EP0826572B1 - Train de roulement pour un véhicule ferroviaire - Google Patents

Train de roulement pour un véhicule ferroviaire Download PDF

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Publication number
EP0826572B1
EP0826572B1 EP97890148A EP97890148A EP0826572B1 EP 0826572 B1 EP0826572 B1 EP 0826572B1 EP 97890148 A EP97890148 A EP 97890148A EP 97890148 A EP97890148 A EP 97890148A EP 0826572 B1 EP0826572 B1 EP 0826572B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
running gear
bogie
rail
wheel running
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
EP97890148A
Other languages
German (de)
English (en)
Other versions
EP0826572A2 (fr
EP0826572A3 (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 with two each other opposite idler gear drives, each idler gear of each idler gear by one pivot axis essentially perpendicular to the rail plane and the pivot axis of each idler gear essentially through its wheel contact point runs.
  • 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 the 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.
  • To decrease the forces occurring in track arches and the associated wear are the wheels in the chassis known from EP 135 877 horizontally pivoted.
  • the vertical swivel axis of a wheel is either in front of or behind the wheel or in Area arranged to the side of the wheel. If the vehicle enters a curve, are the wheels by the forces acting between the rail and the vehicle deflected about its pivot axis and aligned with the respective course of the curved curve.
  • a disadvantage of this arrangement is, inter alia, that in a drive and when braking, a very different behavior occurs, so that this known chassis is particularly unstable with stable braking behavior in the drive state and vice versa. This means that driven wheels cannot be braked on the one hand and on the other hand Wheels with braking devices cannot be driven.
  • the vehicle can drive straight ahead without any forward or follow-up, since the forces acting between the rail and the vehicle do not generate any moments, which cause the wheels to deflect. Since the lateral pressure point of the Wheel on the rail when entering and exiting the arch clearly forward will still be sufficient when a straight line changes to a curve high forces free, the steering of the wheels and their exact alignment with the rail tangent enable.
  • 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 cross brace that around an axis running essentially in the center of the vehicle and normal to the rail plane is rotatably articulated on the vehicle and a control means is connected to the crossbar, the one running essentially in the middle of the vehicle and normal to the rail level Axis of rotation is pivoted, and a control means connected to the crossbar, which the cross bar when passing through a rail arch with respect to the vehicle whose axis of rotation turns out.
  • This additional chassis alignment means that there is a constraint prevents the wheels in the area of the track curve.
  • the swivel angle of the idler gear considerably reduced, so that less forces are required for the alignment of the wheels are.
  • 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 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 opposite ones Idler wheels are connected to each other by means of a tie rod and each idler gear is connected 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 be used both for setting a parallel Track and a toe can be adjusted.
  • the idler gear drives do not necessarily have to be powered, but can be via a gearbox with an electric drive be connected.
  • control means with a chassis of the rail vehicle arranged in front of or behind it is coupled, which is connected to an articulation of two cars of the vehicle arranged and connected by a symmetrical control with these cars, wherein the rotational movement of this symmetrically controlled undercarriage by the control means directly or is indirectly transmitted to the chassis to be controlled via a control link.
  • the chassis depending on the curve in the area between the two articulated carriages symmetrical to the carriages and this steering movement by the control means on the chassis arranged in front or behind transfer.
  • the pivoting movement of the idler gear drives has the task a steering movement of the wheels at the transition from a straight line to a curve or from one To execute a curve in a straight line or when changing the radius of a curve, namely in that curve Cases in which the control means has not yet steered too little or too much.
  • 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 2,3 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 is 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 the paper plane axis F1 rotatable in a horizontal plane on the carriage 2 and 3 hinged.
  • 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 about an axis R2 is horizontally pivoted on the second carriage 3, wherein the pivot axes R1 and R2 essentially along the median longitudinal plane of the associated Carriages 2, 3 are arranged.
  • frame 13 has lateral horizontal extensions 15, 16, on each of which a longitudinal strut connected to the associated idler gear 6, 7 17, 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 over a crossbar running parallel to the ground 21 are connected to one another, the transverse clasp 21 being as in the chassis 5 by one Axis F2 running normal 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 to each other via a length-adjustable tie rod arranged transversely to the vehicle connected to be able to adjust the track of the wheels 23, 24 of these drives 19, 20, namely on a parallel track or a toe in which the distance between the wheels is slightly smaller in the direction of travel in front of the axis of rotation than behind the axis of rotation.
  • 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 symmetrical to this median longitudinal plane are articulated on the extensions 15, 16 of the symmetrically controlled transverse clasp 13.
  • the two-armed Levers 32, 33 are each pivotally mounted on the vehicle about a vertical axis and determined a gear ratio by the length of their power and load arms Transfer of the unscrewing movement of the symmetrically controlled undercarriage 5 into an opposite direction Unscrewing movement of the chassis 4 (see Figure 2).
  • 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 in a distance from the pivot axis L1 on the inner wheel housing 35 on one side somewhat protruding spring seat 42 attacks.
  • an adjustable stop 43 is also 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.
  • a bore 44 is provided 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 that in each If a corresponding torque is formed around the axes L1, L2.
  • the steering is controlled by the Rotation of the entire nose landing gear 4 about the axis F2 by the control means 27 accepted.
  • the lateral pressure point of the idler wheels 23, 24 moves back to Pivot axis L1, L2 and the wheels 23, 24 are returned to them by the return spring 40 Rest position brought back.

