EP0689981A1 - Running gear for low-floor rail vehicles - Google Patents

Running gear for low-floor rail vehicles Download PDF

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Publication number
EP0689981A1
EP0689981A1 EP94830526A EP94830526A EP0689981A1 EP 0689981 A1 EP0689981 A1 EP 0689981A1 EP 94830526 A EP94830526 A EP 94830526A EP 94830526 A EP94830526 A EP 94830526A EP 0689981 A1 EP0689981 A1 EP 0689981A1
Authority
EP
European Patent Office
Prior art keywords
bodies
axles
lever
tow bar
running gear
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.)
Withdrawn
Application number
EP94830526A
Other languages
German (de)
English (en)
French (fr)
Inventor
Enrico Valfre'
Paolo Giraudo
Alberto Magnino
Roberto Lovaldi
Alberto Magnani
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.)
Fiat Ferroviaria SpA
Original Assignee
Fiat Ferroviaria SpA
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 Fiat Ferroviaria SpA filed Critical Fiat Ferroviaria SpA
Publication of EP0689981A1 publication Critical patent/EP0689981A1/en
Withdrawn legal-status Critical Current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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/42—Adjustment controlled by buffer or coupling gear

Definitions

  • the present invention is related to running gears for rail vehicles, and more particularly for tramway vehicles.
  • Axle steering is performed in some cases spontaneously, but more frequently it is driven by means of suitable mechanical systems, to the aim of ensuring the necessary intrinsic safety and also to warrant that the wheel set assembly be statically determined and, therefore, be not negatively affected by any track imperfections.
  • the invention is thus more particularly related to a running gear for low-floor rail vehicles, comprising at least two bodies having each two independent respectively outer and inner steering axles, with respect to the vehicle configuration, including respective axle structures rotatably connected to the body around respective central vertical axis and each carrying a wheel pair, a tow bar pivotally interconnecting at its ends the two bodies, and drive means for operating curve steering of the axles of the two bodies.
  • a running gear of the above-referenced type is known for instance from US-A-5,277,127, according to which the axle steering angle is transmitted from one body to the adjacent body via a longitudinal steering rod, a toggle lever centrally articulated on the inner axle bridge, a connecting rod and an extension present on one side of the wheel bridge.
  • Steering is transmitted to the outer axles via a pair of longitudinal drawbars lying on opposite sides of the longitudinal center line of the vehicle and connected to each other with a connecting rod, or by an oblique connecting rod, or still by means of a swing lever supported on one side of the body central area and connected, via two connecting rods, to corresponding articulation points of the two axle frames.
  • the object of the present invention is to provide a running gear for low-floor rail vehicles of the above-referenced type, which enables to combine high efficiency and relative simplicity, so as to obtain the lowest possible curve-radiality error of the axles, particularly in the case of a two-body tramway.
  • this object is achieved by virtue of a running gear of the type set forth at the beginning, essentially characterized in that said drive means operate steering of the axles of each body through the relative angular displacement between the tow bar and the bodies, and as a function of the rotation between said tow bar and the respective body.
  • the steering system originates from an analytical study of the running gear geometry, so as to obtain a steering law upon which the rotation of the inner axles is driven - and transmitted to the outer axles - following a unique linear relationship, independent from the curve radius, which shall be disclosed in detail herebelow.
  • the system may be simplified so as to reduce it to a single lever which transmits to the inner axles the rotation of the tow bar, and a simple rotation reversing member then transmits the same amount of angle of rotation to the vehicle outer axles.
  • the same system can be applied to three-body rail vehicles, suppressing the reversing member as far as the axles of the central body are concerned, and directly delivering the steering signal from the closer tow bar of the central body, so as to achieve extremely reduced radiality errors during curve entry and exit.
  • tramway vehicles having a plurality of intermediate bodies, wherein only the two end bodies are equipped with the rotation reversing member between the respective axles, while the axles of the intermediate bodies receive the steering drive from the respective closest tow bars.
  • said drive means comprise two substantially coplanar trapezoid-linkage mechanisms interconnecting, on opposite sides, the tow bar and the inner axles of the two bodies and each of which includes;
  • the invention contemplates alternative embodiments in connection with said drive means, among which a solution employing a flying lever mechanism applied to the ends of the tow bar.
  • the running gear according to the invention affords, in comparison to similar known solutions, the following advantages:
  • FIG. 1 The example shown in figures 1 through 3 is related to a tramway vehicle formed by two bodies generally designated as 1, 2 and interconnected by an intermediate tow bar 3.
  • Each body 1, 2 has a low floor 4 and two respectively inner and outer, with respect to the vehicle configuration, independent steering axles 5, 6. Assuming that in the advancing condition of the vehicle the body 1 is placed forwardly and the body 2 is placed rearwardly with respect to the travel direction, the outer axle 6 and the inner axle 5 of the body 1 shall be the front axle and the rear axle, respectively, while the inner axle 5 and the outer axle 6 of the body 2 shall be the front axle and the rear axle, respectively.
