EP1087881B1 - Running gear for a rail vehicle - Google Patents

Running gear for a rail vehicle Download PDF

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Publication number
EP1087881B1
EP1087881B1 EP99939774A EP99939774A EP1087881B1 EP 1087881 B1 EP1087881 B1 EP 1087881B1 EP 99939774 A EP99939774 A EP 99939774A EP 99939774 A EP99939774 A EP 99939774A EP 1087881 B1 EP1087881 B1 EP 1087881B1
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EP
European Patent Office
Prior art keywords
running gear
wheel carrier
readjusting
gear according
wheel
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
EP99939774A
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German (de)
French (fr)
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EP1087881A1 (en
Inventor
Frank Hentschel
Markus Koch
Andreas Daberkow
Ulrich Hachmann
Wolfgang-Dieter Richter
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP1087881A1 publication Critical patent/EP1087881A1/en
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Publication of EP1087881B1 publication Critical patent/EP1087881B1/en
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    • 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 chassis In a known chassis (DE 19533379 C1) is in a chassis frame Wheel carrier with two axially mounted rail wheels parallel to it Axle-receiving plane limited pivotally mounted.
  • the wheel carrier has two alternative, vertical, located outside the wheel attachment points Swivel axes that, depending on the curvature of the track curve in the predetermined swivel plane are adjustable and lockable, the wheel carrier around the in each case not adjusted, located in a central position and locked external axis is steerable.
  • the pivoting movement of the wheel carrier can be active, for example by a pneumatic, hydraulic or electrical actuating device can be effected.
  • a Locking device the wheel carrier can be held in the desired steering angle.
  • a single wheel set is guided in a chassis frame and one in a vertical one Movable in the direction and in the transverse direction, articulated with the car body connected yoke provided, the chassis frame about a vertical axis steerably connected to the yoke.
  • the chassis has a spring-elastic device to generate a restoring force against that when traveling over a curved track occurring steering deflection of the chassis frame.
  • force-actuators whose set force size depends on the radius of the curve.
  • the invention has for its object in one according to the preamble of the first Claim trained chassis to take measures through which a improved tracking behavior is achieved in particular in an emergency.
  • the necessary for the normal steering operation of the landing gear and Locking devices deactivated and instead the wheel carrier opposite the Restored the chassis frame in its basic position and in it, if necessary against Spring force, locked by additional control means.
  • the basic setting they are Wheel axles perpendicular to the longitudinal center direction of the chassis frame according to the Driving on a straight track.
  • the additional control means can have at least one limited length or have adjustable resetting device, which automatically the return movement of the wheel carrier by means of an associated preloaded energy accumulator, which is triggered when the control devices required for normal steering operation are out of function.
  • the energy store is accordingly an optionally triggerable Locking device assigned. It is also useful to stabilize the Basic position of the wheel carrier in relation to the chassis frame of the reset device assign a controllable locking device, which the reset device then locked when the basic position is reached in the event of an error.
  • This locking device can However, they can also be used when, for example, during normal operation Straight ahead or constant cornering an adjustment of the current turning angle of the wheel carrier against the drive frame should not occur.
  • a housing and an axially therein are particularly suitable as reset devices adjustable reset pin, between one pin end and one Housing wall of the energy accumulator is arranged.
  • the housing is for example with the chassis frame and the free end of the reset bolt with the wheel carrier in one Arrangement connected, which is a force component in the torsion plane of the wheel carrier can initiate.
  • Preferably two are in opposite directions on the wheel carrier acting energy storage provided and arranged so that they take effect when the Hold the wheel carrier in the predetermined basic setting. If the lift mechanism (s) are constantly engaged with the reset pin or pins during normal steering operation the force required to overcome the energy accumulated by the energy accumulators Opposing force can be provided.
  • a locking device which in the normal steering process a decoupling between the reset pin and the energy accumulator.
  • a hydraulically controlled lifting device with a piston is provided, which is arranged between the reset pin and a mechanical spring, which as The energy accumulator acts and is pressed into a prestressed position by the piston.
  • the locking device is unlocked and the piston against the spring Reset pin pressed, which resets the wheel carrier to its normal position causes. The wheel carrier is then against the force of the not fully discharged energy accumulator adjustable.
  • a hydraulic piston which is fixedly connected to the reset bolt and which 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 is a controllable valve is placed, which depends, for example, in the event of a fault is operated mechanically from the position of the reciprocating piston.
