EP0862527A1

EP0862527A1 - Monorail vehicle

Info

Publication number: EP0862527A1
Application number: EP97941771A
Authority: EP
Inventors: Hans Jörg Huber; Erwin A. Zurfluh
Original assignee: Individual
Current assignee: Individual
Priority date: 1996-10-04
Filing date: 1997-10-03
Publication date: 1998-09-09
Also published as: CH690960A5; WO1998015444A1

Abstract

The invention relates to a monorail vehicle having pairs of track wheels (122) forming several wheel axles, that are propped up by a vehicle body (106) and are at least in part driven individually. The track wheels (122) are supported by axle bolts in such a way that they can be steered. A steering device in the vehicle body, which has a stationary steering element for the positive caster in the direction of movement, interconnects the axle bolts of the track wheels, at least the front axles, in an articulated manner, which have an adjustment of the wheel geometry corresponding to the direction of movement with respect to negative caster.

Description

RAIL VEHICLE

The invention relates to a monorail vehicle according to the preamble of claim 1.

From DE-OS 28 07 984 a monorail vehicle of the generic type is known. In this vehicle, wheels designed as tire wheels are attached to downward-facing U-shaped turntable frames provided below the vehicle body. In addition, guide wheels are articulated on the turntable frame, each of which is acted upon by a prestressed pressure element. The vehicles run on a double-T rail, the profile sections of which form both flat running rails and guide rails. The guide wheels are pressed onto the guide rails via their pressure elements. In this way, the turntable should adopt an alignment that corresponds to the current course of the guide rail.

As a result of the known, fundamentally unstable steering behavior of impellers that are not directly guided, the known vehicle is only suitable for driving speeds in a modest range. If such vehicles are to run at speeds above about 50 km / h, this instability is evident, for example, in a tendency to lurch when driving straight ahead. When cornering, the guide wheels are subject to an additional load resulting from the transfer of the influence of the centrifugal force. The driving wear is therefore particularly pronounced at higher speeds on. Both driving safety and comfort when used for passenger transport are insufficient.

The object of the invention is now to provide a monorail vehicle which, by means of impeller steering, offers the required high level of safety for operation at higher speeds, avoids impairment in comfort and leads to a substantial reduction in wear-related maintenance costs.

The object according to the invention is achieved by the measures according to claim 1.

Since the steered wheels in the monorail vehicle according to the invention have a wheel geometry that is matched to its intended direction of travel, this has an inherently stable running or steering behavior. When cornering, the rail vehicle is controlled by means of deflections of the front wheels generated by the steering devices. Guide wheels are therefore unnecessary. Intrinsic stability and active steering significantly reduce wear on the wheels.

In a preferred embodiment of the vehicle according to the invention, the wheel geometry of the wheels can be changed in pairs in accordance with the direction of travel, which enables operation in the opposite direction of travel on the same route with the same advantages with regard to inherent stability. Further properties and advantages result from the following description of the invention using an exemplary embodiment with reference to the drawing. Show it:

Figure 1 shows the top vehicle of a train composition in side view, with the side panel partially broken away;

2 schematically shows a top view illustrating the undercarriage of a single vehicle;

Fig. 3 is an enlarged view of the suspension of a

Single wheel in section along line III-III in Fig. 6;

FIG. 4 shows the wheel suspension according to FIG. 3 in a side view;

5a-5c different positions of the wheel suspension as sections along the lines V-V and V-V 'in Fig. 3;

Fig. 6 is an enlarged view of the front axle of Fig. 2;

FIG. 7 shows an enlarged illustration of the rear axle according to FIG. 2; and

Fig. 8 is a diagram of the steering control. 1 and 2, a stationary structure 2 is shown, which forms a single rail. In a known manner, the supporting structure 2 has the shape of a double-T profile with transverse flanges 4 and 6 projecting horizontally laterally on both sides. Along the supporting structure 2 or the transverse flanges 4, ferometallic guide elements 10 and 12 run thereon (FIG 3), which are endless and formed by angle rails.

