EP0678435B1 - Running gear for railway vehicles - Google Patents
Running gear for railway vehicles Download PDFInfo
- Publication number
- EP0678435B1 EP0678435B1 EP95105232A EP95105232A EP0678435B1 EP 0678435 B1 EP0678435 B1 EP 0678435B1 EP 95105232 A EP95105232 A EP 95105232A EP 95105232 A EP95105232 A EP 95105232A EP 0678435 B1 EP0678435 B1 EP 0678435B1
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- Prior art keywords
- free wheels
- running gear
- accordance
- steering
- wheels
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- 238000010168 coupling process Methods 0.000 claims abstract description 28
- 238000005859 coupling reaction Methods 0.000 claims abstract description 28
- 230000008878 coupling Effects 0.000 claims description 27
- 238000000034 method Methods 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 238000009408 flooring Methods 0.000 description 1
- 230000033764 rhythmic process Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
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Classifications
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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
- B61F3/00—Types of bogies
- B61F3/16—Types of bogies with a separate axle for each wheel
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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
Definitions
- the invention relates to a chassis for rail vehicles, especially low-floor light rail cars, with four Idler wheels, the two of which are in a transverse plane arranged idler gears a pair of idler gears without coupling the rotational movement of these idler gears form, which in the longitudinal direction of the running gear arranged in series are coupled in their speed, the arranged in a transverse plane Idler gears each around a vertical one arranged within its track width Can pivot the pivot axis and in their pivot or Steering movements with the idler gears in a different transverse plane are coupled.
- the component For undercarriages with idler gears, the component has a wheelset shaft and thus on an essential basis of the previous described conventional wheel-rail technology waived.
- the above self centering feature Wheelset in the track channel is only small with a pair of idler gears.
- the idler gear pair can have the smallest tangential misalignments not correct itself with respect to the track channel, whereby the flanges are used more.
- the idler wheel pair is able, even in narrow bends unroll without longitudinal slip; however, it needs higher ones Executives at the wheel flange than the conventional wheel set, because for the necessary turning movement when none is available Longitudinal slip of the static friction in undiminished size between Wheel and rail must be overcome.
- EP-A-0 511 949 discloses a method for Control of a chassis without rigid axle connections, at which at least two opposite idler gears individually are driven by separately controllable electric motors. At least for some with such an idler gear Driving conditions approximately the same running characteristics to achieve that for self-centering wheelsets with fixed Cross connection between the wheels will apply the performance the electric motors of opposing wheels periodically increased within predetermined ranges or decreased, the power change taking place in phase opposition. For creating such an artificial clock-push-pull rhythm special control devices are required.
- DE-C-38 08 593 is a motor bogie with idler wheels described, two of which are opposite in the transverse direction Idler wheels connected torsionally stiff via gear means are. This is supposed to guide a wheel set largely preserved with a continuous axle stay. Those serving as a replacement for the wheelset shaft However, gear means are subject to extremely high loads, especially when driving through narrow curves.
- the prior art also includes powered undercarriage with the generic characteristics mentioned at the beginning.
- This chassis has two individual drives that each contain one of the idler gear pairs and one Forced control can be steered. With the help of this control becomes the articulation angle of articulated car bodies via a steering linkage to the individual drives for their Transfer radial radial setting.
- Such forced control always means a higher construction effort, where the desired radial curve setting of the drives when entering and exiting the articulated tram into one or cannot be exactly from a track arch.
- the invention has for its object the idler gears a chassis of the generic type the property of automatic tangential adjustment to the rail confer, this property in both the straight line as should also exist in any track curve.
- a chassis with the features mentioned above can be advantageous a position in the Take track channel that the longitudinal and slip slip-free Rolling of the idler wheels without a run-up angle towards the rail enables.
- the coupling of the steering movements of the idler gears follows a preferred embodiment of the invention such that the steering angle of the one behind the other In terms of amount, idler gears are always the same size, but in opposite direction while the steering angle of the idler wheels each assigned to a transverse transverse plane are the same or only differ by the amount as it is for the compensation of the difference in radii between the outside of the arc Rail and the inner rail is useful.
- form-fitting connecting means for example Chains or timing belts with associated, on the respective Idler gear gears conceivable.
- the connecting means each have at least two Angle driven and one variable in length Coupling shaft are formed.
- An angular gear on each longitudinal side of the chassis can with the drive shaft of a traction motor be connected to the z. B. on or in the body of the Rail vehicle is arranged.
- a next embodiment of the invention consists in that the connecting means two angular gears, one associated longitudinal drive motor and a between the respective angular gear and the idler gear have arranged compensating clutch.
- the invention are the idler gears over primary springs cushioned, the springs corresponding to their elasticity Movements of the idler gears not only in the vertical direction, but also in the transverse direction and especially for the steering movements allow the idler gears in the longitudinal direction.
- the vertical Spring movements of the idler gears can be done via the same Compensating clutches are compensated for the steering movements allow the idler gears to each other.
- Another, inexpensive embodiment of the invention exists in that the swivel axes of the idler gears are virtually formed are.
- FIG. 1a, 1b, 2, 3 and 4 each show the principle of a coupling wheel undercarriage in top view.
- Chassis a total of four idler gears 1, each in pairs an axle bridge 2 are rotatably mounted.