  • the locking device equipped reset pin is assigned a second energy accumulator that runs in opposite directions to the first energy store on the reset bolt permanently or via a appropriate locking device acts in the event of an error.
  • the reset bolt through the force accumulator acting on it in a central position provided so that a reset element formed in normal steering operation positive how negative steering angles of the wheel carrier can follow, in the event of a fault the normal one Control device, however, only the return of the wheel carrier to the central position accomplished.
  • the additional control means are especially for chassis from Suitable for low-floor trams that travel in relatively narrow track bends while doing one should have high derailment security even in the event of a fault.
  • the additional control means become the chassis, for example, only for the two axially arranged, driven wheels of a wheel carrier are used, while the other two, free running mounted on a common wheel carrier Wheels as a self-regulating single wheel module with no special steering and Additional controls are required. If both wheel pairs of a chassis are driven, then the additional control means for both wheel carriers used once.
  • a chassis for rail vehicles especially for low-floor trams a chassis frame 1 with parallel to each other in the longitudinal direction of the chassis Side members 2, which in the middle area by means of two cross members 3 and 4th are connected.
  • a wheel carrier 5 On one of the cross members 3 is a wheel carrier 5 in elastic bearings 6 um a horizontal axis is pivoted.
  • the wheel carrier 5 is connected to primary springs 8 the underside of the facing ends of the side members 2 is elastically supported.
  • a further pair of rail wheels 7 are axially aligned stored.
  • the wheel carrier 9 is also 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 are supported elastically and on the other hand via guide arms in slot guides 11 of the adjacent one Cross member 4 slidably held according to the double arrows 12.
  • the plane of displacement is parallel to the axes of the associated wheels 7 receiving level.
  • the wheel carrier 9 is in the middle between the Rail wheels 7 provided with a pivot pin 13, the axis of which is the wheel axis cuts and the play between two in a manner not shown on Chassis frame 1 fixed cheeks 14 sits, the surface normal parallel to Wheel axis.
  • the wheel carrier 9 is also by means of a longitudinally extending Handlebar 15 held on the adjacent cross member 4 and gimbaled at both ends hinged.
  • the handlebar 15 is centered between the guide arms 10 of the Wheel carrier 9 arranged.
  • the handlebar 15 takes over the transmission of the Traction forces when accelerating and braking, with the assigned pair of wheels 7 via a gear 16 each with a common coupling shaft 17 and an output gear 18 are coupled with a common drive motor, which is also a May include braking device.
  • the coupling shaft 17 can be omitted, so that then each wheel via a gear 16 and an output gear 18 of one each common drive motor is driven.
  • a hydraulic, pneumatic or electrical driven actuator comprises.
  • the actuator 19 is dependent on the desired one Swivel angle of the wheel carrier relative to the chassis frame and adjustable in length at one end on the chassis frame 1 and z. B. on a gear 16 Joints 20 articulated.
  • the effective axis of the actuator 19 is parallel to that Pivot plane of the wheel carrier 9 and in the present case parallel to the neighboring one Side member 2 on the outside of the chassis frame 1.
  • 7 driven means are assigned to the driven steerable wheel pair, which at deactivated actuating device 19 automatically the wheel carrier 9 and thus the on it mounted rail wheels 7 in a basic position corresponding to the straight ahead position and if necessary lock against spring force.
  • the Actuator arrangement 19 is effectively decoupled from the wheel carrier 9, which for example by relieving the pressure of pneumatic or hydraulic working cylinders or in the case of an electromotive spindle drive by using one not self-locking spindle drive or by loosening the threaded spindle-nut connection can be accomplished.
  • Control means comprise a reset device 21, which is located on an energy store is based, for example, on the spring-loaded principle or the hydraulic Pressure accumulator principle works and in an emergency the power to reset the steered Chassis component 7, 9 against the currently acting guidance forces, the inertia the chassis component to be steered 7.9 as well as the inertia and the friction and Damping forces of the active chassis components 7, 9 provides.
  • the biased Energy storage is preferably compared to during normal steering operation Steering or actuating device 19 decoupled; however, it can also depend on the Steering movement can be excited and relaxed. However, this requires additional Force required by the adjusting device 19.
  • the resetting device 21 is analog Arrangement to the actuating device 19 as a path or length-variable element formed, the one-sided joints 22 outside on the side member 2 of the chassis frame 1 and at the other end is articulated on the associated gear 16 or on the wheel carrier 9. there it is possible to pair the adjusting device and the resetting device each of the assign two driven wheels 7 or the actuator in the Integrate reset device, as proposed in Figure 3.
  • the reset device 21 has a housing 23 in which an axially displaceable Reset bolt 24 is mounted.
  • Energy storage in the form of a mechanically preloaded coil spring 25, the Direction of force is in the axial direction of the reset bolt 24 and directly on the Reset bolt 24 can act if no operational decoupling is provided is.
