EP1087881A1 - Running gear for a rail vehicle - Google Patents
Running gear for a rail vehicleInfo
- Publication number
- EP1087881A1 EP1087881A1 EP99939774A EP99939774A EP1087881A1 EP 1087881 A1 EP1087881 A1 EP 1087881A1 EP 99939774 A EP99939774 A EP 99939774A EP 99939774 A EP99939774 A EP 99939774A EP 1087881 A1 EP1087881 A1 EP 1087881A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- wheel carrier
- locking device
- running gear
- reset
- wheels
- 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
Links
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
- B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
Definitions
- the invention relates to a chassis according to the preamble of the first claim.
- a wheel carrier with two rail wheels mounted axially on it is mounted in a chassis frame so that it can be pivoted to a limited extent parallel to the plane receiving the wheel axles.
- the wheel carrier has two alternatively usable vertical swivel axes located outside the wheel attachment points, which can be adjusted and locked in dependence on the curvature of the track arch in the predetermined swivel plane, the wheel carrier being steerable about the non-adjusted, locked and locked outer axis in a central position is.
- the pivoting movement of the wheel carrier can be effected actively, for example by a pneumatic, hydraulic or electrical actuating device.
- the wheel carrier can be held in the desired steering angle by a locking device.
- the invention has for its object to take measures in a chassis designed according to the preamble of the first claim, by means of which an improved tracking behavior is achieved, in particular in an emergency.
- actuating and locking devices required for the normal steering operation of the running gear are deactivated and instead the wheel carrier is returned to its basic position with respect to the running gear frame and therein, if necessary against Spring force, locked by additional control means.
- the additional control means can have at least one resetting device which can be changed in length or path and which automatically effects the return movement of the wheel carrier by means of an associated preloaded energy store, which is triggered when the adjusting devices required for normal steering operation are out of function. Accordingly, an optionally releasable locking device is assigned to the energy store.
- an optionally releasable locking device is assigned to the energy store.
- this locking device can also be used if, during normal operation, for example when driving straight ahead or constantly cornering, the current unscrewing angle of the wheel carrier relative to the running gear frame should not be adjusted.
- a resetting device is particularly suitable for a housing and a resetting bolt mounted axially adjustable therein, the energy accumulator being arranged between a bolt end and a housing wall.
- the housing is connected, for example, to the chassis frame and the free end of the reset bolt to the wheel carrier in an arrangement which can introduce a force component into the rotating plane of the wheel carrier.
- two force accumulators acting in opposite directions on the wheel carrier are provided and arranged so that they keep the wheel carrier in the predetermined basic setting when it becomes effective. If the energy accumulator (s) are constantly in engagement with the reset bolt (s), the force required to overcome the counterforce exerted by the energy accumulators must be provided during normal steering operation.
- a hydraulically controlled lifting device with a piston can be provided as the locking device, which is arranged between the reset bolt and a mechanical spring which acts as an energy store and is pressed into a prestressed position by the piston. In in this case there is a free one between the reset pin and the reciprocating piston
- Reset pin to assign a locking device, which is effective when the wheel carrier is in its basic position in the event of a fault.
- a hydraulic piston which is firmly connected to the reset bolt, is preferably suitable for this purpose
- Pressure chamber divided into two hydraulic chambers. The filled with hydraulic fluid
- Pressure chambers are connected to one another via hydraulic lines, in which
- Hydraulic line a controllable valve is placed, which is operated mechanically in the event of a fault, for example, depending on the position of the reciprocating piston.
- the valve When the valve is closed, there is a displacement of the hydraulic fluid due to the incompressibility
- a reset pin which may also be equipped with the locking device, is assigned a second force accumulator, which acts in the opposite direction to the first force memory on the reset pin permanently or via a corresponding locking device in the event of a fault.
- the reset bolt is placed in a central position by the force accumulators acting on it, so that a reset element designed in this way can follow positive and negative steering angles of the wheel carrier in normal steering operation, but in the event of a fault in the normal control device, only the return of the wheel carrier to the central position is accomplished .
- the additional control means are particularly suitable for undercarriages of low-floor trams which run in relatively narrow track bends and are said to have a high level of derailment security even in the event of a fault.