As can be seen from FIGS. 1 and 2, two vehicles 100, 100 'forming a train composition run on the single rail, each of which is equipped with a biaxial chassis 120 having four wheels 122. Two wheels 122 each form an imaginary wheel axle 124 and 126 and are each supported on opposite transverse flanges 6 or on carriageways (not shown) which are fastened thereon. Corresponding to the direction of the arrow 102 indicating the direction of travel, the wheel geometry with respect to toe-in is shown as the front axle at wheel axle 124 and that as rear axle at wheel axle 126. The vehicle 100 has a vehicle body 104 which has a floor 106 and trim aprons 116 which are pulled down over the wheels 122. The second vehicle 100 'is connected to the vehicle 100 via a releasable coupling member 108 to form the train composition. Accordingly, a bellows 110 is provided between the vehicles 100 and 100 ', which surrounds a passage (not shown) between the passenger compartments thereof. The undercarriage 120 of one of the vehicles 100 and 100 'is explained in more detail below with reference to FIGS. 3-7. Independent suspension is implemented for all the wheels 122 of the chassis 120. Each wheel 122 is movably suspended by means of two wishbones 132 and 134 of a trapezoidal suspension 130 (FIGS. 3 and 4) which are arranged one above the other and are triangular in plan, on outer, parallel axle rods 136 and 138, respectively. Both axle rods are supported between two columns 140 rigidly fastened to the floor 106 and directed obliquely downwards. While the lower wishbone 132 on the axle rod 136 can only be pivoted, the upper wishbone 134 on the axle rod 138 is additionally longitudinally displaceable. A hydraulic cylinder / piston unit 142 fastened to one of the columns 140 and arranged parallel to the axle rod 138 is operatively connected to the upper wishbone 134 in order to bring about a longitudinal displacement or to hold the latter in a certain longitudinal position. The influence of these parts, which form a positioning device 128, will be discussed later. The lower wishbone 132 is supported by a telescopic spring strut 144 (FIG. 3), which has not shown suspension and vibration damping elements, on a box beam 112 provided on the bottom 106.

On a cylindrical drive box 152, which in addition to a wheel bearing contains an electric drive motor, a gearbox and a brake (all not shown) for the impeller 122, two diametrically opposed stub ends 154 and 156 are rigidly attached, which together with the drive box an axle bolt Define 150 for this impeller. Via connected to the two stub ends 154 and 156, Ball joints 158 shown schematically, the wishbones 132 and 134 are non-positively connected. A bow-shaped steering lever 160 is rigidly connected to the axle pin 150 of the impeller 122 via the upper of the two journal ends 154.

The structure of the wheel steering system according to the invention will now be explained using exemplary steering devices 170 of the two wheel axles 124 and 126 and with reference to FIGS. 6 and 7. Each steering device comprises the steering levers 160 of the two wheels 122 belonging to the respective wheel axle or their axle bolts 150. The steering levers 160 are connected to one another by a tie rod, generally designated 172. The tie rod 172 includes two rod parts 174 connected to a steering lever 160 via universal joints 161 and a steering column 176 which is articulated to the steering rod and acts as a transmission element and which is designed as a one-armed lever and is pivotably fastened approximately centrally to the bottom 106. A hydraulic cylinder-piston unit 180 acts on the steering column 176 as a steering aid and is pivotally suspended on the floor 106. The free end 178 of the steering column 176 carries, in turn, articulatedly fastened, an adjustment arrangement 188. With the adjustment arrangement 188, the construction of which will be discussed further below, a pair of sensing elements 190 is in a force-locking connection via rod-shaped members 192. Each of the sensing elements 190 comprises a sensing lever 194 pivotably mounted on the bottom 106, which carries a distance sensor 196 and a rotatably mounted sensing roller 198 in the vicinity of its two ends 195 ^* and 195 ″. The electromagnetically operating distance sensor 196 and the feeler roller 198 are both assigned to one of the rail-shaped guide members 10 or 12.

As can be seen from the representation of the front axle 124 and rear axle 126 in FIGS. 6 and 7, with respect to the direction of travel, which is indicated by the arrow 102, the sensors 196 and the feeler rollers 198 are at the leading free end 195 'of the two feeler levers 194 held directly adjacent to the guide member 10 and 12, respectively. The corresponding parts at the opposite, trailing end 195 "of the two feeler levers 194 are pivoted away from the guide members 10 and 12 and, as will be explained below, are ineffective.

