EP0705192B1 - Gefedertes radsatz-einzelfahrwerk - Google Patents

Gefedertes radsatz-einzelfahrwerk Download PDF

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Publication number
EP0705192B1
EP0705192B1 EP95915103A EP95915103A EP0705192B1 EP 0705192 B1 EP0705192 B1 EP 0705192B1 EP 95915103 A EP95915103 A EP 95915103A EP 95915103 A EP95915103 A EP 95915103A EP 0705192 B1 EP0705192 B1 EP 0705192B1
Authority
EP
European Patent Office
Prior art keywords
wheel set
single wheel
bogie
bogie according
spring
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
EP95915103A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0705192A1 (de
Inventor
Richard Schneider
Rainer Weiss
Odilo Lopez
Thadeus Piechowiak
Stefan Karch
Elias Kwasnicki
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.)
Schweizerische Industrie Gesellschaft
Original Assignee
Schweizerische Industrie Gesellschaft
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Publication date
Application filed by Schweizerische Industrie Gesellschaft filed Critical Schweizerische Industrie Gesellschaft
Publication of EP0705192A1 publication Critical patent/EP0705192A1/de
Application granted granted Critical
Publication of EP0705192B1 publication Critical patent/EP0705192B1/de
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
    • B61F5/38—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
    • 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
    • B61F5/14—Side bearings