- the additional control means are used, for example, only for the two axially arranged, driven wheels of a wheel carrier, while the other two free-running wheels mounted on a common wheel carrier as a self-regulating single wheel module have no special steering and Additional controls are required. If both wheel pairs of a chassis are driven, the additional control means are used once for both wheel carriers.
- FIG. 1 shows a running gear with adjusting, locking and resetting devices for an actively steerable pair of wheels
- Figure 2 shows a reset and locking device with an energy store
- Figure 3 shows a reset and locking device with oppositely arranged energy stores.
- a running gear for rail vehicles in particular for low-floor trams, has a running gear frame 1 with longitudinal beams 2 running parallel to one another in the longitudinal direction of the running gear, which are connected in the central region by means of two cross beams 3 and 4.
- a wheel carrier 5 On one of the cross members 3, a wheel carrier 5 is held in elastic bearings 6 so as to be pivotable about a horizontal axis.
- two rail wheels 7 On the wheel carrier 5, two rail wheels 7 are freely rotatable as individual wheels.
- the wheel carrier 5 is elastically supported by primary springs 8 on the underside of the facing ends of the side members 2.
- a further pair of rail wheels 7 are mounted axially.
- the wheel carrier 9 is also elastically supported by means of primary springs 8 on the underside of the associated ends of the side members 2 facing away from the wheel carrier 5 and, on the other hand, is displaceably held by guide arms in slot guides 11 of the adjacent cross member 4 in accordance with the double arrows 1 2.
- the displacement plane is parallel to the plane receiving the axes of the associated wheels 7.
- the wheel carrier 9 is provided in the center between the rail wheels 7 with a pivot pin 1 3, the axis of which intersects the wheel axis and which sits without play between two cheeks 14 fixed in a manner not shown in detail on the chassis frame 1, the surface normal of which is parallel to Wheel axis.
- the wheel carrier 9 is also by means of a longitudinally extending
- Handlebar rod 1 5 held on the adjacent cross member 4 and articulated at both ends.
- the handlebar 1 5 is centered between the guide arms 10 of the
- Wheel carrier 9 arranged.
- the handlebar 1 5 takes over the transmission of the
- each wheel is then driven by a transmission 1 6 and an output gear 1 8 by a common drive motor.
- the drivable wheel set 7 is equipped with its wheel carrier 9 by means of at least one actuating and locking device 1 9, which comprises a hydraulically, pneumatically or electrically driven actuator.
- the actuator 1 9 is dependent on the desired pivot angle of the wheel carrier with respect to the chassis frame variable in length and at one end on the chassis frame 1 and on the other hand z.
- the active axis of the actuator 19 lies parallel to the pivoting plane of the wheel carrier 9 and in the present case parallel to the adjacent side member 2 on the outside of the chassis frame 1.
- the driven steerable pair of wheels 7 are assigned control means which, when the actuating device 19 is deactivated, automatically set the wheel carrier 9 and thus the rail wheels 7 mounted thereon in a basic position corresponding to the straight-line travel and, if necessary, lock them against a spring force.
- the actuator arrangement 1 9 is effectively decoupled from the wheel carrier 9, which can be accomplished, for example, by depressurizing pneumatic or hydraulic working cylinders or, in the case of an electromotive spindle drive, by using a non-self-locking spindle drive or by loosening the threaded spindle-nut connection. The intended for resetting in an emergency or in certain operating conditions
- Control means comprise a resetting device 21, which is based on an energy store, for example based on the spring-loaded principle or the hydraulic one
- Pressure accumulator principle works and in an emergency the power to reset the steered
- Energy storage is preferably compared to during normal steering operation
- the resetting device 21 is analog
- the resetting device 21 has a housing 23 in which a resetting bolt 24 is axially displaceably mounted.
- a resetting bolt 24 is axially displaceably mounted.
- an energy store in the housing 23 in the form of a mechanically prestressed helical spring 25, the direction of the force of which is in the axial direction of the reset bolt 24 and which can act directly on the reset bolt 24 if no operational decoupling is provided.
- FIGS. 2 and 3 A decouplable arrangement is shown in FIGS. 2 and 3 for the reset device 21.
- the spring 25 is assigned a locking device, in which a lifting piston 26 is inserted between the spring 25 and the return bolt 24 and is part of a hydraulically controlled lifting device with a displacement 27 integrated into the housing 23.
