EP0659626B1 - Train de roulement individuel pour véhicules ferroviaires - Google Patents

Train de roulement individuel pour véhicules ferroviaires Download PDF

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Publication number
EP0659626B1
EP0659626B1 EP94118624A EP94118624A EP0659626B1 EP 0659626 B1 EP0659626 B1 EP 0659626B1 EP 94118624 A EP94118624 A EP 94118624A EP 94118624 A EP94118624 A EP 94118624A EP 0659626 B1 EP0659626 B1 EP 0659626B1
Authority
EP
European Patent Office
Prior art keywords
running gear
links
individual
frame
way
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP94118624A
Other languages
German (de)
English (en)
Other versions
EP0659626A1 (fr
Inventor
Detlef Dipl.-Ing. Müller
Johannes Dipl.-Ing. Hock
Thomas Dipl.-Ing. Fretwurst
Manfred Dipl.-Ing. Bohms
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bombardier Transportation GmbH
Original Assignee
ABB Daimler Benz Transportation Schweiz AG
ABB Daimler Benz Transportation Deutschland GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ABB Daimler Benz Transportation Schweiz AG, ABB Daimler Benz Transportation Deutschland GmbH filed Critical ABB Daimler Benz Transportation Schweiz AG
Publication of EP0659626A1 publication Critical patent/EP0659626A1/fr
Application granted granted Critical
Publication of EP0659626B1 publication Critical patent/EP0659626B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a single chassis for rail vehicles, especially for local and regional railways according to the generic term of claim 1.
  • Single trolleys designed as wheelset or single wheel trolleys, are used by light two-axle rail vehicles, such as Diesel railcars, applied. Through their articulations, they become Car body base frames in their running behavior and in the wear of the Wheel flanges and the tread of the wheels affected.
  • EP 00 82 043 B1 describes a single wheel chassis for rail vehicles known, the wheelset bearings on inclined rubber layer springs as Primary spring level the chassis frame with its cranked design Pick up side members.
  • the second spring level is with four screws or Layered rubber springs on the longitudinal beam ends.
  • To guide the Trailing arms are provided on the trailing arm, which are on the body frame attached to the front or towards the center.
  • Single-wheel bogies with primary suspension are also known between wheelset storage and chassis frame and, with a Secondary suspension to the body, which by one to the Longitudinal ends arranged inclined rubber layer spring formed and thus supports the car body on the driving or running gear.
  • sliding surfaces can be made on these secondary rubber layer springs be present, to the center point "Radsatz - Wagenlpsychmitte", radial and are arranged obliquely to the vertical. These sliding surfaces are used for better radial setting of the wheel sets when driving through bends than they would allow lateral deflection of the secondary rubber layer spring alone (see also EP 00 82 043 B1).
  • Pendulums are present, which are made of layered rubber springs as a second spring step support the car body.
  • the longitudinal forces from the drive or Braking forces are applied to the chassis frame by means of trailing arms Transfer body frame. Connect the two trailing arms a crossbar with the base frame. The crossbar is again over attached a pivot point to the cross member of the chassis. The wheelset will pulled or pushed like a drawbar. The transverse deflection is determined by the restoring force of the pendulum. (See one Plant information of CESKOSLOVENSKE VAGONKY G.R., PRAHA, RAIL 76, M152 diesel railcar in the CSSR, Fig. 11).
  • All of these single wheel bogies have in common that the from the Driving or braking torque generated vertical reaction forces over the Four support points of the second spring level on the Car body base frames act.
  • the radial setting of the wheel sets in the Bow is made possible by transverse shear in the four elastic Support points or pendulum between car body and chassis radial deflection of the wheelset can take place. This deflection is at the undercarriages with those in addition to the rubber layer springs inclined sliding surfaces positively influenced by lower counterforces.
  • the wings of the two opposite sides of the vehicle are one above the other Torsion bar connected to each other, which acts as a cross stabilizer and thus causes a bank of the vehicle construction to the inside of the curve.
  • a pitching movement of the Undercarriage not avoided, which leads to tension in the undercarriage itself (which can lead to increased tire wear when driving on bends leads).
  • the invention specified in claim 1 is based on the problem to create generic single chassis that is centered under the Car body is running.
  • the position of the body over the middle of the Chassis should ensure its full transverse mobility be made possible.
  • the chassis should pitch both in the vertical compression of the car body and in Transfer of the tensile and braking forces can be avoided.
  • the compensation device can advantageously consisting of a pendulum arrangement consisting of staggered links be formed with a coupling element serving as a torsion bar.
  • the centering device from a rotary cradle formed, which is guided over diagonally arranged handlebars of equal length, whereby the inclusion of the handlebar ends via appropriate bearings (with non-reactive characteristics - claim 8 -) and on the rotary cradle itself and the cross members of the undercarriage frame accordingly arranged consoles takes place.
  • a single chassis designed as a wheel set or single wheel chassis is, it can adjust itself radially by turning without slipping and is effectively prevented from nodding.
  • the transmission of the train and Braking forces occur without adverse effects on the chassis and the car body.
  • An initially unstable system becomes relative low technological effort, clearly stabilized kinematically.
  • Fig. 2 shows the forces and movements of both Equipment for a specific case (here cornering right and assumed usual pitching movement to the rail of the undercarriage cross member 2b for solutions according to the prior art).
  • 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 wheel set 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 arranged in the area of the longitudinal center axis FML of the chassis frame 2 , is made from a pendulum arrangement 6 formed from links 6a and 6b, from a coupling element designed as a torsion bar 7, on the cross members 2b and rigidly connected to the torsion bar 7, U-shaped trained receiving devices 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 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 chassis itself.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Seats For Vehicles (AREA)
  • Escalators And Moving Walkways (AREA)
  • Gear Transmission (AREA)
  • Braking Arrangements (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Claims (8)

