EP0692420B1 - Véhicule articulé avec un train de roulement à deux roues - Google Patents

Véhicule articulé avec un train de roulement à deux roues Download PDF

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Publication number
EP0692420B1
EP0692420B1 EP95110264A EP95110264A EP0692420B1 EP 0692420 B1 EP0692420 B1 EP 0692420B1 EP 95110264 A EP95110264 A EP 95110264A EP 95110264 A EP95110264 A EP 95110264A EP 0692420 B1 EP0692420 B1 EP 0692420B1
Authority
EP
European Patent Office
Prior art keywords
running gear
vehicle
springs
vehicle parts
articulated
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
EP95110264A
Other languages
German (de)
English (en)
Other versions
EP0692420A1 (fr
Inventor
Jürgen Dipl.-Ing. Jakob
Johannes Dr.-Ing. Nicolin
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.)
Talbot & Co KG GmbH
Original Assignee
Waggonfabrik Talbot GmbH and Co KG
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 Waggonfabrik Talbot GmbH and Co KG filed Critical Waggonfabrik Talbot GmbH and Co KG
Publication of EP0692420A1 publication Critical patent/EP0692420A1/fr
Application granted granted Critical
Publication of EP0692420B1 publication Critical patent/EP0692420B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • 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
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • 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
    • 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 an articulated vehicle with a two-wheel drive with the Features of the preamble of claim 1.
  • a middle coupling forms the adjacent ends of two car bodies of a multi-unit rail vehicle the push-pull connection and are the car ends by vertical handlebars into one torsionally rigid tube connected to each other.
  • Each end of the car is supported by two air springs on the frame of a two-wheel intermediate drive. This is not specifically against Pitch vibrations stabilized.
  • cornering it is made using a kinematic linkage controlled radially into the bisector between the car bodies.
  • the center clutch with the vertical links creates a balanced load distribution reached from the car bodies to the four gas springs or the drive frame.
  • DE-C-923 972 discloses a connection of a single axle to the body ends carried by it multi-part railcar.
  • the car bodies are immediate connected via hinges that can be rotated on all sides. They support each other in pairs a common side spring directly on the wheelset bearings.
  • For guiding the single axis In the horizontal axis plane there is a virtual pivot through four rubber thrust springs formed, which are arranged on a circle around the center of the axis. With four wishbones the single axis is set radially in curves.
  • a two-wheel drive described in DE 37 18 254 C2 registers via secondary springs Vehicle end and is set radially in a curve by a kinematic control device.
  • This control device comprises diagonally arranged coupling rods or ropes that the Coupling the chassis of a vehicle in opposite directions and / or a handlebar arrangement, with the angular position of a neighboring vehicle in the train set forcing the drive frame to turn. Longitudinal forces between the vehicle base and the drive frame are arranged by a centrally arranged handlebar arrangement transmitted, the compression movements between the car body and the drive frame in the vertical direction and rotation about the vertical axis.
  • a drive for a monorail vehicle is known, both of which Trackless (rubber) carrying wheels of two pairs of lateral guide rollers along the Road, which set the axis of the support wheels radially in arches.
  • the car bodies that are directly coupled to each other by a ball joint are through below of the ball joint arranged (secondary) spring elements supported on the drive.
  • the drive is parallel to the driving level due to two triangular superimposed ones Handlebar connected to one of the car bodies.
  • a vertical bearing axis is spatially defined by these links and the ball joint.
  • the invention has for its object in an articulated vehicle of the initially discussed Design with balanced load transfer between the vehicle parts in the frame of the two-wheel drive to simplify its radial guidance and its running properties continue to improve.
  • the handlebar arrangement stabilizes the frame of the two-wheel drive against pitching vibrations around the wheel axis, but leaves its steering movements around the vertical axis and that Compression of the secondary springs unimpeded.
  • a spring force component that is between the two vehicle parts and the drive frame acts in the longitudinal direction, further contribute to this on torsional vibrations (roll) to prevent the wheelset vertical axis or the shaft running counteract.
  • this spring force component can Inclinations of the secondary springs are provided. If necessary, a Rolling damping must be provided, the damping factor of which is preferably dependent should be variable from the driving speed.
  • FIG. 1 two vehicle parts 1 and 2 of a track-guided vehicle are firmly connected to one another via a ball joint 3 which, as a coupling, has to transmit the essential longitudinal and transverse forces between the two vehicle parts.
  • the joint shown schematically here only as a basic diagram can be implemented in any construction suitable for the purpose. A passenger transition provided in this area above the joint is omitted for the sake of simplicity.