Definitions

  • the invention relates to a sprung wheelset single chassis.
  • DE-AS-1 291 352 is a sprung wheel set single chassis known, with means for supporting the car body and a device for vertical alignment of the wheelset, with a chassis frame in the area of the outer Ends of a wheel set above the axle bearings via a primary spring stage is supported, which is a dividing plane for revolving the wheel set when cornering.
  • An individual wheel set 50 of FIGS. 1-3 essentially exists from a chassis frame 10, which extends over a Primary spring stage 20, 20 'is supported on a wheel set 1.
  • a secondary spring stage 30, 30 ' On the chassis frame 10 is a secondary spring stage 30, 30 ' arranged on which a car body 35 is supported.
  • the wheelset 1 is on both ends of the axle with one each Axle bearing 2, 2 'provided, which via a c-shaped wishbone bracket 4 are connected.
  • the wishbone bracket 4 is preferably angularly rigid, so that on an angularly rigid design of the axle bearings 2, 2 'is dispensed with can be. This allows any single or double row Spherical, tapered or cylindrical roller bearings are used.
  • the axle control arm 4 is on the one hand on its two outer Ends with a stabilizer bar 5, 5 'in vertical Direction supported and on the other hand over a center trailing arm 11 arranged in an approximately horizontal position Chassis frame 10 articulated.
  • a stabilizer bar 5, 5 'in vertical Direction supported and on the other hand over a center trailing arm 11 arranged in an approximately horizontal position Chassis frame 10 articulated.
  • the stabilizer bars 5, 5 'and the trailing arm 11 executed with rubber-elastic bearings 29, the gimbal Allow movement.
  • one rubber thrust spring element 3, 3 'each which to a partial decoupling of the wheelset 1 from a control device 15, 15 'and a car body 35 leads.
  • the longitudinal characteristic of the rubber shear spring elements 3, 3 ' is designed such that a small linear area has a relatively low stiffness in which the dynamic processes of fast straight-ahead driving and Play ideal bow ride. This will make a sufficient dynamic decoupling between a wheelset 1 and achieved a car body 35 with the advantage that none uncomfortable coupling vibrations between the wheelset 1 and the Car body 35 can occur.
  • the longitudinal characteristic increases further the rubber thrust spring elements 3, 3 'after this Range of low stiffness abruptly steep so that when cornering without sufficient wheel / rail contact geometry the wheel set 1 by a control device 15, 15 'in the correct radial radial position is brought.
  • the course of the Longitudinal characteristic of the rubber shear spring elements 3, 3 ' with its two previously described areas matched that when driving in tight arches under worst conditions of the contact angle wheel / rail minimized is so that the wheels of the wheel set 1 become out of round is not favored.
  • the rubber thrust spring elements 3, 3 'ineffective thus exercises no disturbing influences on the running dynamics.
  • the trailing arm 11 transmits the longitudinal forces from the chassis frame 10 over the axle link 4 on the wheel set 1, wherein due to the articulated mounting of the trailing arm 11 in rubber-elastic Bearing 29 of the wishbone 4 only in the x direction is guided and can perform all other movements freely.
  • the rubber thrust spring elements 3, 3 ' is, as in Fig. 13 illustrates, one sliding plate guide 6, 6 'each, which is the parting plane for turning out the wheelset 1 forms.
  • the slide plate guides 6, 6 ' have a Circular segment-like shape, so that the wheelset 1 together the c-shaped wishbone 4 has a centrally defined turning movement can run around its vertical axis and this from the primary spring stage 20, 20 'absorbed, i.e. decoupled is.
  • known anti-rotation elements for example in the form of roll dampers 26, 26 '.
  • the primary spring stage 20, 20 ' carries the chassis frame 10 and is, as shown in Fig. 13, above the slide plate guide 6, 6 'arranged. It consists of one, on one Spring plate 27, 27 'standing steel coil spring set 8, 8' and a rubber spring washer 9, 9 'arranged above it.
  • the spring plate 27, 27 'on its underside as Counterpart to the slide plate guide 6, 6 'formed and in Direction of the c-shaped wishbone 4 each in one essential horizontal guide rod 7, 7 'on the chassis frame 10 hinged.
  • Between the axle bearing 2, 2 'and the chassis frame 10 is parallel to the primary spring stage 20, 20 'each a vertical damper 38, 38 'is arranged.
  • the guidance of the wheel set 1 in the transverse direction is preferred with a very low transverse characteristic to the to keep unsprung masses small in the transverse direction with the advantage of low dynamic track displacement forces. On the one hand, this allows the cornering speed to be increased and on the other hand reduces the track stress and ultimately the maintenance costs for the route.
  • the transverse forces are exerted by the slide plate guides 6, 6 ' the overlying, appropriately trained spring washers 27, 27 'transferred positively, so that here in the transverse direction no frictional movements can occur.