  1. Chariot porteur à un essieu pour véhicules ferroviaires, en particulier pour réseaux de proximté régionaux, dans lequel le chariot porteur à un essieu relié à la caisse du wagon, avec suspension à deux étages, est constitué par un élément à un essieu ou chariot porteur à un essieu, caractérisé par la combinaison d'un dispositif de compensation (K) disposé dans la région de l'axe longitudinal médian (FML) du châssis (2) du chariot porteur, dispositif qui comprend un dispositif de centrage (Z) disposé au-dessus du centre du châssis (2) du chariot porteur, pour recevoir les mouvements verticaux opposés des poutres transversales extérieures (2b) du châssis (2) du chariot porteur, qui résultent des couples d'entraínement et de freinage, afin d'éviter un tangage et de stabiliser le chariot porteur à un essieu, ainsi que pour garantir le déplacement transversal de la caisse du wagon au-dessus de l'axe transversal du chariot porteur.
  2. Chariot porteur à un essieu selon la revendication 1, caractérisé en ce que le dispositif de compensation (K) est formé d'un dispositif pendulaire (6) muni d'un élément d'accouplement servant de barre de torsion (7), le dispositif pendulaire (6) étant formé par des biellettes (6a et 6b) montées de façon articulée, dont la position latérale est déterminée, d'une part, sur les poutres transversales (2b) du châssis (2) du chariot porteur lui-même, par l'agencement direct de dispositifs de réception (8) réalisés en forme de U et pointant vers le bas, sur l'axe longitudinal médian (FML) du chariot porteur, et en ce que les extrémités de l'élément d'accouplement réalisé sous la forme d'une barre de torsion (7) reçoivent d'autre part le côté conjugué des biellettes (6a, 6b respectivement), en ce sens que chaque région terminale de la barre de torsion (7) présente en outre un dispositif de réception (9) réalisé en forme de U, les côtés ouverts des deux dispositifs de réception (8 et 9) réalisés en forme de U, qui reçoivent les paliers (10 et 11) des biellettes (6a et 6b) étant décalés de 90° l'un par rapport à l'autre sur une verticale centrale (MS) dans la position de repos.
  3. Chariot porteur à un essieu selon la revendication 2, caractérisé en ce que le dispositif pendulaire (6) est formé de vérins de manoeuvre actionnés pneumatiquement ou hydrauliquement, munis de pistons de manoeuvre, l'accouplement des deux systèmes partiels s'effectuant par l'intermédiaire d'éléments de transmission de force pneumatiques, hydrauliques, électriques ou autres.
  4. Chariot porteur à un essieu selon une des revendications 1 à 3, caractérisé en ce que le dispositif de centrage (Z) est formé d'un balancier tournant (13) guidé au moyen de biellettes (12a et 12b) et en ce que, d'une part, la fixation du balancier tournant (13) à la caisse (1) du wagon s'effectue par l'intermédiaire d'un palier radial (14) agencé verticalement dans le balancier tournant (13) et, d'autre part, un guidage élastique du balancier tournant (13) luimême sur les poutres transversales (2b) du châssis (2) du chariot porteur s'effectue par l'intermédiaire dos biellettes (12a et 12b) de même longueur opposées en diagonale et par l'intermédiaire de consoles (15a et 15b), et en ce que les deux extrémités du balancier tournant (13) pointent vers une région définie des poutres transversales (2b) du châssis (2) du chariot porteur, dans laquelle sont disposées des consoles (16a et 16b) en forme de U, les axes d'articulation (17) des consoles (15a et 15b ; 16a et 16b respectivement) destinées à recevoir les paliers (11) des biellettes (12a et 12b) étant placées dans des positions décalées de 90° l'une par rapport à l'autre.
  5. Chariot porteur à un essieu selon une des revendications 1 à 4, caractérisé en ce que, pour former le point de rotation (D) entre chariot porteur et caisse du wagon, on utilise une couronne tournante à billes.
  6. Chariot porteur à un essieu selon une des revendications 2 à 5, caractérisé en ce que la barre de torsion (7) utilisée comme élément d'accouplement est montée rotative dans la caisse (1) du wagon.
  7. Chariot porteur à un essieu selon une des revendications 4 et 5, caractérisé en ce que la barre de torsion (7) utilisée comme élément d'accouplement est montée rotative dans la direction horizontale dans le châssis (2) du chariot porteur et les biellettes (12a et 12b) sont reliées à la caisse (1) de façon articulée.
  8. Chariot porteur à un essieu selon une des revendications 2 et 4 à 7, caractérisé en ce que les paliers (10 et 11) des biellettes (6a et 6b) sont utilisés avec une caractéristique exempte de réaction.
EP94118624A 1993-12-22 1994-11-26 Train de roulement individuel pour véhicules ferroviaires Expired - Lifetime EP0659626B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4344469 1993-12-22
DE4344469A DE4344469C1 (de) 1993-12-22 1993-12-22 Einzelfahrwerk für Schienenfahrzeuge