  • FIGS. 2 and 3 A decouplable arrangement is shown in FIGS. 2 and 3 for the reset device 21 shown.
  • the spring 25 is assigned a locking device, in which between the spring 25 and reset bolt 24, a reciprocating piston 26 is inserted, which is part of a hydraulic Controlled lifting device with a displacement 27 integrated into the housing 23.
  • the displacement 27 is in with a pressure pump 28 via a controllable valve 29 Connection and is filled with hydraulic fluid, so that with the spring 25 in Engaging reciprocating piston 26 to the spring 25 and the same by axial Squeezing under increased mechanical preload.
  • the reciprocating piston 26 is thus outside the axial displacement range of the reset bolt 24, so that it moves freely according to the steering conditions of the associated wheelset can.
  • the reciprocating piston 26 overlaps the facing end of the reset bolt 24 concentrically by means of a guide tube 30, which seals through the displacement floor 31 is led.
  • a control piston 32 is located on the reset bolt 24.
  • the displacement 27 becomes depressurized.
  • the spring 25 moves the reciprocating piston 26 with its guide tube 30 to the control piston 32.
  • the stroke of the piston 26 is preferably so limited that the reset pin 24 through the piston or the guide tube only up is moved into the central position shown in Figure 2.
  • the length of the reset element 21 between the joints 22 then corresponds to the basic setting of the wheel carrier 9 Straight ahead. To be able to hold this position, if not a corresponding one Reset element 21 also parallel to the actuator 19 on the opposite rail wheel is provided, the reset bolt 24 with the aid of the control piston 32 Locking device assigned.
  • control piston 32 runs in two Hydraulic chambers 33, 34 having hydraulic space from which the reset bolt 24 leads close to the outside.
  • the hydraulic chambers 33 and 34 are filled with hydraulic fluid filled and communicate with each other via a connecting line 35, in which one controllable valve 36 is placed.
  • Reset bolt 24 reaches its middle position shown in full lines, it will otherwise open valve 36 closed. Due to the incompressibility of the hydraulic fluid is thereby by means of the control piston 32 of the reset pin 24 against displacement secured and thus fixed. This locking can be made at any time or in as desired every steering position to ensure stable steering conditions in normal steering operation e.g. in the to create a constant curve or when driving straight ahead.
  • Reset devices can have a reset element 21 according to FIG. 3 in addition, the function of resetting can be assigned to the basic setting.
  • the restoring device according to FIG. 2 is otherwise identical a second energy store 25 with locking device 26, 27 is assigned. So is axially on both sides of the common locking device with the control piston 32 each Energy store 25 of the same size is provided, these energy stores cooperate with the locking device 32 to 36.
  • the Locking devices are then jointly operated by the hydraulic pump 28 via the Valve 29 acted upon.
  • the pressure chambers 27 are hydraulically relieved, press the Springs 25 each associated hydraulic piston 26 from opposite sides forth to the control piston 32, which then through the free ends of the guide tubes 30 in the center position of the reset bolt 24 already shown in FIG. 3 is moved.
  • the then effective length of the reset device 21 again corresponds to the distance that the Have joints 22 when the wheel carrier 9 is in its basic position for straight travel has reached.
  • the valve 36 is open and is after Completion of the actuating movement closed, so that the hydraulic locking of the Reset bolt 24 is secured.
  • the reset device according to FIG. 2 or FIG. 3 can, however, also be constructed without Take on the additional function of the actuator 19. Then you need to the hydraulic chambers 33, 34 leading hydraulic lines 35 only via further controllable valves 37 and 38 to be connected to a pressure source. at When the valve 36 is closed, the hydraulic chambers 33 and 34 can then be separated pressurized hydraulic fluid are charged so that the reset bolt 24 via the control piston 32 depending on the pressure difference in the chambers 33, 34 can be forcibly adjusted. All that is needed is valves 37 and 38 according to the steering conditions for the wheel carrier 9 or the associated Rail wheels 7 to be controlled. These valves 37, 38 close automatically Failure of the control device responsible for the steering, so that only the Reset device is effective.
  • the operational steering by an actuator 19 and the automatic reset of the wheel carrier 9 in the basic position with the automatic steering deactivated Application of the reset device 21 is also applicable when the to be steered Wheels 7 are individually pivotable about corresponding vertical axes. Then it's just everyone of these wheels 7 to be steered, an actuator 19 and a resetting device 21 assign, these components 19, 21 for one with tie rod (39) or hydraulic coupled pair of wheels also in a combined arrangement, in particular according to FIG. 3 can be executed. It is also advantageous that the locking device for fixing the Basic position of the wheel carrier 9 not only in the event of normal failure Control device is applicable, but can also be effective for locking, if straight driving or constant cornering is given in normal operation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Vehicle Body Suspensions (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Body Structure For Vehicles (AREA)
  • Handcart (AREA)