  • Rolling moments around the x-axis are via the primary spring stage 20, 20 'and over the c-shaped wishbone bracket 4 with the Stabilizer bars 5, 5 'added.
  • the effectiveness the roll stabilization via the torsional stiffness of the wishbone bracket 4 can be varied within wide limits.
  • This training is also advantageous to the Primary spring level 20, 20 'for good driving comfort soft to carry out without doing so during fast bow travel undesirable negative tilt angles of the body 35 occur.
  • the chassis frame 10 has a square shape consisting of the two longitudinal beams 21, 21 ', which are on the primary spring stage 20, 20 'and support the two head carriers 22, 22 ', on which, for example, a secondary spring stage 30, 30 'is arranged.
  • the secondary spring stage 30, 30 ' consists of one per se known air spring 23, 23 'with one arranged below in series Rubber emergency spring 24, 24 ', both on one, that Cylindrical support 36, 36 'containing additional volume are arranged.
  • the secondary spring stage 30, 30 ' also include those between Chassis frame 10 and body 35 arranged vertical damper 39, 39 'and horizontal dampers 41, 41'. Further is between the chassis frame 10 and the body 35 a Cross game limit arranged, which is also designed depending on the bow can be. It consists of at least one resilient Element 43, 43 'and one fixed stop 42, 42' per chassis side and is arranged for example on the head carrier 22. Finally, on the opposite head support 22 ' in bearings 19, 19 'a roll support 40' known per se between Chassis frame 10 and body 35 arranged.
  • the chassis frame 10 is preferably on its, the c-shaped Axle link bracket 4 facing away from each two upper Frame link 12, 12 'and two lower frame links 13, 13' connected in parallelogram fashion to the body 35, wherein the articulation points all with rubber-elastic bearings 29 are executed.
  • the frame links 12, 12 'and 13, 13' transmit the longitudinal forces between chassis frame 10 and body 35 and are an advantageous form of training at the ends of the side members 21, 21 'arranged on a base which is wide in the transverse direction, resulting in a torsionally rigid guide of the chassis frame 10 leads to the body 35. Due to the paired arrangement of the frame links 12, 12 'and 13, 13 'at different heights is the chassis frame 10 always kept in its horizontal position, also with different loads on the secondary spring stage 30, 30 ' as well as under the influence of drive and braking torques.
  • the chassis frame 10 of the individual wheelset 50 is in Provide the area of the head support 22 with two brake supports 44, 44 ', the inclusion of a wave disc brake system 46 serves.
  • the brake carriers 44, 44 ' can also be c-shaped Axle link bracket 4 may be arranged.
  • Fig. 4 shows two rotationally symmetrically arranged wheelset single bogies 50, 50 'with a car body 35 a form a two-axle rail vehicle 45, with a wheelset single running gear 50 'by a control device 25 with a adjacent car body 35 'and the wheelset single bogies 50, 50 '' of two adjacent, coupled, biaxial Rail vehicles 45, 45 'by a control device 15, 15 'for the purpose of mutual curve-radial adjustment are interconnected.
  • Fig. 5 shows a control device 25, the radial adjustment of a single axles wheel set 50 'of a two-axle Rail vehicle 45 is used.
  • the control impulse from the neighboring, leading rail vehicle 45 'and results from the bend angle between the two car bodies 35, 35 '.
  • the decoupling pipe 58 has a vertical at both ends Lever arm 57, 57 ', on which rubber-elastic bearings 29 one control rod 56, 56 'is attached at one end is.
  • the two control rods 56, 56 ' engage with their other End via rubber-elastic bearings 29 on a balancer 53 at which can be pivoted about its vertical axis in a pivot point 61 arranged on the front of a second car body 35 is.
  • the further transfer of the tax parameters takes place from the balancer 53 by means of a cable 62, 62 ' to the other end of the car body 35 to the upper end of each one, on the front of the body 35 in a middle horizontal Pivot point 64, 64 'mounted, vertical reversing lever 63, 63 '. From the lower ends of the bellcranks 63, 63 '.
  • Fig. 6 shows a control device 15, 15 ', the radial setting the wheel sets 1, 1 '' of the wheel set single trolleys 50, 50 '' of two adjacent, coupled, biaxial Rail vehicles 45, 45 'is used, their car bodies 35, 35 'have a kink angle to each other when cornering.
  • the individual wheelsets 50, 50 '' are among the connected to each other by a known type of coupling Car bodies 35, 35 'arranged rotationally symmetrical to each other, see above that the control devices 15, 15 'interlock and on the opposite wheel set single undercarriage 50, 50 '' are attached.
  • the turning movement of the wheel sets 1, 1 'into a radial curve Direction takes place via the control device 15, 15 ' that when cornering between the chassis frame 10, 10 '' of both Single wheelsets 50, 50 ''.
  • a chassis frame 10, 10 'each has a control device 15, 15 'and points to this, the frame links 12, 12' and 13, 13 'opposite side each outside the Chassis frame 10, 10 'in front of the head support 22, 22', laterally offset from the center, in the bearings 19, 19 'rotatably mounted decoupling tube 18, 18'.