  • a two-wheel drive 4 with a wheel set 5 runs in the center under the joint 3. it can in principle, two individual wheels are also provided, on which there are primary springs 6 Drive frame 7 supports. This has two external long beams 7L, which at their ends are bent down and with receptacles for secondary springs designed as air springs 8 are provided.
  • the two vehicle parts 1 and 2 are each based on a pair of secondary springs 8 on both sides of the joint 3. This has in particular for a balance of different To ensure loads of the two vehicle parts such that the secondary springs are balanced. Basically, it should be possible with the air spring version be to let the four air springs communicate fluidly with each other.
  • the rigid drive frame 7 is connected by at least two connecting the long beams 7L Cross member 7Q completed. These also serve as carriers for Braking devices, e.g. B. calipers for wheelset shaft brake discs, but here as well as drive devices of the drive 4 not shown for the sake of clarity were.
  • Braking devices e.g. B. calipers for wheelset shaft brake discs
  • one of the cross members 7Q is on the vehicle part facing him in a manner known per se via a vehicle in the center of the vehicle or (parallelogram) handlebar arrangement mounted in its longitudinal center plane 9 so articulated that the vehicle parts 1 and 2 can deflect in the secondary springs 8 and the Adjust the drive frame 7 radially around the vertical axis in relation to the vehicle parts can. Nodding vibrations of the drive frame 7 about the axle or one of them however, parallel axes are prevented.
  • the handlebar assembly 9 also has braking reaction forces and, if necessary, to support drive reaction forces.
  • the two parallel handlebars should be as long as possible to prevent longitudinal movements between the drive frame 7 and the To minimize vehicle parts.
  • the drive 4 is radially in track curves on the bisector by spring forces alone adjusted between vehicle parts 1 and 2 and at the same time secure against rolling movements led around its vertical axis.
  • the secondary springs 8 are relatively soft as vertically aligned suspension springs in the horizontal plane - loaded under thrust. If necessary, a spring force component can therefore also be provided in the longitudinal direction of the drive frame, as can be seen from FIG. 2 .
  • the four secondary springs 8 lying under the vehicle parts 1 and 2 are only indicated as dashed circles.
  • the handlebar arrangement is located below the ball joint 3 in the central longitudinal axis of the vehicle parts and is not visible. 1, spring bearings 10 are fastened in the center to both longitudinal beams 7L of the chassis frame 7, on which pressure springs 11 are supported in pairs in the longitudinal direction, the other ends of which are supported on one of the two vehicle parts 1 and 2.
  • damping elements 12 are provided, the damping factor of which can be variable — in steps or continuously — depending on the current driving speed.
  • This can e.g. B. be performed by a proportional valve with controllable throttling action that can be activated by a controller.
  • the longitudinal beam 7L of the undercarriage is always one of the Counteracting anti-roll stimulation and promoting radial adjustment in track arches Exercised strength. If the articulated vehicle equipped in this way runs on the track curve, the result is the angular position between the vehicle parts 1 and 2 or the ball joint 3 a load of the compression springs 11 on the inside of the sheet and a relief of the compression springs on the Outside of bow.
  • the secondary springs 8 are also subject to a shear load. The overall acting pairs of forces center the chassis frame in the Equilibrium.
  • a series connection of springs 11 'and hydraulic cylinders 12' is provided on both sides of the joint, the working chambers of the cylinders 12 'being connected to one another in pairs crosswise by lines 13 and 14. If necessary, throttles 15 can be provided in the connections 13, 14 in order to influence the damping by the displacement work.
  • This spring-cylinder combination is so with regard to braking and drive reaction forces interpret that the joint 3 or the vehicle parts 1/2 against each other against buckling in the Driving-related or buckling vibrations are stabilized. At the same time it becomes two-wheeled Drive stabilized against vibrations around its vertical axis. It would be at this point too possible to support the cylinders on hydropneumatic spring elements, as it is in principle of transverse suspension between the chassis and body is known. Again, parallel to the springs 11 'damper are provided, which are not shown here.
  • a further embodiment which is sketched in a side view in FIG. 4 analogously to FIG. 1, shows that the function of the secondary springs 8 and the compression springs 11 from FIG. 2 can also be realized by inclined secondary springs 8 ', because these have in addition to its primary supporting function also the desired force component in the rolling direction of the drive 4. It is understood that in this arrangement, too, suitable damping against rolling movements of the drive frame 7 and articulated deflections of the vehicle parts 1/2 must be provided.
  • the main spring axes of the secondary springs 8 'on one side of the vehicle converge upwards.
  • all variants of the spring arrangements have in common that a large distance between the spring force longitudinal components and the joint axis and the center of the wheel axis is provided to the lever of the springs opposite the center of rotation of the drive frame keep big.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (8)