- the non-rotating Axle bridges 2 can move towards the level of Rails 11 can be cranked to also in the area of the undercarriage a low-floor light rail car with a low-lying one To allow flooring.
- Idler gears 1 Arranged one behind the other in the longitudinal direction of the undercarriage Idler gears 1 are form-fitting in their speed working connecting means coupled. 1a and 1b this coupling takes place via one connected to each idler gear 1 Angular gear 3 and one coupling shaft 4 each. 2, the idler gears 1 are on each chassis side With the help of a traction motor 5 and the bevel gear 3 Embodiment further spur gears 3a in their speed coupled and naturally driven.
- the two formed from idler gears 1 a transverse plane of the chassis Wheel pairs in their steering movements around vertical, in the Pivot axes 12 arranged along the longitudinal center axis of the undercarriage coupled so that the steering angle of this Wheel pairs are always the same size, but in opposite direction.
- the steering coupling of the idler gear pairs takes place, for example, by the one shown in FIG. 1b Handlebar 8 or by the from Fig. 1a and Fig. 2nd visible lever 7 and handlebar 8.
- the swivel axes 12 can be physically trained (Fig. 1a and 1b) or as virtual axes exist (Fig. 2).
- the axle bridges 2 can Primary springs 9 cushioned against a chassis frame 10 will.
- the springs 9 - preferably flexicoil springs - should also spring movements corresponding to their elasticity allow each axle bridge 2 in the longitudinal direction to the to enable the desired steering movement of the idler gear pairs.
- the steering coupling of the two wheel pairs shown as an example in Fig. 2 also leaves a cross-elastic wheel pair guide these primary springs 9 in the chassis frame 10 without Cross movements of the wheel pairs influence the steering coupling.
- Compensating couplings 6 compensate for all spring movements Axle bridges 2 with respect to the chassis frame 10 as well possible spring movements of the motor-gear units (Parts 5 and 3 or 3a), which in turn are elastic on the chassis frame 10 can be hung.
- the idler gears 1 are each on a steering knuckle 13 rotatably mounted.
- the steering knuckle 13 one
- the idler wheels 1 assigned to the transverse transverse plane are in turn each on an axle bridge 2 around the swivel axes 12 steerably attached.
- the axle bridges 2 are in this embodiment compared to the chassis frame 10 not swiveling; the steering movements are only from the idler wheels 1 and the associated steering knuckles 13, wherein whose steering movements in turn via handlebar 8 and lever 7 are coupled.
- the steering coupling of the idler wheels 1 is carried out also in the example of FIG. 4 by handlebar 8 and lever 7.
- handlebar 8 and lever 7 By arranging the handlebars appropriately 8 on the levers 7 can easily for the idler gears 1 a chassis transverse plane either the same steering angle or but according to a desired compensation of the difference in radii between the outer rail and the Slightly different steering angle inside the rail be achieved.
- the chassis is in an inclined position in the Track channel, d. that is, there is an incorrect steering angle, so leads this inevitably means that the leading idler gear pair for example, starts on the left rail 11 while the trailing pair of wheels on the other, right rail 11 starts up.
- Both Wheels 1 have the same speed, but due to the different wheel diameters different paths in back at the same time, d. that is, their wheelbase changes. In the same process runs in the opposite direction other side of the chassis.
- This opposite change in the wheelbase on the left and right chassis side is synonymous with a pivoting movement of the idler gears 1 about their respective Swivel axis 12.
- the steering angle is therefore corrected the idler gears 1 as long as the consecutive ones Do not roll the wheels on the same diameter.
- the So the system always strives to correct incorrect steering angles, which their result in changing the situation of the Have wheel contact points and thus in the change of effective wheel diameter.
- this system drive without wrong steering angle. If driven without a wrong steering angle ultimately, even if only a little, centering property of an idler gear.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automatic Cycles, And Cycles In General (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
- Handcart (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
Description
Die Erfindung bezieht sich auf ein Fahrwerk für Schienenfahrzeuge, insbesondere Niederflur-Stadtbahnwagen, mit vier Losrädern, von denen die beiden in einer Fahrwerksquerebene angeordneten Losräder jeweils ein Losradpaar ohne Koppelung der Drehbewegung dieser Losräder bilden, wobei die in Längsrichtung des Fahrwerks hintereinander angeordneten Losräder in ihrer Drehzahl gekoppelt sind, wobei die in einer Fahrwerksquerebene angeordneten Losräder jeweils um eine innerhalb ihrer Spurweite angeordnete senkrechte Schwenkachse schwenken können und in ihren Schwenk- bzw. Lenkbewegungen mit den in einer anderen Fahrwerksquerebene Losrädern gekoppelt sind.The invention relates to a chassis for rail vehicles, especially low-floor light rail cars, with four Idler wheels, the two of which are in a transverse plane arranged idler gears a pair of idler gears without coupling the rotational movement of these idler gears form, which in the longitudinal direction of the running gear arranged in series are coupled in their speed, the arranged in a transverse plane Idler gears each around a vertical one arranged within its track width Can pivot the pivot axis and in their pivot or Steering movements with the idler gears in a different transverse plane are coupled.