Description

Die Erfindung betrifft ein Fahrwerk gemäß dem Oberbegriff des ersten Anspruchs.The invention relates to a chassis according to the preamble of the first claim.

Bei einem bekannten Fahrwerk (DE 19533379 C1) ist in einem Fahrwerkrahmen ein Radträger mit zwei achsengleich daran gelagerten Schienenrädern parallel zu der die Radachsen aufnehmenden Ebene begrenzt schwenkbar gelagert. Der Radträger weist zwei außerhalb der Radaufsatzpunkte befindliche alternativ einsetzbare, vertikale Schwenkachsen auf, die in Abhängigkeit von der Krümmung des Gleisbogens in der vorgegebenen Schwenkebene verstellbar und arretierbar sind, wobei der Radträger um die jeweils nicht verstellte, in einer Mittellage befindliche und arretierte außenliegende Achse lenkbar ist. Die Schwenkbewegung des Radträgers kann, aktiv, beispielsweise durch eine pneumatische, hydraulische oder elektrische Stelleinrichtung bewirkt werden. Durch eine Arretiereinrichtung kann der Radträger im gewünschten Lenkwinkel gehalten werden.In a known chassis (DE 19533379 C1) is in a chassis frame Wheel carrier with two axially mounted rail wheels parallel to it Axle-receiving plane limited pivotally mounted. The wheel carrier has two alternative, vertical, located outside the wheel attachment points Swivel axes that, depending on the curvature of the track curve in the predetermined swivel plane are adjustable and lockable, the wheel carrier around the in each case not adjusted, located in a central position and locked external axis is steerable. The pivoting movement of the wheel carrier can be active, for example by a pneumatic, hydraulic or electrical actuating device can be effected. By a Locking device, the wheel carrier can be held in the desired steering angle.

Bei einem gattungsgemäßen Einzelachsfahrwerk für ein Schienenfahrzeug (EP 0 765 791 A1) ist ein einzelner Radsatz in einem Fahrwerksrahmen geführt und ein in vertikaler Richtung und in Querrichtung verschiebbares, mit dem Wagenkasten gelenkig verbundenes joch vorgesehen, wobei der Fahrwerksrahmen um eine vertikale Achse lenkbar mit dem joch verbunden ist. Das Fahrwerk weist eine federelastische Vorrichtung zur Erzeugung einer Rückstellkraft gegen den bei der Fahrt über einen Gleisbogen auftretenden Lenkausschlag des Fahrwerksrahmens auf. Zur Erzeugung einer gegen die Rückstellkraft wirkenden Gegenkraft sind kraftgeregeite Stellglieder vorgesehen, deren eingestellte Kraftgröße vom Radius des Gleisbogens abhängig ist. In a generic single-axle running gear for a rail vehicle (EP 0 765 791 A1) a single wheel set is guided in a chassis frame and one in a vertical one Movable in the direction and in the transverse direction, articulated with the car body connected yoke provided, the chassis frame about a vertical axis steerably connected to the yoke. The chassis has a spring-elastic device to generate a restoring force against that when traveling over a curved track occurring steering deflection of the chassis frame. To generate one against the Restoring force counterforce are provided force-actuators whose set force size depends on the radius of the curve.

Der Erfindung liegt die Aufgabe zugrunde, bei einem gemäß dem Oberbegriff des ersten Anspruchs ausgebildeten Fahrwerks Maßnahmen zu treffen, durch welche ein verbessertes Spurführungsverhalten insbesondere im Notfall erreicht wird.The invention has for its object in one according to the preamble of the first Claim trained chassis to take measures through which a improved tracking behavior is achieved in particular in an emergency.

Die Lösung dieser Aufgabe erfolgt gemäß der Erfindung durch die kennzeichnenden Merkmale des ersten Anspruchs.This object is achieved according to the invention by the characterizing Features of the first claim.

Bei einer Ausgestaltung eines Fahrwerks gemäß der Erfindung werden im Fehlerfalle die für den normalen Lenkbetrieb des Fahrwerks erforderlichen Stell- und Arretiervorrichtungen deaktiviert und stattdessen der Radträger gegenüber dem Fahrwerkrahmen in seine Grundstellung zurückgestellt und darin, gegebenenfalls gegen Federkraft, durch zusätzliche Steuermittel arretiert. In der Grundeinstellung stehen die Radachsen senkrecht zur Längsmittenrichtung des Fahrwerkrahmens entsprechend der Fahrt auf geradem Gleis.In a configuration of a chassis according to the invention, the necessary for the normal steering operation of the landing gear and Locking devices deactivated and instead the wheel carrier opposite the Restored the chassis frame in its basic position and in it, if necessary against Spring force, locked by additional control means. In the basic setting they are Wheel axles perpendicular to the longitudinal center direction of the chassis frame according to the Driving on a straight track.