  • Each of the inner and outer axles 5, 6 comprises conventionally an axle support structure or bridge, diagrammatically shown as 7 and carrying a respective coaxial wheel pair 8.
  • Each support structure 7 is centrally connected rotatably to the respective body 1, 2 around a respective vertical axis, so as to enable curve steering of the corresponding axle 5, 6.
  • each rotation vertical axis is defined by a respective journal 9 centrally carried by a rocker lever 10 the opposite ends of which are connected to the axle structure 7 through a pair of longitudinal arms 11.
  • This arrangement is however to be considered as purely given by way of example.
  • the tow bar 3 is connected to the facing ends of the two bodies 1, 2 around respective central articulated joints 12, 13.
  • the invention provides a mechanical drive system which, on one side, guarantees that the complex of the wheels 8 be statically determined, so as to afford intrinsic safety against negative effects deriving from any possible track imperfections, and on the other hand enables to obtain a perfect radial steering of the axles along full curve, independently of the radius of the curve itself.
  • This steering system has been conceived starting from an analytical study of the running gear geometry, the explanation of which will now be given with reference to figure 4, showing the simplified geometrical diagram of the vehicle depicted in figures 1 through 3.
  • A trace of the vertical rotation axis 9 of the outer axle 6 relative to the body 1.
  • B trace of the vertical rotation axis 9 of the inner axle 5 relative to the body 1.
  • C trace of the articulated joint 12 between the tow bar 3 and the body 1.
  • D trace of the articulated joint 13 between the tow bar 3 and the body 2.
  • E trace of the vertical rotation axis 9 of the inner axle 5 relative to the body 2.
  • F trace of the vertical rotation axis 9 of the outer axle 6 relative to the body 2.
  • a distance between the vertical rotation axis A, B of the axles 5, 6 of the body 1 and between the vertical rotation axis E, F of the axles 5, 6 of the body 2.
  • b distance between the articulated joint C of the tow bar 3 and the vertical rotation axis B of the inner axle 5 of the body 1, and also distance between the articulated joint D of the tow bar 3 and the vertical rotation axis E of the inner axle 5 of the body 2.
  • c length of the tow bar 3.
  • d ⁇ b ⁇ + c ⁇ + b ⁇ .
  • Lengths a and b are same for both bodies 1, 2.
  • ⁇ A , ⁇ F steering angles of the outer axles 6 of the two bodies 1, 2, respectively, measured with reference to the longitudinal axis thereof.
  • ⁇ B , ⁇ E steering angles of the inner axles 5 of the two bodies 1, 2, respectively, measured with reference to the longitudinal axis thereof.
  • ⁇ 1, ⁇ 2 relative angles between the tow bar 3 and the two bodies 1, 2, respectively, with reference to the longitudinal axis thereof.
  • the idea upon which the invention is based consists of operating steering of the inner axles 5 of each body 1, 2 by means of the relative angular displacement between the tow bar 3 and the bodies 1, 2, and more particularly of causing these inner axles 5 to rotate proportionally to the corresponding rotation between the tow bar 3 and the respective bodies 1, 2, and then transmitting same but opposite rotation to the outer axles 6 of the two bodies.
  • the two trapezoid-linkages 14, 15 are substantially coplanar to each other and are placed, in the case of the shown example, on opposite sides with respect to the longitudinal center line of the vehicle. However an arrangement (not shown in the drawings) is also contemplated, according to which the two trapezoid linkages are situated on the same side with respect to the longitudinal center line of the vehicle.
  • the trapezoid linkage 14 associated to the body 1 comprises a first angled lever arm 16 rigidly connected to the articulated end C of the tow bar 3, and a second angled lever arm 17 rigidly connected to the inner axle 5 of the body 1, at a distance from the respective vertical central rotation axis B, and having a greater length than the first lever arm 16.
  • the oblique bar 18 is arranged perpendicularly to the two lever arms 16, 17: this permits ensuring a kinematic behaviour which is most close to the linear one, so as to minimize the non-linearity errors due to the different lengths of the lever arms 16, 17.
  • the trapezoid linkage 15 associated to the body 2 is almost identical to that of the trapezoid linkage 14, but for the fact that the former is placed on the opposite side relative to the longitudinal vehicle axis.
  • the trapezoid linkage 15 also comprises a first lever arm 16 rigid with the articulated end D of the tow bar 3 to the body 2, a second lever arm 17 rigidly connected to the inner axle 5 of the body 2 at a distance from the respective central vertical rotation axis E, and an oblique bar 18 pivotally connected at I and L, respectively, to the free ends of the angled lever arms 16 and 17.
  • the second lever arms 17, which are materially depicted in the geometrical diagram of figure 4 simply correspond to the distance between the articulations H, L and the central vertical rotation axis B, E of the two inner axles 5.
  • two oblique rods 19 are provided which interconnect, for each body 1, 2, respective points of the support structures 7 of the inner axle 5 and of the outer axle 6 placed on opposite sides with respect to the longitudinal axis of the vehicle. As shown in the structural arrangement of figures 1 through 3, each rod 19 is articulated respectively to one end 20 and to the opposite end 21 of the respective rocker levers 10 associated to the two axles 5, 6.