Bei herkömmlichen Radsätzen sind zwei an ihrer Lauffläche beispielsweise konisch profilierte Räder durch eine verdrehsteife Radsatzwelle miteinander verbunden, also auch in ihrer Drehzahl gekoppelt. Ein solcher Radsatz hat die Eigenschaft, sich im Spurkanal entlang einer sinusähnlichen Linie selbsttätig zu steuern, d. h., der Radsatz ist stets bestrebt, in der Mitte des Spurkanals zu laufen. Dabei bleibt der Spurkranz weitgehend frei von Führungskräften, zumindest in der Geraden und in Gleisbögen mit großem Radius. In engen Gleisbögen müssen nicht tangential zur Schiene ausgerichtete Räder quer zur Fahrtrichtung auf der Schiene verschoben werden. Diese sogenannte Wendebewegung erfolgt unter Beteiligung der Spurkränze gegen die Wirkung des zwischen Rad und Schiene vorliegenden Reibwertes. Hierbei ist für einen Radsatz, der einen engen Bogen ja nur mit Längsschlupf durchfahren kann, von einem durch das Vorhandensein des Längsschlupfes geminderten Haftreibwert auszugehen. Conventional wheelsets have two on their tread for example, conically profiled wheels due to a torsionally rigid Wheelset shaft connected to each other, also in coupled their speed. Such a wheelset has the Property in the track channel along a sinusoidal To control the line automatically, d. that is, the wheelset is always strives to run in the middle of the track channel. Here the wheel flange remains largely free of executives, at least in the straight line and in curves with large Radius. In narrow bends don't have to be tangential to Rail-aligned wheels transverse to the direction of travel on the Rail to be moved. This so-called turning movement takes place with the participation of the flanges against the effect the coefficient of friction between wheel and rail. This is for a wheelset that only has a tight arc can drive through with longitudinal slip, from one through the Presence of longitudinal slip reduced static friction going out.
Bei Fahrwerken mit Losrädern wird auf das Bauelement Radsatzwelle und damit auf eine wesentliche Grundlage der zuvor beschriebenen konventionellen Rad-Schiene-Technik verzichtet. Die oben genannte selbstzentrierende Eigenschaft des Radsatzes im Spurkanal ist bei einem Losradpaar nur gering. Das Losradpaar kann geringste tangentiale Fehlstellungen in bezug auf den Spurkanal selbst nicht korrigieren, wodurch die Spurkränze höher beansprucht werden. Des weiteren ist das Losradpaar zwar in der Lage, auch in engen Gleisbögen ohne Längsschlupf abzurollen; es benötigt jedoch höhere Führungskräfte am Spurkranz als der herkömmliche Radsatz, weil für die notwendige Wendebewegung bei nicht vorhandenem Längsschlupf der Haftreibwert in ungeminderter Größe zwischen Rad und Schiene überwunden werden muß.For undercarriages with idler gears, the component has a wheelset shaft and thus on an essential basis of the previous described conventional wheel-rail technology waived. The above self centering feature Wheelset in the track channel is only small with a pair of idler gears. The idler gear pair can have the smallest tangential misalignments not correct itself with respect to the track channel, whereby the flanges are used more. Furthermore is the idler wheel pair is able, even in narrow bends unroll without longitudinal slip; however, it needs higher ones Executives at the wheel flange than the conventional wheel set, because for the necessary turning movement when none is available Longitudinal slip of the static friction in undiminished size between Wheel and rail must be overcome.
Durch die EP-A-0 511 949 ist ein Verfahren bekannt zur Steuerung eines Fahrwerks ohne starre Achsverbindungen, bei welchem zumindest zwei gegenüberliegende Losräder einzeln von separat ansteuerbaren Elektromotoren angetrieben werden. Um bei einem solchen Losrad-Fahrwerk wenigstens für einige Fahrtzustände näherungsweise die gleichen Laufeigenschaften zu erzielen, die für selbstzentrierende Radsätze mit fester Querverbindung zwischen den Rädern gelten, wird die Leistung der Elektromotoren einander gegenüberliegender Räder periodisch innerhalb vorbestimmter Bandbreiten erhöht oder erniedrigt, wobei die Leistungsänderung gegenphasig erfolgt. Für das Erzeugen eines solchen künstlichen Takt-Gegentakt-Rhythmus bedarf es spezieller Steuereinrichtungen.EP-A-0 511 949 discloses a method for Control of a chassis without rigid axle connections, at which at least two opposite idler gears individually are driven by separately controllable electric motors. At least for some with such an idler gear Driving conditions approximately the same running characteristics to achieve that for self-centering wheelsets with fixed Cross connection between the wheels will apply the performance the electric motors of opposing wheels periodically increased within predetermined ranges or decreased, the power change taking place in phase opposition. For creating such an artificial clock-push-pull rhythm special control devices are required.
In der DE-C-38 08 593 ist ein Triebdrehgestell mit Losrädern beschrieben, von denen zwei in Querrichtung gegenüberliegende Losräder über Getriebemittel torsionssteif verbunden sind. Dadurch sollen die Führungseigenschaften eines Radsatzes mit durchgehender Radsatzwelle weitgehend erhalten bleiben. Die als Ersatz für die Radsatzwelle dienenden Getriebemittel unterliegen allerdings äußerst hohen Beanspruchungen, vor allem beim Durchfahren enger Gleisbögen. DE-C-38 08 593 is a motor bogie with idler wheels described, two of which are opposite in the transverse direction Idler wheels connected torsionally stiff via gear means are. This is supposed to guide a wheel set largely preserved with a continuous axle stay. Those serving as a replacement for the wheelset shaft However, gear means are subject to extremely high loads, especially when driving through narrow curves.