  • the decoupling tube 18, 18 'on the respective Car body 35, 35 ' may be arranged.
  • the decoupling tube 18, 18 ' has at both ends one vertical lever arm 37, 37 ', each with rubber-elastic Bearings 29 each have a control rod 17, 17 'with their one End is attached. These overlap with their other end rubber-elastic bearings 29 in the inner pivot points of each a handlebar lever 14, 14 ', which on the opposite, wheelset single chassis arranged in a rotationally symmetrical arrangement 50, 50 'are mounted and the control movement over one each arranged their central pivot point in rubber-elastic bearings 29 Tie rods 16, 16 'on the c-shaped wishbone bracket 4 transferred.
  • the handlebar levers 14, 14 ' are in their outer pivot points with rubber-elastic bearings 29, for example in front of the head carrier 22, 22 'attached to the chassis frame 10 and include by the arrangement of the middle and outer pivot points in yourself a translation. This allows the Articulation angle of two-axle rail vehicles coupled together 45, 45 'taking into account their geometric Conditions, such as center distance and overhang, in a corresponding turning angle of a wheel set 1 is converted become.
  • the decoupling tube 18 is on the side of the chassis frame 10 the center of which is staggered so that the control rods 17, 17 'of two coupled wheelset single trolleys 50, 50 '' do not hinder each other.
  • the thrust spring elements 3, 3 ' also lead to a maximum Reduction of the unsprung mass (moment of inertia by Vertical axis), which contributes to good stability behavior and allows very high driving speeds.
  • FIG. 7 shows an individual wheelset 51 according to the invention 1 to 3 or 13, but in a motorized version.
  • a drive motor 52 is in the chassis frame 10 hung on the inside of the head carrier 22 ', which has a Clutch 49 and a gear 48 drives the wheel set 1.
  • the braking equipment is by means of a wheel disc brake system 47, 47 'provided on the c-shaped Axle link bracket 4 are arranged and accordingly steered become.
  • a secondary spring stage 31, 32, 33, 34 to be arranged according to one of FIGS. 8 to 11.
  • the secondary spring stage 30, 31, 32, 33, 34 both with air springs and with steel coil springs, or known rubber springs or a combination thereof be executed.
  • FIG. 11 shows a single wheel set according to the invention 55 of FIGS. 1 to 3 or 13, but in an embodiment for Low-floor applications where a floor of the car body passed trough-shaped between the wheels of the wheelset 1 ' can be.
  • the trough-shaped passage of the car body also causes another arrangement of a secondary spring stage 31 that on the side members 21, 21 'of the chassis frame 10 is placed and a lower overall height due to the nesting the air springs 23, 23 'and the rubber emergency springs 24, 24'.
  • the downwardly cranked head girders 22, 22 ' also serve a wheel set according to the invention 1 to 3 or 13 in a driven version realize.
  • FIG. 12 shows a motorized wheelset single running gear 60 7, but in a particularly light version.
  • the chassis is otherwise identical a chassis frame 10 has been dispensed with.
  • this intermediate chassis mass can also be used on the primary spring stage 20, 20 'can be dispensed with.
  • Kind of, which is otherwise preferably two-stage are sprung.
  • the drive motor 52 'can for example be designed as a Tatzlagermotor is supported on the one hand on the wheel set 1 and on the other hand on Car body 35 or suspended on the c-shaped wishbone bracket 4 is.
  • a wheel-disc brake system 47, 47 ' is on C-shaped suspension arm 4 'suspended, which also with a Torque support 54 is provided.
  • the secondary spring stage 31, 31 ' is directly above the slide plate guides 6, 6 'arranged, which in turn the parting plane for turning form the wheel set 1.
  • the Sliding plate guides 6, 6 ' have a segment-like shape, and arranged below the secondary spring stage 31, 31 ' Spring plates 27, 27 'are on their underside as a counterpart trained to slide plate guide 6 and each one Guide rod 7, 7 'articulated on the car body 35. So he can Wheel set 1 together with the c-shaped wishbone bracket 4 in the middle perform a defined turning movement around its vertical axis, which is absorbed by the secondary spring stage 31, 31 '.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Handcart (AREA)
  • Warehouses Or Storage Devices (AREA)
  • Load-Engaging Elements For Cranes (AREA)
  • Non-Silver Salt Photosensitive Materials And Non-Silver Salt Photography (AREA)
  • Container Filling Or Packaging Operations (AREA)
  • Vending Machines For Individual Products (AREA)
  • Food-Manufacturing Devices (AREA)
  • Body Structure For Vehicles (AREA)
  • Jib Cranes (AREA)
EP95915103A 1994-04-26 1995-04-21 Gefedertes radsatz-einzelfahrwerk Expired - Lifetime EP0705192B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CH127794 1994-04-26
CH127794 1994-04-26
CH1277/94 1994-04-26
PCT/CH1995/000085 WO1995029085A1 (de) 1994-04-26 1995-04-21 Gefedertes radsatz-einzelfahrwerk

