EP0826572A2 - Train de roulement pour un véhicule ferroviaire - Google Patents

Train de roulement pour un véhicule ferroviaire Download PDF

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Publication number
EP0826572A2
EP0826572A2 EP97890148A EP97890148A EP0826572A2 EP 0826572 A2 EP0826572 A2 EP 0826572A2 EP 97890148 A EP97890148 A EP 97890148A EP 97890148 A EP97890148 A EP 97890148A EP 0826572 A2 EP0826572 A2 EP 0826572A2
Authority
EP
European Patent Office
Prior art keywords
vehicle
chassis
rail
idler
axis
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.)
Granted
Application number
EP97890148A
Other languages
German (de)
English (en)
Other versions
EP0826572A3 (fr
EP0826572B1 (fr
Inventor
Kurt Ing. Swoboda
Felix Ing. Cermak
Hubert Ing. Baumgartner
Roland Dipl.-Ing. Himmelbauer
Bernhard Dipl.-Ing. Kneidinger
Gerhard Dipl.-Ing. Kaserer
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.)
Siemens AG Oesterreich
Original Assignee
Siemens SGP Verkehrstechnik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens SGP Verkehrstechnik GmbH filed Critical Siemens SGP Verkehrstechnik GmbH
Publication of EP0826572A2 publication Critical patent/EP0826572A2/fr
Publication of EP0826572A3 publication Critical patent/EP0826572A3/fr
Application granted granted Critical
Publication of EP0826572B1 publication Critical patent/EP0826572B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • 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
    • B61F5/46—Adjustment controlled by a sliding axle under the same vehicle underframe