Zum Stand der Technik (WO 91/02 673) gehört ferner ein angetriebenes Fahrwerk mit den eingangs genannten Gattungsmerkmalen. Dieses Fahrwerk hat zwei Einzellaufwerke, die jeweils eines der Losradpaare enthalten und über eine Zwangssteuerung lenkbar sind. Mit Hilfe dieser Steuerung wird der Knickwinkel von gelenkig verbundenen Wagenkästen über ein Lenkgestänge auf die Einzellaufwerke für deren kurvenradiale Einstellung übertragen. Eine solche Zwangssteuerung bedeutet stets einen höheren baulichen Aufwand, wobei die gewollte kurvenradiale Einstellung der Laufwerke bei der Einfahrt und der Ausfahrt des Gelenkwagens in einen bzw. aus einem Gleisbogen nicht exakt vorliegen kann.The prior art (WO 91/02 673) also includes powered undercarriage with the generic characteristics mentioned at the beginning. This chassis has two individual drives that each contain one of the idler gear pairs and one Forced control can be steered. With the help of this control becomes the articulation angle of articulated car bodies via a steering linkage to the individual drives for their Transfer radial radial setting. Such forced control always means a higher construction effort, where the desired radial curve setting of the drives when entering and exiting the articulated tram into one or cannot be exactly from a track arch.
Der Erfindung liegt die Aufgabe zugrunde, den Losrädern eines Fahrwerks der gattungsgemäßen Art die Eigenschaft der selbsttätigen tangentialen Einstellung zur Schiene zu verleihen, wobei diese Eigenschaft sowohl in der Geraden als auch in jedem beliebigen Gleisbogen bestehen soll.The invention has for its object the idler gears a chassis of the generic type the property of automatic tangential adjustment to the rail confer, this property in both the straight line as should also exist in any track curve.
Diese Aufgabe wird erfindungsgemäß dadurch gelöst, daß die Losräder um die senkrechte Schwenkachse unabhängig von der Stellung des Fahrwerks zu irgendwelchen anderen Fahrzeugteilen schwenken können.This object is achieved in that the Idler wheels around the vertical swivel axis regardless of the Position of the undercarriage in relation to any other vehicle parts can pivot.
Ein Fahrwerk mit den zuvor genannten Merkmalen kann vorteilhaft selbsttätig in allen Situationen eine Stellung im Spurkanal einnehmen, die das längs- und querschlupffreie Abrollen der Losräder ohne Anlaufwinkel zur Schiene hin ermöglicht.A chassis with the features mentioned above can be advantageous a position in the Take track channel that the longitudinal and slip slip-free Rolling of the idler wheels without a run-up angle towards the rail enables.
Die Koppelung der Lenkbewegungen der Losräder erfolgt nach einer bevorzugten Ausführungsform der Erfindung derart, daß die Lenkwinkel der jeweils hintereinander angeordneten Losräder betragsmäßig stets gleich groß sind, jedoch in entgegengesetzter Richtung, während die Lenkwinkel der jeweils einer Fahrwerksquerebene zugeordneten Losräder gleich sind oder nur um das Maß verschieden sind, wie es für den Ausgleich des Radienunterschiedes zwischen der bogenäußeren Schiene und der bogeninneren Schiene sinnvoll ist.The coupling of the steering movements of the idler gears follows a preferred embodiment of the invention such that the steering angle of the one behind the other In terms of amount, idler gears are always the same size, but in opposite direction while the steering angle of the idler wheels each assigned to a transverse transverse plane are the same or only differ by the amount as it is for the compensation of the difference in radii between the outside of the arc Rail and the inner rail is useful.
Gemäß einer nächsten vorteilhaften Ausführungsform der Erfindung sind für die Drehzahlkoppelung der hintereinander angeordneten Losräder formschlüssig arbeitende Verbindungsmittel vorgesehen, die einen den Lenkbewegungen der Losräder entsprechenden Längenausgleich beinhalten. Als formschlüssig arbeitende Verbindungsmittel sind beispielsweise Ketten oder Zahnriemen mit zugehörigen, am jeweiligen Losrad befestigten Zahnrädern denkbar.According to a next advantageous embodiment of the Invention are for the speed coupling of the one after the other arranged loose wheels form-fitting connecting means provided the one the steering movements of the Loose wheels include appropriate length compensation. As form-fitting connecting means are for example Chains or timing belts with associated, on the respective Idler gear gears conceivable.
Nach einer weiteren Ausgestaltung der Erfindung ist vorgesehen, daß die Verbindungsmittel jeweils mindestens aus zwei Winkelgetrieben und einer in ihrer Länge veränderbaren Koppelwelle gebildet sind. Ein Winkelgetriebe jeder Fahrwerkslängsseite kann mit der Antriebswelle eines Fahrmotors verbunden sein, der z. B. am oder im Wagenkasten des Schienenfahrzeugs angeordnet ist.According to a further embodiment of the invention, that the connecting means each have at least two Angle driven and one variable in length Coupling shaft are formed. An angular gear on each longitudinal side of the chassis can with the drive shaft of a traction motor be connected to the z. B. on or in the body of the Rail vehicle is arranged.