  • the two trapezoid linkages 14, 15 and the two oblique rods 19 operate and, respectively, transmit curve steering of the axles 5, 6 of the two bodies 1, 2 proportionally to the rotation between the tow bar 3 and these bodies 1, 2, according to the above specified linear relationship, which enables to achieve almost perfect radiality of the axles 5, 6 in full curve independently of the radius of the curve itself, while minimizing the maximum radiality error of the axles during the entry and exit phases relative to the curve.
  • the invention contemplates the possibility of carrying out a kinematic configuration such as shown in figure 5, or even of employing a so called “flying lever” mechanism such as diagrammatically depicted in figure 6.
  • each trapezoid linkage 14, 15 further comprises a second oblique bar 22 pivotally interconnecting the articulation point G, or respectively I, between the first arm 16 and the oblique bar 18 of the respective trapezoid linkage 14, 15, with a third angled arm 23.
  • the third arm 23 associated to the trapezoid linkage 14 of the body 1 is connected to the other body 2 behind the articulation end D of the tow bar 3 to the body 2, while the third arm 23 associated to the trapezoid linkage 15 of the body 2 is connected to the body 1 in front of the corresponding articulation point C of the tow bar 3 to the body 1.
  • the "flying lever” mechanism is purely depicted in the form of a geometrical diagram in figure 6, in which only the tow bar 3 is shown with the articulation ends C and D thereof to the bodies 1 and 2 of the vehicle.
  • This mechanism comprises a first lever 24 and a second lever 25 of which the first one is articulated to the articulation end C of the tow bar 3 to the body 1, and the second one is articulated to the articulation end D of the tow bar 3 to the body 2, and these levers 24 and 25 are placed on opposite sides of the tow bar 3.
  • the levers 24 and 25 are therefore freely rotatable and are connected to the inner axles 5 of the respective bodies 1, 2 via respective rigid square arms 26, 27, which in turn are connected to the inner axles 5 of the two bodies.
  • Reference numeral 28 designates a flying lever which is oriented generally transversely to the tow bar 3, and which is articulated at one end 29 thereof to a connecting rod 30 which is in turn articulated to the end 31 of the lever 25.
  • a second connecting rod 32 pivotally connects the end 33 of the lever 24 with a point 35 of the flying lever 28 which is spaced apart from the opposite end 36 thereof.
  • a third lever 37 also articulated in correspondence of the articulation end C of the tow bar 3 to the body 1, is pivotally connected at the end 38 thereof to the end 36 of the flying lever 28 via a third connecting rod 39.
  • a , b , c and d designate the length of the first lever 24, of the second lever 25, of the third lever 37 and of the flying lever 28, respectively.
  • the flying lever mechanism shown in figure 6 may be simplified, with equivalent functional effects, suppressing the first connecting rod 32 and the second connecting rod 39, and in such a case the flying lever 28 shall be articulated at 35 and 36 directly to the first lever 34 and to the third lever 37, respectively.
  • the second connecting rod 30 may be suppressed, whereby the end 29 of the flying lever 28 shall be directly articulated to the second lever 25.
  • the invention is applicable not only to tramway vehicles having two bodies, but also to vehicles provided of three or more bodies.
  • Figure 7 shows the embodiment according to figure 4 applied to a tramway vehicle having three bodies, i.e. with an intermediate body 2a interposed between the bodies 1 and 2, and also having a pair of independent steering axles 5a, 5b.
  • the intermediate body 2a is connected at one end to the body 1 via a tow bar 3a, and at the other end to the body 2 via a tow bar 3b, both identical to the tow bar 3 as previously disclosed.
  • a trapezoid linkage 14 placed on the side of the body 1, and a trapezoid linkage 15a situated on the side of the intermediate body 2a, are operatively associated to the tow bar 3a.
  • a trapezoid linkage 14a placed on the side of the intermediate body 2a and a trapezoid linkage 15 situated on the side of the body 2 are operatively associated to the tow bar 3b.
  • the trapezoid linkages 14, 15a, 14a, 15 are exactly same as those previously disclosed with reference to the trapezoid linkages 14 and 15.
  • axles 5 and 6 of the bodies 1, 2 are interconnected through the reversing bars 19, while no such bar is provided for the intermediate body 2a.
  • a similar arrangement is applicable to the case of a vehicle comprising, between the bodies 1 and 2, a plurality of intermediate bodies 2a Vietnamese2n with respective pairs of independent steering axles 5a, 5b and connected to the adjacent bodies via respective tow bars 3a etc3n.
  • each intermediate body 2a «2n is equipped with respective trapezoid linkages 15a, 14a. «15n,14n, while the reversing bars 19 are even in this case only applied to the end bodies 1 and 2.
  • all of the axles 5a, 5b of the intermediate bodies 2a «2n receive the steering drive from the tow bar 3a. «3n which is closest thereto.
  • the vehicle lateral suspension shall normally be interposed between the body structure and the low floor 4.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
EP94830526A 1994-06-30 1994-11-04 Running gear for low-floor rail vehicles Withdrawn EP0689981A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT94TO000537A IT1268087B1 (it) 1994-06-30 1994-06-30 Rodiggio per veicoli su rotaia a pianale ribassato.
ITTO940537 1994-06-30