The adjustment arrangement 188 comprises a threaded sleeve 212 which is rotatably mounted in a housing 210 and into which opposing threads 214, attached to rods 192, engage with an opposite pitch. An electric motor 218 is operatively connected to the threaded sleeve 212 via a worm gear 216.

As can be seen in FIG. 8 and indicated by the conductors 222, all distance sensors 196 of a steering device 170 are connected to a control device 230 which is also associated therewith.

A common switching device 224, the two-pole on / off switch

226 and 228, establishes the connection to the control device 230, which has a power supply (not shown). They are each the distance sensors 196 of the ends 195 'and 195 "of the feeler lever 194 are guided over one of the two switches 226 and 228, which are connected to the control device 230, as indicated by conductors 232 and 234, respectively.

The electric motor 218 of the adjustment arrangement 188 is also connected to the control device 230, as indicated by the conductor 236. Finally, two valve blocks 240 and 242 are connected to the control device 230 via schematically illustrated conductors 244 and 246, respectively. The valve block 240 controls the cylinder-piston unit 180 of the steering device 170, while the valve block 242 in turn controls the two cylinder-piston units 142 of the positioning device 128 belonging to the corresponding axis 124 or 126. Both valve blocks can e.g. include electromagnetically actuated control valves. Symbolically for the joint action of the two cylinder-piston units 142 or the one cylinder-piston unit 180 with a pressure medium, lines 143 and 181 connected to these are indicated, which via the valve blocks 240 and 242 with a source of hydraulic pressure medium (not shown) are connected.

The following settings are important for driving:

The feelers 190 are effective with the distance sensors 196 leading in the direction of the arrow 102 at the ends 195 'of the feeler 194. On the one hand, these are positioned for the contactless, electromagnetic scanning of the guide elements 10 and 12, and on the other hand, their signals reach the control device via their on / off switch 226 230. The control device 230 is able in a known manner to generate corresponding steering signals and to bring about or maintain corresponding positions of the steering column 176 and ultimately the wheels 122 via the valve block 240 on the cylinder-piston unit 180 of the steering device 170.

The caster mediated by the positioning devices 128 for all the wheels 122 is also dependent on the direction of travel. 5b and c show the displacement positions of the upper control arm 134 corresponding to the directions of travel along the axle rod 138 in relation to the fixed position of the lower control arm 132 in the longitudinal direction of the vehicle. Dashed projection lines 123 refer to the neutral position of the impeller 122 according to FIG. 5a with a vertical axle bolt 150, which is shown in FIG. 4 by the position of the axis 151. In contrast, the axle positions 151 'and 151 "represent the positions of the steering knuckle 150 at positions of the wishbone 134 according to FIGS. 5b and 5c. With d1 in FIG. 4 is the measure of the displacements of the wheel support surface 122 corresponding to the caster in the two directions of travel The maximum displacement of the wishbone 134 on the axle rod 138, represented by X (FIG. 5c), acts as a limitation for the overall possible displacement the control device 230 by means of the valve block 242 a change in the dimension d1 is generated within the given limit while driving and as a function of the driving speed. Finally, the lane setting depends on the direction of travel such that toe-in e1 results on the driven wheels 122. The angular position of the rod parts 174 with respect to an imaginary connecting straight line between the universal joints 161 is responsible for this, as well as for its extent, which is also adjustable during the journey. Together with the displacement of the upper wishbones 134 by means of the positioning device 128, which is carried out by setting the wheel to follow, the position of the rod parts 174 also changes, as shown on the left-hand side of FIG. The positioning device 128 thus completely determines the wheel geometry, insofar as this is adjustable or convertible.

All of the aforementioned settings that are important for driving operation can be made via the control device 230, at least in part by appropriate programming. While in the present case the control device 230 is shown and described in connection with only one wheel axle, in reality all wheel axles of at least one vehicle are controlled by a common control device.