Um die Drehzahlkoppelung der hintereinander angeordneten Losräder vorteilhaft mit einem Antrieb zu kombinieren, besteht eine nächste Ausführungsform der Erfindung darin, daß die Verbindungsmittel jeweils zwei Winkelgetriebe, einen damit verbundenen längsliegenden Fahrmotor sowie eine zwischen dem jeweiligen Winkelgetriebe und dem Losrad angeordnete Ausgleichskupplung aufweisen.To the speed coupling of the one behind the other Advantageously to combine idler gears with a drive, a next embodiment of the invention consists in that the connecting means two angular gears, one associated longitudinal drive motor and a between the respective angular gear and the idler gear have arranged compensating clutch.
Im Hinblick auf eine robuste Gestaltung des Fahrwerks mit rein mechanischen Mitteln, ist nach erfindungsgemäßen Weiterbildungen vorgesehen, daß die Lenkkoppelung der Losräder nur über Lenker oder über Hebel und Lenker erfolgt.With regard to a robust design of the chassis with purely mechanical means, according to the invention Developments provided that the steering coupling of the Idler wheels only take place via handlebars or levers and handlebars.
Um auf besonders einfache Weise Einheiten von Losradpaaren zu schaffen, sieht eine weitere Ausführungsform der Erfindung vor, daß die Losräder einer Fahrwerksquerebene jeweils durch eine nicht rotierende Achsbrücke verbunden sind.To units of idler gear pairs in a particularly simple manner create another embodiment of the Invention before that the idler gears a transverse plane each connected by a non-rotating axle bridge are.
Gemäß einer vor allem für den Fahrkomfort günstigen Ausgestaltung der Erfindung sind die Losräder über Primärfedern abgefedert, wobei die Federn ihrer Elastizität entsprechende Bewegungen der Losräder nicht nur in vertikaler Richtung, sondern auch in Querrichtung und vor allem für die Lenkbewegungen der Losräder in Längsrichtung zulassen. Die vertikalen Federbewegungen der Losräder können über dieselben Ausgleichskupplungen kompensiert werden, welche die Lenkbewegungen der Losräder zueinander erlauben.According to a design that is particularly favorable for driving comfort the invention are the idler gears over primary springs cushioned, the springs corresponding to their elasticity Movements of the idler gears not only in the vertical direction, but also in the transverse direction and especially for the steering movements allow the idler gears in the longitudinal direction. The vertical Spring movements of the idler gears can be done via the same Compensating clutches are compensated for the steering movements allow the idler gears to each other.
Eine weitere, günstige Ausgestaltung der Erfindung besteht darin, daß die Schwenkachsen der Losräder virtuell ausgebildet sind.Another, inexpensive embodiment of the invention exists in that the swivel axes of the idler gears are virtually formed are.
Im weiteren werden Ausführungsbeispiele der Erfindung näher erläutert, die in den Zeichnungen schematisch dargestellt sind. Die Fig. 1a, 1b, 2, 3 und 4 zeigen jeweils das Prinzip eines Koppelradfahrwerks in der Draufsicht.Exemplary embodiments of the invention are described in more detail below explained, which is shown schematically in the drawings are. 1a, 1b, 2, 3 and 4 each show the principle of a coupling wheel undercarriage in top view.
Wie aus den Fig. 1a, 1b und 2 ersichtlich ist, hat das
Fahrwerk insgesamt vier Losräder 1, die paarweise an jeweils
einer Achsbrücke 2 drehbar gelagert sind. Die nicht rotierenden
Achsbrücken 2 können in Richtung auf das Niveau der
Schienen 11 gekröpft ausgebildet sein, um auch im Bereich
des Fahrwerks einen Niederflur-Stadtbahnwagen mit tiefliegendem
Fußboden zu ermöglichen.As can be seen from FIGS. 1a, 1b and 2, that
Chassis a total of four
Die in Längsrichtung des Fahrwerks hintereinander angeordneten
Losräder 1 sind in ihrer Drehzahl durch formschlüssig
arbeitende Verbindungsmittel gekoppelt. Gemäß Fig. 1a und 1b
erfolgt diese Koppelung über ein an jedem Losrad 1 angeschlossenes
Winkelgetriebe 3 und jeweils eine Koppelwelle 4.