Publications (1)

Publication Number Publication Date
EP0689981A1 true EP0689981A1 (en) 1996-01-03

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ID=11412637

Family Applications (1)

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EP94830526A Withdrawn EP0689981A1 (en) 1994-06-30 1994-11-04 Running gear for low-floor rail vehicles

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EP (1) EP0689981A1 (it)
IT (1) IT1268087B1 (it)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20000043162A (ko) * 1998-12-28 2000-07-15 추호석 철도 차량 대차의 관절부 지지구조
KR100865515B1 (ko) 2008-03-31 2008-10-27 박기동 무궤도 열차의 객차 4륜조향장치
CN103523036A (zh) * 2013-10-29 2014-01-22 西南交通大学 低地板列车径向转向架

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR524137A (fr) * 1919-02-25 1921-08-30 Louis Boirault Dispositif pour l'orientation automatique des attelages de wagons et de voitures à boggies
DE892296C (de) * 1951-04-28 1953-10-05 Eisen & Stahlind Ag Einrichtung zur bogensenkrechten Einstellung mindestens eines Radsatzes eines zweiachsigen, als Schienenfahrzeug ausgebildeten Foerderwagens
US2908233A (en) * 1952-11-22 1959-10-13 Acf Ind Inc Spring suspension for lightweight vehicle
EP0208598A1 (fr) * 1985-06-26 1987-01-14 Régie Autonome des Transports Parisiens RATP Véhicule guidé à essieux orientables

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR524137A (fr) * 1919-02-25 1921-08-30 Louis Boirault Dispositif pour l'orientation automatique des attelages de wagons et de voitures à boggies
DE892296C (de) * 1951-04-28 1953-10-05 Eisen & Stahlind Ag Einrichtung zur bogensenkrechten Einstellung mindestens eines Radsatzes eines zweiachsigen, als Schienenfahrzeug ausgebildeten Foerderwagens
US2908233A (en) * 1952-11-22 1959-10-13 Acf Ind Inc Spring suspension for lightweight vehicle
EP0208598A1 (fr) * 1985-06-26 1987-01-14 Régie Autonome des Transports Parisiens RATP Véhicule guidé à essieux orientables

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20000043162A (ko) * 1998-12-28 2000-07-15 추호석 철도 차량 대차의 관절부 지지구조
KR100865515B1 (ko) 2008-03-31 2008-10-27 박기동 무궤도 열차의 객차 4륜조향장치
CN103523036A (zh) * 2013-10-29 2014-01-22 西南交通大学 低地板列车径向转向架
CN103523036B (zh) * 2013-10-29 2015-11-25 西南交通大学 低地板列车径向转向架

Also Published As

Publication number Publication date
IT1268087B1 (it) 1997-02-20
ITTO940537A1 (it) 1995-12-30
ITTO940537A0 (it) 1994-06-30

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