Publications (2)

Publication Number Publication Date
EP0705192A1 EP0705192A1 (de) 1996-04-10
EP0705192B1 true EP0705192B1 (de) 1999-12-22

Family

ID=4206662

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95915103A Expired - Lifetime EP0705192B1 (de) 1994-04-26 1995-04-21 Gefedertes radsatz-einzelfahrwerk

Country Status (7)

Country Link
EP (1) EP0705192B1 (fi)
AT (1) ATE187937T1 (fi)
DE (1) DE59507465D1 (fi)
DK (1) DK0705192T3 (fi)
FI (1) FI956214A0 (fi)
NO (1) NO302111B1 (fi)
WO (1) WO1995029085A1 (fi)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018133153A1 (de) * 2018-12-20 2020-06-25 Bombardier Transportation Gmbh Fahrwerkseinrichtung für ein schienenfahrzeug

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19819412C1 (de) * 1998-04-30 1999-10-07 Talbot Gmbh & Co Kg Wankstützeinrichtung für den Rahmen des Laufwerks eines Schienenfahrzeugs
EP3012170B1 (de) * 2014-10-17 2020-05-06 Windhoff Bahn- und Anlagentechnik GmbH Schienenfahrzeug mit fahrwerk

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE749979C (de) * 1940-09-24 1944-12-08 Drehgestell mit einzeln an Lenkachsrahmen gelagerten Achsen und unmittelbarer Lastuebertragung vom Drehgestellhauptrahmen auf die Achslager
US2830857A (en) * 1948-06-16 1958-04-15 Symington Gould Corp Side bearing
DE892296C (de) * 1951-04-28 1953-10-05 Eisen & Stahlind Ag Einrichtung zur bogensenkrechten Einstellung mindestens eines Radsatzes eines zweiachsigen, als Schienenfahrzeug ausgebildeten Foerderwagens
DE1246791B (de) * 1957-05-04 1967-08-10 Maschf Augsburg Nuernberg Ag Auflagerung der Nachbarenden zweier Wagenkaesten eines mehrgliedrigen Schienenfahrzeuges
DE1291352B (de) * 1961-04-20 1969-03-27 Atlas Mak Maschb Gmbh Laufwerk fuer Schienenfahrzeuge mit zwanglaeufiger Lenkung der Radsaetze
US4196671A (en) * 1978-01-09 1980-04-08 The Budd Company Railway car low friction side bearings
FR2439117A1 (fr) * 1978-10-16 1980-05-16 Venissieux Atel Chassis central pour vehicule articule
DE3269254D1 (en) * 1981-12-11 1986-03-27 Soule Fer Froid Two-stage suspension device for a railway vehicle axle
US4555095A (en) * 1984-03-12 1985-11-26 The Budd Company Isolator for a spring in a railway car
DE59008340D1 (de) * 1989-07-27 1995-03-09 Jenbacher Transportsysteme Fahrwerksgruppe für ein Schienenfahrzeug oder für ein Drehgestell eines Schienenfahrzeuges.
DE4110492A1 (de) * 1991-03-30 1992-10-01 Duewag Ag Schienenfahrzeug, insbesondere niederflurfahrzeug
SE503959C2 (sv) * 1992-09-25 1996-10-07 Asea Brown Boveri Enaxlig självstyrande boggi för spårburet fordon
DE9305427U1 (de) * 1993-03-18 1993-06-24 AEG Schienenfahrzeuge GmbH, O-1422 Hennigsdorf Einachsfahrwerk für Schienenfahrzeuge

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018133153A1 (de) * 2018-12-20 2020-06-25 Bombardier Transportation Gmbh Fahrwerkseinrichtung für ein schienenfahrzeug

Also Published As

Publication number Publication date
FI956214A (fi) 1995-12-22
DE59507465D1 (de) 2000-01-27
ATE187937T1 (de) 2000-01-15
DK0705192T3 (da) 2000-06-13
WO1995029085A1 (de) 1995-11-02
NO955161D0 (no) 1995-12-19
NO955161L (no) 1995-12-19
EP0705192A1 (de) 1996-04-10
NO302111B1 (no) 1998-01-26
FI956214A0 (fi) 1995-12-22

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