Nach Fig. 2 sind die Losräder 1 jeder Fahrwerksseite mit
Hilfe eines Fahrmotors 5 und der Winkelgetriebe 3 mit im
Ausführungsbeispiel weiteren Stirnrädern 3a in ihrer Drehzahl
gekoppelt und natürlich angetrieben.Arranged one behind the other in the longitudinal direction of the undercarriage
Idler
Zusätzlich zu der vorbeschriebenen Drehzahlkoppelung sind
die beiden aus Losrädern 1 einer Fahrwerksquerebene gebildeten
Radpaare in ihren Lenkbewegungen um senkrechte, in der
Längsmittenachse des Fahrwerks angeordnete Schwenkachsen 12
derart miteinander gekoppelt, daß die Lenkwinkel dieser
Radpaare betragsmäßig stets gleich groß sind, jedoch in
entgegengesetzter Richtung. Die Lenkkoppelung der Losradpaare
erfolgt beispielsweise durch den aus Fig. 1b ersichtlichen
Lenker 8 oder durch die aus Fig. 1a und Fig. 2
ersichtlichen Hebel 7 und Lenker 8. Die Schwenkachsen 12
können körperlich ausgebildet sein (Fig. 1a und 1b) oder als
virtuelle Achsen existieren (Fig. 2). Im Hinblick auf die
Lenkbewegungen der Losradpaare sind die Koppelwellen 4 bei
Fig. 1a und 1b in ihrer Länge teleskopartig veränderbar,
z. B. durch integrierte Verzahnungen. Bei Fig. 2 ermöglichen
zwischen jedem Losrad 1 und den Getriebemitteln angeordnete
Ausgleichskupplungen 6 die besagten Lenkbewegungen. In engen
Gleisbögen mit etwa 25 m Radius und bei einem Achsstand des
Fahrwerks von z. B. 1800 mm liegen die Lenkwinkel in einer
Größenordnung von 2° (bei dem einen Losradpaar + 2°, bei dem
anderen - 2°).In addition to the speed coupling described above
the two formed from idler gears 1 a transverse plane of the chassis
Wheel pairs in their steering movements around vertical, in the
Wie in Fig. 2 dargestellt, können die Achsbrücken 2 über
Primärfedern 9 gegenüber einem Fahrwerksrahmen 10 abgefedert
werden. Die Federn 9 - vorzugsweise Flexicoilfedern - sollen
auch ihrer Elastizität entsprechende Federbewegungen der
jeweiligen Achsbrücke 2 in Längsrichtung zulassen, um die
gewünschte Lenkbewegung der Losradpaare zu ermöglichen. Die
beispielhaft dargestellte Lenkkoppelung der beiden Radpaare
in Fig. 2 läßt auch eine querelastische Radpaarführung über
diese Primärfedern 9 im Fahrwerksrahmen 10 zu, ohne daß
Querbewegungen der Radpaare die Lenkkoppelung beeinflussen.
Zudem bleiben im Ausführungsbeispiel nach Fig. 2 alle
Lagerstellen, die zur Darstellung der virtuellen Schwenkachsen
12 ausgeführt sind, frei von vertikalen Lasten. Die
Ausgleichskupplungen 6 kompensieren alle Federbewegungen der
Achsbrücken 2 in bezug auf den Fahrwerksrahmen 10 sowie
eventuelle Federbewegungen der Motor-Getriebe-Einheiten
(Teile 5 und 3 bzw. 3a), die ihrerseits elastisch am Fahrwerksrahmen
10 aufgehängt sein können.As shown in Fig. 2, the
In Fig. 3 und 4 ist im Unterschied zu den Ausführungsbeispielen
nach Fig 1a, 1b und 2, bei denen die Schwenkachsen
12 der Losräder 1 einer Fahrwerksquerebene in einer gemeinsamen,
in Radpaarmitte liegenden Schwenkachse zusammengefaßt
sind, jedem Losrad 1 eine gesonderte, innerhalb der Spurweite
liegende Schwenkachse 12 zugeordnet. Der Vorteil
dieser gesonderten Schwenkachsen 12 besteht darin, daß bei
vergleichbaren Schwenkwinkeln geringere Längsverschiebewege
der Losräder 1 gegenüber den Getriebemitteln 3 und 3a auftreten
und dadurch die Auslegung der Ausgleichskupplungen 6
vereinfacht wird.3 and 4 is different from the
Gemäß Fig. 3 sind die Losräder 1 jeweils an einem Achsschenkel
13 drehbar gelagert. Die Achsschenkel 13 der einer
Fahrwerksquerebene zugeordneten Losräder 1 sind ihrerseits
jeweils an einer Achsbrücke 2 um die Schwenkachsen 12
lenkbar befestigt. Die Achsbrücken 2 sind in diesem Ausführungsbeispiel
gegenüber dem Fahrwerksrahmen 10 nicht
schwenkbar; die Lenkbewegungen werden nur von den Losrädern
1 und den zugehörigen Achsschenkeln 13 ausgeführt, wobei
deren Lenkbewegungen wiederum über Lenker 8 und Hebel 7
gekoppelt sind.3, the
Nach Fig. 4 sind die Schwenkachsen 12 eines jeden Losrades 1
einzeln virtuell ausgebildet. Dies erfolgt mit Hilfe unterer
Radlenker 14, wobei der Schnittpunkt der verlängerten
Längsachsen der beiden einem Losrad 1 zugeordneten unteren
Radlenker 14 die virtuelle Schwenkachse 12 darstellt.
Gleichzeitig übernehmen die unteren Radlenker 14 gemeinsam
mit oberen Radlenkern 14a die Querführung der Losräder 1.
Vertikal sind die Losräder 1 über Primärfedern 9 abgestützt,
und zwar in diesem Ausführungsbeispiel gegenüber dem aus dem
Fahrmotor 5 und den Getriebemitteln gebildeten Antriebsblock.
Dieser Antriebsblock erfüllt somit die tragende
Funktion eines Längsträgers des Fahrwerks, so daß der übrige
Fahrwerksrahmen 10 sehr einfach gestaltet werden kann und im
wesentlichen nur noch die Aufgabe zu erfüllen hat, das
Spurmaß zu wahren. Die Lenkkopplung der Losräder 1 erfogt
auch im Beispiel der Fig. 4 durch Lenker 8 und Hebel 7.