Definitions

  • the present invention relates to a chassis for a rail vehicle, in particular for a Low-floor commuter vehicle, with two opposing idler gear drives together around a running in the middle of the vehicle and normal to the rail level Axis of rotation are rotatable, with each idler gear of each idler gear essentially one pivot axis that is normal to the rail plane is pivotally mounted.
  • EP 0 308 720 A discloses a running gear of the type in question, namely a loose wheel running gear in the true sense, in which the pivot axes of the idler gears essentially run through the wheel contact points. In this known chassis, they are each other opposite pairs of idler wheels, however, cannot be pivoted relative to the car body.
  • GB 363 558 A there are swiveling idler wheels in a chassis frame stored, which is not rotatable relative to the car body and this serves as a support.
  • the chassis construction according to DE 917 676 C is a chassis, which is also not a rigid axle connection of the opposite wheels, but still has a supporting axle for supporting the car body, so that it is not an idler gear acts in the real sense.
  • the axle used in the chassis according to AT E 111 402 T1 has a load-bearing one Function, i.e. the car body is supported on this component, which is therefore relatively strong must be and accordingly requires a lot of space.
  • the swivel axes of the controllable Wheels after this lead essentially run through the wheel contact point, however, there is no evidence in the document that this feature is isolated from that disclosed Overall construction even with completely different chassis, for example Free wheel undercarriages can be provided without the load-bearing axle connecting the wheels directly can.
  • a chassis of the type in question is also described in EP 135 877.
  • the wheels in the chassis known from EP 135 877 are arranged horizontally pivotable.
  • the vertical swivel axis of a wheel is either in front of or behind the wheel or in the area arranged to the side of the wheel.
  • the wheels around them by the forces acting between the rail and the vehicle Swivel axis deflected and aligned with the respective course of the curve curve.
  • a The disadvantage of this arrangement is, inter alia, that in a drive and when braking a very different behavior occurs, so that this known chassis with a stable Braking behavior in the drive state is particularly unstable and vice versa. It means that on the one hand driven wheels cannot be braked and on the other hand wheels with braking devices cannot be driven.
  • chassis In a further improvement of the chassis according to the invention, they are opposite arranged loose wheel drives connected to each other via a transverse clasp, which by a in essentially rotatable in the center of the vehicle and normal to the rail plane is articulated to the vehicle and there is a control means connected to the transverse clasp that around an axis of rotation running essentially in the center of the vehicle and normal to the rail plane is rotatably articulated, and a control means connected to the cross clip, which is the cross clip when driving through a rail arch with respect to the vehicle about its axis of rotation turns out.
  • This additional chassis alignment means that the wheels are forced into the area of the track arch prevented.
  • the swivel angle of the idler gear is significant reduced, so that lower forces are required for the alignment of the wheels.
  • control means is coupled to a chassis arranged in front of or behind it, which is arranged on an articulated connection of two carriages of the vehicle and by a Symmetrical control is connected to this carriage, the rotational movement of this symmetrically controlled Chassis through the control means directly or indirectly via a control link is transferred to the chassis to be controlled.
  • Chassis depending on the course of the curve in the area between the two articulated Wagons steered symmetrically to the cars and this steering movement through the Transfer control means to the chassis arranged in front or behind.
  • the loose wheel drives in this case have the task of steering the wheels when changing a straight line into a curve or from a curve into a straight line or when changing the radius to carry out a curve in those cases in which the control means not yet, too little or too much.
  • the stability of the idler gear drives can further improve the stability of the idler gear drives in straight running achieved that the idler wheels of the idler gear drives about their pivot axis against one Restoring force, preferably deflectable from its rest position with a defined threshold value are.
  • the stability can be further improved if two idler wheels are located opposite one another are connected to each other by means of a tie rod and each idler gear by a return spring is loaded against a stop towards the center of the vehicle. Through the restoring forces it also makes it easier to straighten the deflected wheels.
  • the tie rod is preferably adjustable in length and can both be used to set a parallel track as well as a toe-in.
  • the idler gear drives do not necessarily have to be driven, but can be connected to an electric drive via a gear be.
  • the chassis according to the invention is advantageous Way used so that the bow and / or the rear landing gear of the vehicle according to of the present invention.
  • FIGS. 1 and 2 in which the front section of a Low-floor rail vehicle 1 with a first carriage 2 and a pivotally coupled one second carriage 3 is shown.
  • a bow landing gear 4 arranged and in the joint area between the first and the second carriage 2, 3rd a further chassis 5 is arranged, which is designed as a portal chassis.
  • the low-floor rail vehicle sits behind with others, not shown here Carriage continues, between two carriages each a portal chassis 5 and in the rear area of the last car a rear landing gear is arranged, which is constructed essentially the same like the nose landing gear 4.
  • the portal chassis 5 has two idler gear 6, 7 arranged opposite one another via a portal, not shown, which forms a passage between the carriages 2, 3, and a transverse clasp 8 running parallel to the ground are connected to one another.
  • the crossbar 8 is on the car joint about a normal to the rail level, that is, normal to Axis F1 running on the paper plane rotatable in a horizontal plane on the carriages 2 and 3 articulated.
  • Each idler gear 6, 7 has one mounted around a horizontal transverse axis Wheel 9, 10, which is connected via a gearbox to an electric drive 11, 12 each is.