  1. Véhicule articulé pour le trafic ferroviaire avec un train de roulement (4) à deux roues guidé par la voie, disposé sous une zone de passage entre deux parties de véhicule couplées (1, 2) et réglable radialement dans les courbes de la voie, dans lequel chaque partie de véhicule prend appui en direction verticale uniquement par deux ressorts secondaires (8, 8') situés à l'extérieur, en particulier des amortisseurs pneumatiques, sur un châssis (7) du train de roulement (4), caractérisé en ce que le train de roulement (4) est réglable radialement uniquement par des forces de ressorts (8, 11; 8'; 11'), en ce que son châssis (7) est relié par un système de bielles (9) à au moins une des parties de véhicule et est guidé en direction longitudinale avec stabilisation contre les oscillations de tangage et en ce que les parties de véhicule sont couplées directement l'une à l'autre par une articulation à rotule (3) transmettant les efforts longitudinaux et transversaux.
  2. Véhicule articulé suivant la revendication 1, caractérisé en ce qu'entre le châssis (7) du train de roulement et les deux parties de véhicule (1, 2) prenant appui sur celui-ci, de part et d'autre du système de bielles (9) , une composante de la force des ressorts (ressorts 11, 11'; 8') est orientée dans la direction de roulement du train de roulement (4) pour soutenir et/ou augmenter la raideur au cisaillement des ressorts secondaires, qui s'oppose à une rotation du châssis (7) du train de roulement autour de son axe vertical, par rapport à chacune des parties de véhicule (1, 2).
  3. Véhicule articulé suivant la revendication 2, caractérisé en ce qu'il est prévu, en plus des ressorts secondaires (8), des ressorts séparés (11, 11') avec une composante de force horizontale.
  4. Véhicule articulé suivant la revendication 2, caractérisé en ce que les ressorts secondaires (8') supportant les deux parties de véhicule (1, 2) sur le châssis (7) du train de roulement sont positionnés par paires en oblique dans le même sens, de telle façon que les deux ressorts secondaires (8') appliquent sur un côté du véhicule des composantes de forces agissant en sens contraire dans la direction de roulement du train de roulement (4).
  5. Véhicule articulé suivant la revendication 2, 3 ou 4, caractérisé en ce qu'il est prévu, parallèlement à la composante horizontale de force des ressorts, un dispositif (12) pour amortir les mouvements de déviation angulaire des parties de véhicule (1, 2) l'une en dessous de l'autre et les mouvements de roulis du châssis (7) du train de roulement.
  6. Véhicule articulé suivant la revendication 2, 3 ou 4, caractérisé en ce qu'il est prévu, en série avec la composante horizontale de force des ressorts, un dispositif (12') pour stabiliser les parties de véhicule (1, 2) contre les mouvements de déviation angulaire et du châssis (7) du train de roulement contre les mouvements de roulis.
  7. Véhicule articulé suivant la revendication 5 ou 6, caractérisé en ce que les propriétés d'amortissement du dispositif pour l'amortissement des déviations angulaires et du roulis sont réglables de façon variable en fonction de la vitesse de circulation.
  8. Véhicule articulé suivant la revendication 4, caractérisé en ce que les axes de ressort principaux des ressorts secondaires (8') d'un côté des véhicules convergent vers le haut.
EP95110264A 1994-07-13 1995-07-01 Véhicule articulé avec un train de roulement à deux roues Expired - Lifetime EP0692420B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4424566 1994-07-13
DE4424566A DE4424566C1 (de) 1994-07-13 1994-07-13 Gelenkfahrzeug mit einem zweirädrigen Laufwerk