Durch entsprechende Anordnung der Angriffspunkte der Lenker
8 an den Hebeln 7 können auf einfache Weise für die Losräder
1 einer Fahrwerksquerebene entweder gleiche Lenkwinkel oder
aber entsprechend eines gewünschten Ausgleiches des Radienunterschiedes
zwischen der bogenäußeren Schiene und der
bogeninneren Schiene geringfügig unterschiedliche Lenkwinkel
erzielt werden.4, the pivot axes 12 of each
Der das Koppelradfahrwerk bestimmende Grundgedanke der Spurführung ist vereinfacht ausgedrückt folgender:The basic idea that determines the coupling wheel chassis In simple terms, guidance is as follows:
Befindet sich das Fahrwerk in einer Schrägstellung im
Spurkanal, d. h., es liegt ein Fehllenkwinkel vor, so führt
dies zwangsläufig dazu, daß das vorlaufende Losradpaar
beispielsweise an der linken Schiene 11 anläuft, während das
nachlaufende Radpaar an der anderen, rechten Schiene 11
anläuft. Dies bedeutet, daß die hintereinander angeordneten,
drehzahlgekoppelten Losräder 1 ihren Radaufstandspunkt bei
verschiedenen Raddurchmessern haben. Bei der in diesem
Beispiel betrachteten Stellung des Fahrwerks würde das linke
vorlaufende Losrad 1 auf großem Raddurchmesser abrollen und
das linke nachlaufende Rad 1 auf kleinem Durchmesser. Beide
Räder 1 haben dieselbe Drehzahl, legen aber aufgrund der
unterschiedlichen Raddurchmesser unterschiedliche Wege in
gleicher Zeit zurück, d. h., ihr Radstand ändert sich. In
umgekehrter Richtung läuft der gleiche Vorgang auf der
anderen Seite des Fahrwerks ab. The chassis is in an inclined position in the
Track channel, d. that is, there is an incorrect steering angle, so leads
this inevitably means that the leading idler gear pair
for example, starts on the
Diese gegensätzliche Veränderung des Radstandes auf der
linken und der rechten Fahrwerksseite ist gleichbedeutend
mit einer Schwenkbewegung der Losräder 1 um ihre jeweilige
Schwenkachse 12. Es erfolgt also eine Korrektur des Lenkwinkels
der Losräder 1 solange, wie die hintereinander laufenden
Räder nicht auf gleichem Durchmesser abrollen. Das
System ist also stets bestrebt, Fehllenkwinkel zu korrigieren,
die ihr Resultat in der Veränderung der Lage der
Radaufstandspunkte haben und somit in der Veränderung der
wirksamen Raddurchmesser. Letztlich wird also dieses System
ohne Fehllenkwinkel fahren. Wenn ohne Fehllenkwinkel gefahren
wird, kann schließlich die, wenn auch nur geringe,
zentrierende Eigenschaft eines Losrades wirken.This opposite change in the wheelbase on the
left and right chassis side is synonymous
with a pivoting movement of the idler gears 1 about their
Bei dem erfindungsgemäß ausgebildetenen Koppelradfahrwerk werden also nicht nur alle Nachteile eines Losrades gegenüber einem konventionellen Radsatz vermieden, sondern die Vorteile des Radsatzes für die Fahrt in der Geraden und im Gleisbogen mit großem Radius auch in engen Gleisbögen beibehalten. In the coupling wheel chassis designed according to the invention are not only facing all the disadvantages of a loose wheel a conventional wheel set avoided, but the Advantages of the wheelset for driving in straight lines and in Track radius with a large radius, even in narrow track curves maintained.
- 11
- LosradIdler gear
- 22nd
- AchsbrückeAxle bridge
- 33rd
- WinkelgetriebeAngular gear
- 3a3a
- StirnräderSpur gears
- 44th
- KoppelwelleCoupling shaft
- 55
- FahrmotorTraction motor
- 66
- AusgleichskupplungCompensating coupling
- 77
- Hebellever
- 88th
- LenkerHandlebars
- 99
- PrimärfederPrimary spring
- 1010th
- FahrwerksrahmenUndercarriage
- 1111
- Schienenrails
- 1212th
- SchwenkachseSwivel axis
- 1313
- AchsschenkelSteering knuckle
- 1414
- unterer Radlenkerlower wheel handlebar
- 14a14a
- oberer Radlenkerupper wheel handlebar
Claims (10)
- A running gear for rail vehicles, in particular low-floored suburban-railway carriages, having four free wheels (1), of which two free wheels (1) are arranged in a respective running gear transverse plane respectively to form a free-wheel pair without coupling of the rotary motion of these free wheels (1), the free wheels (1) arranged one behind the other in the longitudinal direction of the running gear being coupled with regard to their rotational speed, the free wheels (1) arranged in one running gear transverse plane being in each case pivotable about a vertical pivot axis (12) arranged within their gauge and being coupled in their pivot or steering movements to the free wheels (1) arranged in another running gear transverse plane, characterised in that the free wheels can pivot about the vertical pivot axis (12) regardless of the position of the turning gear in relation to any other vehicle parts.
- A running gear in accordance with Claim 1, characterised in that the steering angles of the free wheels (1) arranged one behind the other are always equal in size, but in opposite directions, while the steering angles of the free wheels (1) associated with one tuning gear transverse plane are equal or only differ by the amount advantageous to cancel out the radius difference between the rail at the outside of the curve and the rail at the inside of the curve.