  • a so-called Symmetrical control is provided, in which the imaginary axis of rotation of the wheels 9, 10 always aligned along the angular symmetry of the longitudinal center planes of the carriages 2 and 3 is.
  • the carriage 2, 3 is aligned in the longitudinal direction in the joint area Frame 13 provided in the area of the base plate with its front end horizontally pivotable about an axis R1 on the first carriage 2 and with its rear end is horizontally pivoted about an axis R2 on the second carriage 3, the Pivot axes R1 and R2 essentially along the longitudinal center plane of the associated one Carriages 2, 3 are arranged.
  • the articulation of the frame 13 on the carriage 3 takes place via a horizontally pivotable intermediate lever 14, the longitudinal displacement of the axis R2 allows substantially along the longitudinal median plane of the carriage 2.
  • the front end facing R1 has the frame 13 lateral horizontal extensions 15, 16 on each of which a longitudinal strut 17, which is connected to the associated idler gear 6, 7, 18 is attached.
  • the nose landing gear 4 also has two idler gear drives 19, 20 arranged opposite one another on, with their outer wheel arches via a transverse clasp 21 running parallel to the ground are connected to each other, the transverse clasp 21 as in the chassis 5 by a normal axis F2 running to the rail plane (normal to the paper plane) in a horizontal plane is rotatably hinged to the vehicle floor.
  • the idler gear drives 19, 20 are over a length-adjustable tie rod 22 arranged transversely to the vehicle is connected to one another, in order to be able to set the track of the wheels 23, 24 of these drives 19, 20, namely on a parallel lane or a toe-in, in which the distance between the wheels in the direction of travel is slightly smaller in front of the axis of rotation than behind the axis of rotation.
  • hiring one Toe-in is further reduced, however, when the wheels run against the rail the vehicle can only be driven in one direction using this effect.
  • control means 27 each have two longitudinal rods aligned in the longitudinal direction 28, 29 and 30, 31, which are approximately in the middle between the trolleys 4, 5 via a horizontal, two-armed levers 32, 33 oriented essentially transversely to the direction of travel are interconnected, the front ends of the front rods 28, 30 in one Distance from the median longitudinal plane of the vehicle and symmetrical to this median longitudinal plane on the transverse clasp 21 and the rear ends of the rear rods 29, 31 in one each Distance from the median longitudinal plane of the vehicle symmetrically to this median longitudinal plane the extensions 15, 16 of the symmetrically controlled transverse clasp 13 are articulated.
  • the two-armed Levers 32, 33 are mounted on the vehicle and can be pivoted about a vertical axis determined a transmission ratio for transmission by the length of their force and load arms the unscrewing movement of the symmetrically controlled chassis 5 in an opposite direction Unscrewing movement of the chassis 4 (see Figure 2).
  • the gear ratio is approx. 1: 1, so that the turning movement of the undercarriage 5 directly into an opposite, the same large turning movement of the chassis 4 is implemented.
  • the present invention also possible, optionally any gear ratio to specify.
  • pivoting the symmetrical control of the chassis 5 indirectly to the chassis 4 via a control curve or control link transfer is also possible.
  • An embodiment of such an indirect control is known to the person skilled in the art known and described in detail, for example, in the aforementioned EP-A-443 309.
  • the idler gear 20 of the nose gear 4 of Figures 1 and 2 is in a vertical Cross section shown.
  • the wheel arch 26 consists of a outer wheel arch 34 and an inner wheel arch 35 is formed, the inner wheel arch 35 is pivotally mounted on the outer wheel housing 34 about the axis L1, specifically by means of a spherical bearing 36 arranged above the wheel 23 and one in the area of the Wheel pivot axis arranged pan bearing 37.
  • a spherical bearing 36 arranged above the wheel 23 and one in the area of the Wheel pivot axis arranged pan bearing 37.
  • all other known bearings can be used.
  • the wheel 23 is about two horizontal tapered roller bearings 38, 39 biased against each other Wheel axis of rotation on the inner wheel housing 35 rotatably mounted.
  • a return spring 40 provided in the embodiment of the idler gear shown in Figure 4 20 is designed as a leaf spring, which has one end on one in the idler gear integrated rail brake console 41 is attached and with its other end at a distance from the pivot axis L1 on the inner wheel housing 35 on a laterally protruding Spring seat 42 attacks.
  • an adjustable stop 43 is provided, which in the present case on the rail brake console 41 is arranged.
  • the spring 40 Since the spring 40 is provided on both drives of a vehicle, the spring 40 only has to act against the deflection of a wheel 23 from the rest position in one direction, since the deflection in the opposite direction by the return spring of the opposite Wheel is cushioned and transmitted to the wheel 23 via the tie rod.
  • the inner Wheel housing 35 has a bore 44 for fastening the tie rod.
  • the attachment of the outer wheel housing 34 on the transverse clasp 21 takes place in the exemplary embodiment shown by means of a bolt, not shown, which in a bore 45 of the outer Wheel arch 34 is used.
  • the turning movement gives of the control means 27 a too small or too large angle of rotation for the chassis 4 before, so that the wheels 23, 24 of the nose landing gear (or the rear landing gear) are not exactly in Direction of the rail tangent are aligned. In this case, they are horizontal pivotable idler gear 19, 20 deflected by the forces from their rest position and exactly aligned in the direction of the tangent of the curve.
  • the powers to Alignment of the wheels results from the fact that the lateral pressure point of a wheel Entry into and exit from a track arch shifted forward, so in any case A corresponding torque is formed around the axes L1, L2.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Transmission Devices (AREA)
  • Vehicle Body Suspensions (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
EP97890148A 1996-08-30 1997-07-25 Train de roulement pour un véhicule ferroviaire Expired - Lifetime EP0826572B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT0155096A AT406761B (de) 1996-08-30 1996-08-30 Fahrwerk für ein schienenfahrzeug
AT155096 1996-08-30
AT1550/96 1996-08-30