Publications (2)

Publication Number Publication Date
EP0659626A1 EP0659626A1 (fr) 1995-06-28
EP0659626B1 true EP0659626B1 (fr) 1998-01-21

Family

ID=6506212

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94118624A Expired - Lifetime EP0659626B1 (fr) 1993-12-22 1994-11-26 Train de roulement individuel pour véhicules ferroviaires

Country Status (7)

Country Link
EP (1) EP0659626B1 (fr)
AT (1) ATE162480T1 (fr)
CZ (1) CZ288124B6 (fr)
DE (2) DE4344469C1 (fr)
DK (1) DK0659626T3 (fr)
ES (1) ES2114648T3 (fr)
PL (1) PL305840A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19509515A1 (de) * 1994-03-19 1996-11-07 Josef Nusser Lenkeinrichtung für die Räder eines Schienenfahrzeugs
DE19507021C2 (de) * 1995-03-01 1999-12-16 Wax Ebeling Juergen Fahrwerk für Eisenbahnfahrzeuge
DE19513757C1 (de) * 1995-04-07 1996-05-30 Deutsche Bahn Ag Einzelradsatzfahrwerk für Schienenfahrzeuge
DE19617003C2 (de) * 1996-04-27 2002-08-01 Bombardier Transp Gmbh Schienenfahrzeug mit einem einachsigen Laufwerk
DE19640332C1 (de) * 1996-09-19 1998-04-09 Inst Schienenfahrzeuge Fahrwerksrahmen für Schienenfahrzeug-Fahrwerke mit integrierter Luftfeder

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE829602C (de) * 1950-09-01 1952-01-28 Krauss Maffei Ag Drehzapfenfuehrung am Drehgestell von Schienenfahrzeugen
DE1176693B (de) * 1957-02-16 1964-08-27 Boge Gmbh Stabilisierungseinrichtung, insbesondere zur Daempfung der Wankbewegungen von Schienen-fahrzeugen
DE2841769A1 (de) * 1978-09-26 1980-04-03 Daimler Benz Ag Spurgebundenes fahrzeug mit neigbarem fahrzeugaufbau
DE3269254D1 (en) * 1981-12-11 1986-03-27 Soule Fer Froid Two-stage suspension device for a railway vehicle axle
DE3335861A1 (de) * 1983-10-03 1985-04-18 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zum vermeiden von nickbewegungen von fahrzeugen
CH665808A5 (de) * 1984-04-27 1988-06-15 Sig Schweiz Industrieges Schienenfahrzeug.
DE3821610A1 (de) * 1988-06-27 1989-12-28 Bayerische Motoren Werke Ag Regelungseinrichtung zur wankstabilisierung eines fahrzeugs
DE3907870A1 (de) * 1988-03-10 1989-09-28 Yazaki Corp Vorrichtung zum stabilisieren eines kraftfahrzeuges beim fahren
DE3821609A1 (de) * 1988-06-27 1989-12-28 Bayerische Motoren Werke Ag Regelungseinrichtung zur wankstabilisierung eines fahrzeuges
DE3937674A1 (de) * 1988-11-25 1990-05-31 Volkswagen Ag Stabilisatorlose radaufhaengung eines mindestens zweiachsigen kraftfahrzeugs
FR2649949B1 (fr) * 1989-07-18 1992-04-24 Alsthom Gec Bogie articule pour vehicules ferroviaires
DE3942654C2 (de) * 1989-12-22 1998-04-16 Bayerische Motoren Werke Ag Einrichtung zur Wankstabilisierung eines Fahrzeugs
DE4110492A1 (de) * 1991-03-30 1992-10-01 Duewag Ag Schienenfahrzeug, insbesondere niederflurfahrzeug

Also Published As

Publication number Publication date
DE59405096D1 (de) 1998-02-26
ATE162480T1 (de) 1998-02-15
CZ288124B6 (cs) 2001-04-11
EP0659626A1 (fr) 1995-06-28
CZ326194A3 (en) 1995-07-12
ES2114648T3 (es) 1998-06-01
DE4344469C1 (de) 1995-02-09
PL305840A1 (en) 1995-06-26
DK0659626T3 (da) 1998-09-21

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Effective date: 20051130