- A running gear in accordance with Claim 1 or 2, characterised in that connecting means operating in a positive-locking manner are provided for rotational-speed coupling of the free wheels (1) arranged one behind the other, these connecting means comprising length compensation corresponding to the steering movements of the free wheels (1).
- A running gear in accordance with Claim 3, characterised in that the connecting means are each at least formed from two angular gears (3) and a coupling shaft (4) of variable length.
- A running gear in accordance with Claim 3, characterised in that the connecting means each have two angular gears (3), a longitudinally-arranged traction motor (5) connected thereto and a compensating coupling (6) arranged between each angular gear (3) and the respective free wheel (1).
- A running gear in accordance with any one of Claims 1 to 5, characterised in that steering coupling of the free wheels (1) takes place via connecting rods (8) only.
- A turning gear in accordance with any one of Claims 1 to 5, characterised in that steering coupling of the free wheels (1) takes place via levers (7) and connecting rods (8).
- A running gear in accordance with any one of Claims 1 to 7, characterised in that the free wheels (1) of one running gear transverse plane are connected by a non-rotating axle bridge (2).
- A running gear in accordance with any one of Claims 1 to 8, characterised in that the free wheels (1) are spring-mounted via primary springs (9), the springs (9) permitting, in accordance with their elasticity, movements of the free wheels (1) not only in the vertical direction, but also in the transverse direction and, in particular for the steering movements of the free wheels (1), in the longitudinal direction.
- A running gear in accordance with any one of Claims 1 to 9, characterised in that the pivot axes (12) of the free wheels (1) are virtual.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4414293A DE4414293C1 (en) | 1994-04-23 | 1994-04-23 | Running gear for rail vehicles |
| DE4414293 | 1994-04-23 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0678435A1 EP0678435A1 (en) | 1995-10-25 |
| EP0678435B1 true EP0678435B1 (en) | 1998-06-24 |
Family
ID=6516314
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP95105232A Expired - Lifetime EP0678435B1 (en) | 1994-04-23 | 1995-04-07 | Running gear for railway vehicles |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0678435B1 (en) |
| AT (1) | ATE167649T1 (en) |
| DE (2) | DE4414293C1 (en) |
| ES (1) | ES2117321T3 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2826328B1 (en) | 2001-06-26 | 2003-08-29 | Alstom | MOTOR BOGIE FOR RAILWAY VEHICLE WITH INTEGRAL LOW FLOOR |
| CN108657213B (en) * | 2017-03-30 | 2020-04-24 | 比亚迪股份有限公司 | Bogie and have its rail vehicle and rail transit system |
| CN114407958B (en) * | 2020-10-28 | 2023-05-26 | 湖南中车智行科技有限公司 | Rubber wheel guiding bogie device for articulated automobile train |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1750559A (en) * | 1928-08-24 | 1930-03-11 | J G Brill Co | Railway car |
| FR1014449A (en) * | 1950-03-14 | 1952-08-14 | Bogie with independent wheels for rail vehicles | |
| DE3232289A1 (en) * | 1981-08-31 | 1983-03-24 | South African Inventions Development Corp., Pretoria, Transvaal | RAILWAY TROLLEY |
| ATE44367T1 (en) * | 1983-11-28 | 1989-07-15 | Duewag Ag | DOUBLE CHASSIS FOR RAIL VEHICLES. |
| DE3710623A1 (en) * | 1987-03-31 | 1988-10-20 | Krauss Maffei Ag | TRACK VEHICLE |
| DE3808593A1 (en) * | 1988-03-15 | 1989-09-28 | Gutehoffnungshuette Man | WHEELSET GUIDE FOR BOGGES OF RAILWAY VEHICLES, ESPECIALLY VEHICLES OF LOCAL TRANSPORT |
| DE3838845A1 (en) * | 1988-11-17 | 1990-05-23 | Bergische Stahlindustrie | SPATIAL SINGLE WHEEL SUSPENSION FOR WHEELS OF RAIL VEHICLES |
| GR1000948B (en) * | 1989-08-21 | 1993-03-16 | Sig Schweiz Industrieges | Movable fuselage of an aircraft with quided separated suspensions |
| EP0511949B1 (en) * | 1991-04-30 | 1995-07-19 | SGP Verkehrstechnik Gesellschaft m.b.H. | Method of controlling a running gear without rigid axle connection |
-
1994
- 1994-04-23 DE DE4414293A patent/DE4414293C1/en not_active Expired - Fee Related
-
1995
- 1995-04-07 EP EP95105232A patent/EP0678435B1/en not_active Expired - Lifetime
- 1995-04-07 ES ES95105232T patent/ES2117321T3/en not_active Expired - Lifetime
- 1995-04-07 DE DE59502630T patent/DE59502630D1/en not_active Expired - Fee Related
- 1995-04-07 AT AT95105232T patent/ATE167649T1/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| DE4414293C1 (en) | 1995-09-14 |
| DE59502630D1 (en) | 1998-07-30 |
| ATE167649T1 (en) | 1998-07-15 |
| EP0678435A1 (en) | 1995-10-25 |
| ES2117321T3 (en) | 1998-08-01 |
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