- the displacement 27 is connected to a pressure pump 28 via a controllable valve 29 and is filled with hydraulic fluid, so that the piston 26, which engages with the spring 25, faces the spring 25 and axially compresses it with increased mechanical prestress.
- the reciprocating piston 26 is thus outside the axial displacement range of the reset bolt 24, so that the same can move freely according to the steering conditions of the associated wheelset.
- the reciprocating piston 26 overlaps the facing end of the reset bolt 24 concentrically by means of a guide tube 30 which is sealingly guided through the displacement floor 31.
- a control piston 32 is located on the reset bolt 24.
- the displacement 27 is relieved of pressure.
- the spring 25 moves the lifting piston 26 with its guide tube 30 toward the control piston 32.
- the stroke of the reciprocating piston 26 is preferably limited so that the reset bolt 24 is only moved through the reciprocating piston or the guide tube to the central position shown in FIG.
- the length of the return element 21 between the joints 22 then corresponds to the basic setting of the wheel carrier 9 when driving straight ahead.
- the reset bolt 24 is assigned a locking device with the aid of the control piston 32.
- control piston 32 runs in a hydraulic chamber having two hydraulic chambers 33, 34, from which the reset bolt 24 leads tightly to the outside.
- the hydraulic chambers 33 and 34 are filled with hydraulic fluid and communicate with one another via a connecting line 35, in which a controllable valve 36 is placed.
- the reset bolt 24 reaches its central position shown in full lines with the energy store 25 unlocked, the otherwise open valve 36 is closed.
- the return bolt 24 is thereby secured against displacement by means of the control piston 32 and is thus fixed. This locking can be done at any time or in any steering position, to ensure stable steering conditions in normal steering operation e.g. to create in a constant curve or when driving straight ahead.
- the function of the reset to the basic setting can additionally be assigned to a reset element 21 according to FIG.
- a second energy storage device 25 with a locking device 26, 27 is assigned according to FIG. Accordingly, axially on both sides of the common locking device with the control piston 32 Energy store 25 of the same size is provided, these energy stores interacting with the locking device 32 to 36.
- Locking devices are then jointly operated by the hydraulic pump 28 via the
- Valve 29 acted upon. As soon as the locking devices to be released together are unlocked, ie the pressure chambers 27 are hydraulically relieved, press the
- Reset bolt 24 is secured. Here too, locking can be freely selected under certain normal operating conditions.
- the resetting device according to FIG. 2 or FIG. 3 can, however, also take over the function of the actuator 19 without additional constructional effort.
- the hydraulic lines 35 leading to the hydraulic chambers 33, 34 need only be connected to a pressure source via further controllable valves 37 and 38.
- the valve 36 When the valve 36 is closed, the hydraulic chambers 33 and 34 can then be charged separately with hydraulic fluid under pressure, so that the reset bolt 24 can be positively adjusted via the control piston 32 depending on the pressure difference in the chambers 33, 34.
- only the valves 37 and 38 need to be controlled in accordance with the steering conditions for the wheel carrier 9 or the associated rail wheels 7. These valves 37, 38 automatically close in the event of failure of the control device responsible for the steering, so that then only the reset device is effective.
- Wheels 7 are individually pivotable about corresponding vertical axes. It is then only necessary to assign an actuator 19 and a resetting device 21 to each of these wheels 7 to be steered, wherein these components 19, 21 for a pair of wheels with a tie rod (39) or hydraulically coupled wheels can also be designed in a combined arrangement, in particular according to FIG . It is also advantageous that the locking device for fixing the
- Control device is applicable, but can also be effective for locking when straight driving or constant cornering is given in normal operation.
- a simplified control can then be carried out by fixing the steering setting during these operating phases. It is only necessary that the
- Relief serving valve 36 is opened so that the energy accumulator 25
- the position can then again be achieved by mechanically closing the relief valve 36 depending on the position of the locking device 26, 27.