The change in the direction of travel as well as the adjustment in driving operation, both the toe-in and the caster, are carried out jointly, at least for the wheels 122 of a wheel axle 124 or 126. The changeover can take place manually or automatically from the control device. In any case, the adjustment mentioned automatically trigger, the control device 230 can be fed tachometer and load values in a generally known manner, not shown.

In normal driving operation, the course of the route is determined in a contactless manner by means of the distance sensors 198 of the steering devices 170 of all the wheel axles, which travel in the direction of travel. Changes in the distance between the distance sensors and the guide elements 10 and 12 generate signals corresponding to the size and the sign after this change at the control device 230. Accordingly, the control device 230 generates steering signals which are transmitted via the

Valve block 240 to a corresponding adjustment of the steering column 176 caused by the cylinder-piston unit 180 and thus via the tie rod 172 to a steering movement on the wheels 122 in accordance with the course of the route determined by the change in distance. Accordingly, vehicle 100 is actively steered on all wheel axles over the entire course of the route.

When negotiating a curve under the influence of centrifugal force relative to the course of the route, as represented by the guide elements 10 and 12, the vehicle tends to be displaced towards the outside of the curve. Active steering counteracts this behavior, which can be traced back to pushing the wheels on the road. The displacement of the vehicle with respect to the guide members generates a changed input signal by means of the steering members 190, which leads to an increase in the wheel lock on the wheels in relation to the actual curve radius. So it will Pushing of the impellers is compensated and driving through the curve on an adjusted radius.

The steering device 170 has an emergency running configuration that takes effect automatically if the steering of the wheels 122 via the steering device or the cylinder-piston unit 180 fails. The changes in the course of the route can be detected by the feeler rollers 198 of the feeler elements 190 in cooperation with the guide elements 10 and 12 designed as rails. Corresponding deflections of the feeler levers 194 are transmitted to the steering column 176 via the rods 194 and the adjustment arrangement 188. The emergency running configuration is able to apply the steering forces necessary for the steering of the wheels 122. A failsafe device (not shown) can cause the cylinder-piston unit 180 to be depressurized and that by rotating the threaded sleeve 212 of the adjustment arrangement 188 the two sensing elements 190 bring the sensing rollers 198 of the leading side 195 'into contact with the guiding elements 10 and 12, respectively. Thanks to the inherently stable steering behavior of the vehicle, it is possible for the vehicle, even if at a reduced speed, e.g. move to a station and clear the route for other vehicles.

In the exemplary embodiment shown, it is assumed that the cylinder-piston units 142 and 180 are actuated with a hydraulic pressure medium. However, pneumatic actuation can be provided instead. It would also be conceivable to use electrical units To replace servomotors so that a pressure medium could be dispensed with at all.

It remains to be added that with a non-contact scanning instead of an electromagnetic scanning other scanning can be used. For example, scanning by means of corresponding ultrasound sensors can be provided in order to generate the necessary steering input signals for the control device 230. However, the scanning can also be done exclusively mechanically, i.e. not contact-free, take place, an arrangement with tracer rollers and rails serving as guide elements is appropriate. Such an application is particularly suitable for transport systems with speeds of 50-60 km / h. Instead of a mechanical lever transmission of the steering device 170, hydraulic, pneumatic or electrical power transmission to the tie rods of the pairs of wheels can be provided.

In the exemplary embodiment shown, the running wheels are supported within the axle rods and wishbones in a mutually facing position, which leads to an advantageous, relatively narrow track or permits a narrow and elegant supporting structure. If the roadways are in a corresponding position, however, it is alternatively possible to arrange the wheels outside of these parts in a mutually opposite position. In such an alternative arrangement, the impellers are directed outwards and face the adjacent fairing apron 116. In operation, it is not always necessary to drive all of the wheels 122. Rather, for example, only the wheels of one of the two wheel axles 124 or. 126 are driven. If necessary, the control device can automatically take account of such an operating mode for adapting the toe-in setting of the non-driven impellers. In applications with a lower power requirement of a vehicle according to the invention or with a corresponding, in particular slope-free route, only a part of the wheels can be designed to be drivable.