Claims (8)

  1. Train de roulement pour un véhicule de chemin de fer avec deux fusées à roue folle (1) face à face, chaque roue folle (23, 24) de chaque fusée à roue folle (1) étant montée articulée autour d'un axe de pivotement (1b) essentiellement normal au plan des rails, et l'axe de pivotement (L1, L2) de chaque roue folle (23, 24) passant essentiellement par le point de contact de la roue sur le rail, caractérisé en ce que les deux fusées à roue folle (1) sont pivotantes ensemble autour d'un axe de rotation (F2) disposé essentiellement au milieu du véhicule et normal au plan des rails.
  2. Train de roulement selon la revendication 1, caractérisé en ce que les fusées à roues folles (19, 20) disposées face à face sont reliées ensemble par une agrafe transversale (21), qui est articulée autour d'un axe de rotation (F2) disposé essentiellement au milieu du véhicule et normal au plan des rails, et en ce qu'un moyen de commande (27) est relié à l'agrafe transversale (21), lequel tourne l'agrafe transversale (21) par rapport au véhicule (1) autour de son axe de rotation (F2) au passage d'une courbe de la voie ferrée.
  3. Train de roulement selon la revendication 1 ou 2, caractérisé en ce que les roues folles (23, 24) des fusées à roue folle (19, 20) peuvent être pivotées depuis leur position de repos autour de l'axe de pivotement (L1, L2) contre une force de rappel, de préférence avec une valeur de seuil définie.
  4. Train de roulement selon la revendication 3, caractérisé en ce que deux roues folles opposées (23, 24) sont reliées ensemble au moyen d'une barre d'accouplement (22) et en ce que chacune de ces fusées à roues folles (19, 20) est chargée contre une butée dans le sens du milieu du véhicule par un ressort à lame (40) exerçant la force élastique.
  5. Train de roulement selon la revendication 4, caractérisé en ce que la barre d'accouplement (22) est réglable et peut être adaptée en vue du parallélisme des roues ou d'un pincement.
  6. Train de roulement selon l'une des revendications 1 à 5, caractérisé en ce que chaque fusée de roue folle (19, 20) est reliée à un entraínement électrique par l'intermédiaire d'un réducteur.
  7. Véhicule de chemin de fer avec un train de roulement selon la revendication 2, caractérisé en. ce que le moyen de commande (27) est accouplé à un train de roulement (5) disposé devant ou derrière sur le véhicule de chemin de fer, lequel est disposé sur une liaison articulée entre deux voitures (2, 3) du véhicule, et est relié à ces dernières par une commande d'architecture symétrique (13, 15, 16, 17, 18), le mouvement de rotation de ce train de roulement (5) à commande d'architecture symétrique étant transmis directement ou indirectement - par l'intermédiaire d'une coulisse de commande - au train de roulement (4) à commander, par le moyen de commande (27).
  8. Véhicule de chemin de fer avec au moins deux trains de roulement (4, 5) avec au moins deux fusées à roue folle (6, 7, 19, 20) face à face, caractérisé en ce que le train de roulement avant et / ou arrière (4) du véhicule (1) est réalisé conformément à l'une des revendications 1 à 6.
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
AT1550/96 1996-08-30
AT0155096A AT406761B (de) 1996-08-30 1996-08-30 Fahrwerk für ein schienenfahrzeug
AT155096 1996-08-30

Publications (3)

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

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19826448C2 (de) * 1998-06-13 2001-07-26 Daimler Chrysler Ag Fahrwerk für ein Schienenfahrzeug
FR2780374B1 (fr) * 1998-06-29 2000-09-08 Alsthom Gec Vehicule ferroviaire a deplacement transversal du pivot de bogie d'un wagon

Family Cites Families (9)

* 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
BE517958A (fr) * 1951-09-07
DE3333751A1 (de) * 1983-09-19 1984-01-26 Fritz Prof. Dr.-Ing. 4150 Krefeld Frederich Fahrwerk fuer schienenfahrzeuge
DE3426376A1 (de) * 1984-07-18 1986-01-23 Thyssen Industrie Ag, 4300 Essen Radsatz fuer schienenfahrzeuge
DE3732337A1 (de) * 1987-09-25 1989-04-20 Bergische Stahlindustrie Angetriebenes einzelrad-fahrwerk fuer niederflur-stadtbahnwagen unterschiedlicher spurweite
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.
DE4040303A1 (de) * 1990-12-17 1992-06-25 Waggon Union Gmbh Einzelradfahrwerk fuer schienenfahrzeuge

Also Published As

Publication number Publication date
EP0826572A2 (fr) 1998-03-04
AT406761B (de) 2000-08-25
EP0826572A3 (fr) 1999-08-18
ATE226161T1 (de) 2002-11-15
ATA155096A (de) 2000-01-15
DE59708480D1 (de) 2002-11-21

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