Publications (2)

Publication Number Publication Date
EP0692420A1 EP0692420A1 (fr) 1996-01-17
EP0692420B1 true EP0692420B1 (fr) 1998-06-17

Family

ID=6522948

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95110264A Expired - Lifetime EP0692420B1 (fr) 1994-07-13 1995-07-01 Véhicule articulé avec un train de roulement à deux roues

Country Status (4)

Country Link
EP (1) EP0692420B1 (fr)
AT (1) ATE167440T1 (fr)
DE (1) DE4424566C1 (fr)
NO (1) NO952636L (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19543172C1 (de) * 1995-11-20 1997-05-15 Duewag Ag Stadtbahnwagen
DE19951230A1 (de) * 1999-10-25 2001-04-26 Alstom Lhb Gmbh Niveauregelung für Sekundärfederungen
JP4389069B2 (ja) * 2003-12-15 2009-12-24 株式会社東京大学Ｔｌｏ 連接車輌
DE102007008444A1 (de) * 2007-02-19 2008-08-28 Bombardier Transportation Gmbh Fahrzeug mit einer Wankstütze
CN115123332B (zh) * 2022-07-29 2023-05-23 中车唐山机车车辆有限公司 一种单轮对拖车转向架构架

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE923972C (de) * 1951-05-17 1955-02-24 Franz Dipl-Ing Kruckenberg Verbindung einer Einzelachse mit den von ihr getragenen Wagenkastenenden mehrteiliger Triebwagen
CH329987A (de) * 1955-04-19 1958-05-15 Sig Schweiz Industrieges Schienengelenkfahrzeug mit kardanischer Kupplung zweier benachbarter Wagenkasten
DE1246791B (de) * 1957-05-04 1967-08-10 Maschf Augsburg Nuernberg Ag Auflagerung der Nachbarenden zweier Wagenkaesten eines mehrgliedrigen Schienenfahrzeuges
BE792531A (fr) * 1971-12-09 1973-03-30 Costamasnaga Spa Perfectionnements aux wagons de chemin de fer articules
IT1010716B (it) * 1974-03-29 1977-01-20 Costamasnaga Spa Perfezionamenti ai carri perrovia ri snodati con asse centrale co mune
CH623783A5 (fr) * 1978-06-26 1981-06-30 Leriverend Jean Paul Marcel
DE3702900A1 (de) * 1986-09-16 1988-03-24 Habegger Ag Von Roll Schienenfahrzeug, insbesondere einschienenbahn
DE3718254A1 (de) * 1987-05-30 1988-12-15 Fritz Prof Dr Ing Frederich Fahrwerk fuer schienenfahrzeuge
DE3924642A1 (de) * 1988-09-20 1990-03-22 Diekmann Gmbh A Transportsystem, insbesondere fuer den untertagebetrieb

Also Published As

Publication number Publication date
EP0692420A1 (fr) 1996-01-17
NO952636D0 (no) 1995-07-03
NO952636L (no) 1996-01-15
ATE167440T1 (de) 1998-07-15
DE4424566C1 (de) 1995-10-12

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