichtung Z selbst um den Drehpunkt D Drehgestell/Wagenkasten arbeitet.The solution shown in FIG. 1 shows the basic connection of a single chassis formed from a chassis frame 2 and a wheel set 3 to the body 1 of a rail vehicle in the rest position. The main assemblies, the functions

• a) transmission of tensile and braking forces,
• b) centering the undercarriage under the body over the center of the wheelset and
• c) Prevent stabilization of the undercarriage and pitching movements of the undercarriage

take over, are formed from a connected to the chassis frame 2 compensation device K and centering device Z, the compensation device K itself being arranged in the area of the longitudinal center axis FML and the centering device Z itself about the pivot point D bogie / body.

2 shows the forces and movements occurring for both devices for a specific case (here cornering to the right and assumed usual pitching movement to the rail of the chassis frame cross member 2b in the case of solutions according to the prior art).

The symmetrical detection and compensation of the forces arising from pitching movements of the undercarriage make it possible to avoid tension in the undercarriage itself from the outset. The symmetrical connection of the rotary cradle to the chassis frame on both sides, whereby the connection elements (bearings etc.) must also have a non-reactive characteristic, also allow forces arising from the transverse and vertical movements between the chassis and the body to be compensated, so that there is also no tension can occur in the chassis.

3 and 4, the single chassis is designed as a wheelset. The car body 1 is supported on the chassis frame 2 by means of a secondary suspension 5, which in the exemplary embodiment is formed from an air suspension, above the wheel set 3. The wheelset 3 is supported in the undercarriage frame 2 formed from the longitudinal beams 2a, the straight crossbeams 2b via the primary spring 4, which is preferably stiff in the longitudinal direction.

The compensation device K, which is arranged in the region of the longitudinal center axis FML of the chassis frame 2 , is composed of a pendulum arrangement 6 formed from links 6a and 6b, and of a torsion bar 7 formed coupling element, formed on the cross beams 2b and rigidly connected to the torsion bar 7, U-shaped receiving means 8 and 9, which receive the bearings 10 arranged at the ends of the links 6a and 6b. The bearings 10 have a non-reactive characteristic. The open sides of the U-shaped receiving devices 8 and 9 for the bearings 10 are in the rest position offset by 90 ^° to one another on a perpendicular perpendicular MS. This stabilizes the undercarriage on the one hand (three-point bearing) and on the other hand prevents it from pitching (twisting of the torsion bar 7). Furthermore, this solution prevents additional loading and unloading of the secondary suspension 5 as a result of reaction forces from the transmission of tensile and braking forces, which occurs, for example, in the case of a torsion bar arranged on one side.

The centering device Z is formed from a rotary cradle 13 guided via links 12a and 12b. The pivoting cradle 13 is guided elastically via the diagonally opposite links 12a and 12b via brackets 15a and 15b to the crossbeams 2b of the chassis frame 2 , the two ends of the pivoting cradle 13 pointing to a defined area of the crossbeams 2b, where u-shaped ones Consoles 16a and 16b are arranged. Linkage axles 17 and 18, which are offset by 90 ^{o from} one another, serve to accommodate the bearings 11 of the links 12a and 12b. The rotary cradle 13 is attached to the car body 1 via a vertically rotatable (about the pivot point D bogie / car body) arranged in its radial bearing 14. This arrangement provides both the transmission of the tensile and braking forces and the centering of the single wheel set itself.

List of the reference symbols used

1 -

Car body

2 -

Landing gear frame formed from

2a -

Side member

2 B -

Cross member (straight)

3 -

Wheelset

4 -

Primary suspension

5 -

Secondary suspension

6 -

Pendulum arrangement

6a) -

Handlebar of the pendulum arrangement

6b) -

7 -

Torsion bar as a coupling element

8th -

U-shaped receiving devices arranged on the cross beams

9 -

U-shaped receiving devices arranged on the torsion bar

10 -

Bearings) with non-reactive characteristics

11 -

Camp)

K -

(Pos. 6 to 10) compensation device

12a -)

Handlebars

12b -)

13 -

Rotary cradle

14 -

Radial bearing of the rotary cradle

15a -)

console

15b -)

16a -)

console

16b -)

17 -

Articulation axes of the bearings 11

Z -

Centering device (pos. 11 - 16b)

MS -

Perpendicular bisector

FML -

Central vehicle longitudinal axis

D -

Pivot bogie / body

Claims (8)

Single running gear for rail vehicles, in particular for local and regional railways, the two-stage spring-loaded single running gear connected to the car body being designed as a wheel set or single wheel running gear, characterized by the combination of a compensation device arranged in the area of the running gear center longitudinal axis (FML) of the running gear frame ( 2 ) K), with a centering device (Z) arranged above the center of the undercarriage frame ( 2 ) for receiving the opposing vertical movement of the outer cross members (2b) of the undercarriage frame ( 2 ), which result from the drive or braking torques in order to avoid a pitch and to stabilize the single chassis, as well as to ensure the transverse movement of the body over the transverse axis of the chassis. Single running gear according to claim 1, characterized in that the compensation device (K) is formed from a pendulum arrangement ( 6 ) with a coupling element serving as a torsion bar (7), the pendulum arrangement ( 6 ) being formed by articulated links (6a and 6b), whose lateral position on the one hand on the cross members (2b) of the chassis frame ( 2 ) itself is determined by the direct arrangement of U-shaped downward receiving devices (8) on the chassis longitudinal axis (FML), and in that the ends of the torsion bar (7) designed coupling element on the other hand, take up the opposite side of the handlebars (6a or 6b), in which each end region of the torsion bar (7) also has a U-shaped receiving device (9), the open sides of both U-shaped receiving devices ( 8 and 9) for the bearings (10 and 11) of the handlebars (6a and 6b) offset from each other by 90 ^o in the rest position lie on a perpendicular (MS). Single undercarriage according to claim 2, characterized in that the pendulum arrangement ( 6 ) is formed from pneumatically or hydraulically actuated adjusting cylinders with adjusting pistons, the coupling of the two subsystems taking place via pneumatic, hydraulic, electrical or other force-transmitting elements. Single undercarriage according to one of claims 1 to 3, characterized in that the centering device (Z) is formed from a pivoting cradle (13) guided via links (12a and 12b), and in that, on the one hand, the pivoting cradle (13) is attached to the body (1 ) via a radial bearing (14) arranged vertically in the rotary cradle (13) and on the other hand an elastic guidance of the rotary cradle (13) itself via the diagonally opposite, equally long handlebars (12a and 12b) and via brackets (15a and 15b) to the crossbeams (2b) of the undercarriage frame ( 2 ), and that the two ends of the cradle (13) point to a defined area of the crossbeams (2b) of the undercarriage frame ( 2 ), where u-shaped brackets (16a and 16b) are arranged are, articulation axes (17) of the brackets (15a and 15b or 16a and 16b) for receiving the bearings (11) of the links (12a and 12b) are offset by 90 ^o to each other. Single running gear according to one of claims 1 to 4, characterized in that a ball slewing ring is used to form the pivot point (D) bogie / car body. Single running gear according to one of claims 2 to 5, characterized in that the torsion bar (7) used as the coupling element is guided in the car body (1) so that it can rotate. Single undercarriage according to one of claims 4 or 5, characterized in that the torsion bar (7) used as the coupling element is horizontally rotatably mounted in the undercarriage frame ( 2 ) and the links (12a and 12b) are articulatedly connected to the car body (1). Single chassis according to one of claims 2 and 4 to 7, characterized in that the bearings (10 and 11) of the handlebars (6a and 6b) are used with a non-reactive characteristic.

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