Publications (3)

Publication Number Publication Date
EP0826572A2 true EP0826572A2 (fr) 1998-03-04
EP0826572A3 EP0826572A3 (fr) 1999-08-18
EP0826572B1 EP0826572B1 (fr) 2002-10-16

Family

ID=3515818

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97890148A Expired - Lifetime EP0826572B1 (fr) 1996-08-30 1997-07-25 Train de roulement pour un véhicule ferroviaire

Country Status (3)

Country Link
EP (1) EP0826572B1 (fr)
AT (2) AT406761B (fr)
DE (1) DE59708480D1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2780374A1 (fr) * 1998-06-29 1999-12-31 Alsthom Gec Vehicule ferroviaire a deplacement transversal du pivot de bogie d'un wagon
DE19826448A1 (de) * 1998-06-13 2000-01-20 Abb Daimler Benz Transp Fahrwerk für ein Schienenfahrzeug

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB363558A (fr) * 1929-09-10 1931-12-24 Sueddeutsche Eisenbahn-Gesellschaft
EP0135877A2 (fr) * 1983-09-19 1985-04-03 Duewag Aktiengesellschaft Train de roulement pour véhicules ferroviaires
EP0168578A2 (fr) * 1984-07-18 1986-01-22 Thyssen Industrie Ag Train de roues pour véhicules ferroviaires
EP0308720A2 (fr) * 1987-09-25 1989-03-29 Duewag Aktiengesellschaft Train moteur monoroue à voie modifiable pour voitures de tramway surbaissées
DE4040303A1 (de) * 1990-12-17 1992-06-25 Waggon Union Gmbh Einzelradfahrwerk fuer schienenfahrzeuge

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE517958A (fr) * 1951-09-07
US5277127A (en) * 1989-08-21 1994-01-11 Sig Schweizerische Industrie Gesellschaft Driven running gear with steerable individual units
AT398557B (de) * 1990-02-22 1994-12-27 Sgp Verkehrstechnik Fahrwerk für ein schienenfahrzeug, insbesondere niederflurfahrzeug
BE1003970A3 (fr) * 1990-11-12 1992-07-28 Bn Const Ferroviaires Et Metal Essieu ferroviaire a roues orientables et a largeur variable.

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB363558A (fr) * 1929-09-10 1931-12-24 Sueddeutsche Eisenbahn-Gesellschaft
EP0135877A2 (fr) * 1983-09-19 1985-04-03 Duewag Aktiengesellschaft Train de roulement pour véhicules ferroviaires
EP0168578A2 (fr) * 1984-07-18 1986-01-22 Thyssen Industrie Ag Train de roues pour véhicules ferroviaires
EP0308720A2 (fr) * 1987-09-25 1989-03-29 Duewag Aktiengesellschaft Train moteur monoroue à voie modifiable pour voitures de tramway surbaissées
DE4040303A1 (de) * 1990-12-17 1992-06-25 Waggon Union Gmbh Einzelradfahrwerk fuer schienenfahrzeuge

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19826448A1 (de) * 1998-06-13 2000-01-20 Abb Daimler Benz Transp Fahrwerk für ein Schienenfahrzeug
DE19826448C2 (de) * 1998-06-13 2001-07-26 Daimler Chrysler Ag Fahrwerk für ein Schienenfahrzeug
FR2780374A1 (fr) * 1998-06-29 1999-12-31 Alsthom Gec Vehicule ferroviaire a deplacement transversal du pivot de bogie d'un wagon
EP0968899A1 (fr) * 1998-06-29 2000-01-05 Alstom France SA Véhicule ferroviaire à déplacement transversal du pivot de bogie d'un wagon

Also Published As

Publication number Publication date
ATE226161T1 (de) 2002-11-15
EP0826572A3 (fr) 1999-08-18
AT406761B (de) 2000-08-25
DE59708480D1 (de) 2002-11-21
ATA155096A (de) 2000-01-15
EP0826572B1 (fr) 2002-10-16

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