- the locking device is immediately brought back into the locked position with charging of the energy store 25 when the steering process is initiated again by the active components.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Handcart (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19826446A DE19826446C2 (en) | 1998-06-13 | 1998-06-13 | Running gear for a rail vehicle |
DE19826446 | 1998-06-13 | ||
PCT/EP1999/003700 WO1999065753A1 (en) | 1998-06-13 | 1999-05-28 | Running gear for a rail vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1087881A1 true EP1087881A1 (en) | 2001-04-04 |
EP1087881B1 EP1087881B1 (en) | 2002-09-18 |
Family
ID=7870831
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99939774A Expired - Lifetime EP1087881B1 (en) | 1998-06-13 | 1999-05-28 | Running gear for a rail vehicle |
Country Status (9)
Country | Link |
---|---|
EP (1) | EP1087881B1 (en) |
DE (2) | DE19826446C2 (en) |
ES (1) | ES2184489T3 (en) |
HU (1) | HU222999B1 (en) |
IL (1) | IL140081A0 (en) |
NO (1) | NO20006176L (en) |
PL (1) | PL344688A1 (en) |
PT (1) | PT1087881E (en) |
WO (1) | WO1999065753A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8851226B2 (en) * | 2012-03-30 | 2014-10-07 | Bombardier Transportation Gmbh | Mechanical boolean steering |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3635804C2 (en) * | 1986-10-17 | 1994-08-04 | Peter Dipl Ing Thevis | Steering control for the wheels of a rail vehicle |
IT8822582A0 (en) * | 1988-11-10 | 1988-11-10 | Socimi | STEERING RAILWAY CARRIAGE. |
DE4216726C2 (en) * | 1992-05-20 | 2001-06-07 | Mannesmann Rexroth Ag | Hydraulic steering for rail vehicles |
AT407140B (en) * | 1993-11-26 | 2000-12-27 | Integral Verkehrstechnik Ag | DEVICE FOR CONTROLLING A WHEEL, IN PARTICULAR A WHEEL SET OF A RAIL VEHICLE |
DE4343608C2 (en) * | 1993-12-16 | 1995-10-12 | Rexroth Mannesmann Gmbh | Arrangement for the transmission of movements and forces between components, in particular of rail vehicles |
DE19522253C1 (en) * | 1995-06-20 | 1997-02-06 | Sig Schweiz Industrieges | Device for supporting, guiding and steering a braked and / or driven wheel set for rail vehicles |
DE19538379C1 (en) * | 1995-10-14 | 1997-01-02 | Daimler Benz Ag | Two-wheeled running gear for rail vehicle |
DE19617003C2 (en) * | 1996-04-27 | 2002-08-01 | Bombardier Transp Gmbh | Rail vehicle with a single-axle drive |
-
1998
- 1998-06-13 DE DE19826446A patent/DE19826446C2/en not_active Expired - Fee Related
-
1999
- 1999-05-28 PT PT99939774T patent/PT1087881E/en unknown
- 1999-05-28 PL PL99344688A patent/PL344688A1/en unknown
- 1999-05-28 ES ES99939774T patent/ES2184489T3/en not_active Expired - Lifetime
- 1999-05-28 EP EP99939774A patent/EP1087881B1/en not_active Expired - Lifetime
- 1999-05-28 DE DE59902767T patent/DE59902767D1/en not_active Expired - Fee Related
- 1999-05-28 WO PCT/EP1999/003700 patent/WO1999065753A1/en active IP Right Grant
- 1999-05-28 HU HU0102467A patent/HU222999B1/en not_active IP Right Cessation
- 1999-05-28 IL IL14008199A patent/IL140081A0/en unknown
-
2000
- 2000-12-05 NO NO20006176A patent/NO20006176L/en not_active Application Discontinuation
Non-Patent Citations (1)
Title |
---|
See references of WO9965753A1 * |
Also Published As
Publication number | Publication date |
---|---|
IL140081A0 (en) | 2002-02-10 |
DE59902767D1 (en) | 2002-10-24 |
EP1087881B1 (en) | 2002-09-18 |
HU222999B1 (en) | 2004-01-28 |
PT1087881E (en) | 2003-02-28 |
HUP0102467A3 (en) | 2002-02-28 |
ES2184489T3 (en) | 2003-04-01 |
NO20006176D0 (en) | 2000-12-05 |
DE19826446C2 (en) | 2000-06-08 |
DE19826446A1 (en) | 1999-12-23 |
NO20006176L (en) | 2000-12-05 |
PL344688A1 (en) | 2001-11-19 |
WO1999065753A1 (en) | 1999-12-23 |
HUP0102467A2 (en) | 2001-11-28 |
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