Instead of a steering device for each wheel axle 124 or 126, a single steering device per vehicle can only be assigned to the front wheel axle of the same. The steering movements of the steering column of the front wheel axle can then be mapped to that of the rear steering axle by means of suitable transmission means.

In particular, where the route has larger curve radii, it is also conceivable to provide the vehicle with only the front wheel axle as a steered one. In this case as well as in the case of a single steering device, an adjustable wheel geometry can be dispensed with, at least for the wheels of the unguided wheel axle. In both cases, there is no need to change the wheel geometry, if any, since only one direction of travel is available for reasons of steering.

Instead of a single wheel suspension of the wheels, a common suspension on a so-called rigid axle can also be considered. The vehicle according to the invention can also be used on a monorail. Of course, vehicles according to the invention can also be operated individually.

Claims

PATENT CLAIMS

1. monorail vehicle, with a plurality of wheel axles (124, 126) forming pairs of wheels that are supported on a vehicle box (106) and at least partially driven individually, characterized in that the wheels (122) via axle bolts (150) are steerably supported and that a steering device (170), which is provided on the vehicle body and is intended to interact with a stationary guide element (10, 12) in the direction of travel, articulates the axle bolts of the wheels at least of the front wheel axle, which corresponds to the direction of travel Have the wheel geometry adjusted with regard to caster.

2. Vehicle according to claim 1, characterized in that the setting of the wheel geometry of the wheels (122) includes caster and toe-in and, depending on the direction of travel, preferably jointly, can be changed for each pair of a steered wheel axle (124, 126).

3. Vehicle according to claim 1 or 2, characterized in that the wheel geometry for each of a steered wheel axle (124, 126) belonging to pair of wheels (122) with respect to caster (d1) and toe-in (e1) is jointly adjustable during driving.

4. Vehicle according to claim 1, 2 or 3, characterized in that caster (d1) and toe-in (e1) of each impeller (122) together can be changed depending on the direction of travel and can be adjusted together while driving.

5. Vehicle according to claim 4, characterized in that the caster (d1) and toe-in (e1) are adjustable in the driving mode speed and / or load-dependent by means of a common positioning device (128).

6. Vehicle according to one of the preceding claims, characterized in that each steering device (170) has a tie rod (172), the axle bolts (150) of the wheels (122) of a wheel axle (124, 126) with each other and with one on the vehicle body (104) hinged steering column (176) connects to which a feeler (190) for cooperation with the guide member (10, 12) is connected.

7. Vehicle according to claim 6, characterized in that each steering device (170) has a pair of sensing elements (190) which are formed by articulated on the vehicle body (104) sensing lever (194), which in the direction of travel in front of the wheel axis (124, 126) each carry a feeler roller (198) which is assigned to a guide element (10, 12) designed as a rail, both feeler levers being non-positively connected to the steering column (176).

8. Vehicle according to claim 6 or 7, characterized in that the axle pin (150) of each impeller (122) is mounted on two wishbones (132, 134), of which one in the longitudinal direction of the vehicle (100) on the vehicle body (104) is provided displaceably and that the tie rod (172) comprises a rod part (174) for each wheel, which is individually articulated to the steering column (176) and to a steering lever (160) provided on the axle bolt.

9. Vehicle according to claim 9, characterized in that a positioning device is connected to the displaceable wishbone (134) in order to change its position and the effective length of the tie rod (172) for influencing the wheel geometry of the corresponding wheel (122).

10. Vehicle according to one of the preceding claims, characterized in that each sensing element (190) comprises a distance sensor (196) which acts in a contactless manner in the direction of travel, which is connected to a signal-processing control device (230) which engages with a steering column (176), hydraulically operated cylinder-piston unit (180) is operatively connected to the wheel steering.

11. Vehicle according to one of the preceding claims, characterized in that the wheels (122) of each wheel axle (124, 126) are supported in a mutually facing position.

12. Vehicle according to one of the preceding claims, characterized in that all wheel axles (124, 126) are preferably steered by means of their own steering device (170).

13. Vehicle according to claim 12, characterized in that the rear wheel axle is steered by the steering device of the front wheel axle.