Die zusätzlichen Steuermittel können dabei wenigstens eine begrenzt längen- bzw. wegveränderbare Rückstelleinrichtung aufweisen, welche automatisch die Rückbewegung des Radträgers mittels eines zugeordneten vorgespannten Kraftspeichers bewirkt, der ausgelöst wird, wenn die für den normalen Lenkbetrieb notwendigen Stelleinrichtungen außer Funktion sind. Dem Kraftspeicher ist demgemäß eine wahlweise auslösbare Sperreinrichtung zugeordnet. Außerdem ist es zweckmäßig, zur Stabilisierung der Grundstellung des Radträgers gegenüber dem Fahrwerkrahmen der Rückstelleinrichtung eine steuerbare Feststelleinrichtung zuzuordnen, welche die Rückstelleinrichtung dann arretiert, wenn im Fehlerfalle die Grundstellung erreicht ist. Diese Arretiereinrichtung kann jedoch auch dann zur Anwendung gelangen, wenn im normalen Betrieb zum Beispiel bei Geradeausfahrt oder konstanter Kurvenfahrt ein Verstellen des aktuellen Ausdrehwinkels des Radträgers gegenüber dem Laufwerkrahmen nicht eintreten soll.The additional control means can have at least one limited length or have adjustable resetting device, which automatically the return movement of the wheel carrier by means of an associated preloaded energy accumulator, which is triggered when the control devices required for normal steering operation are out of function. The energy store is accordingly an optionally triggerable Locking device assigned. It is also useful to stabilize the Basic position of the wheel carrier in relation to the chassis frame of the reset device assign a controllable locking device, which the reset device then locked when the basic position is reached in the event of an error. This locking device can However, they can also be used when, for example, during normal operation Straight ahead or constant cornering an adjustment of the current turning angle of the wheel carrier against the drive frame should not occur.

Als Rückstelleinrichtung eignet sich insbesondere ein Gehäuse und ein darin axial verstellbar gelagerter Rückstellbolzen, wobei zwischen einem Bolzenende und einer Gehäusewand der Kraftspeicher angeordnet ist. Das Gehäuse ist dabei beispielsweise mit dem Fahrwerkrahmen und das freie Ende des Rückstellbolzens mit dem Radträger in einer Anordnung verbunden, welche eine Kraftkomponente in die Verdrehebene des Radträgers einleiten kann. Vorzugsweise werden zwei in gegenläufiger Richtung auf den Radträger einwirkende Kraftspeicher vorgesehen und so angeordnet, daß sie bei Wirksamwerden den Radträger in der vorbestimmten Grundeinstellung halten. Wenn der bzw. die Kraftspeicher ständig in Eingriff mit dem oder den Rückstellbolzen sind, muß beim normalen Lenkbetrieb die erforderliche Kraft zur Überwindung der von den Kraftspeichern aufgebrachten Gegenkraft bereitgestellt werden. Es ist daher zweckmäßig, dem oder den Kraftspeichern je eine Sperreinrichtung zuzuordnen, welche im normalen Lenkprozeß eine Entkopplung zwischen dem Rückstellbolzen und dem Kraftspeicher bewirkt. Als Sperreinrichtung kann dabei eine hydraulisch gesteuerte Hubeinrichtung mit einem Kolben vorgesehen werden, der zwischen dem Rückstellbolzen und einer mechanischen Feder angeordnet ist, die als Kraftspeicher wirkt und durch den Kolben in eine vorgespannte Lage gedrückt wird. In diesem Falle befindet sich zwischen dem Rückstellbolzen und dem Hubkolben ein freier Weg entsprechend dem für den normalen Lenkbetrieb erforderlichen Hub. Im Fehlerfalle wird die Sperreinrichtung entsperrt und der Hubkolben durch die Feder gegen den Rückstellbolzen gepreßt, der die Rückstellung des Radträgers in seine Grundstellung bewirkt. Der Radträger ist dann gegen die Kraft des nicht völlig entladenen Kraftspeichers verstellbar. Um auch diese Verstellmöglichkeit auszuschließen, ist es zweckmäßig, dem Rückstellbolzen eine Feststellvorrichtung zuzuordnen, die jedenfalls dann wirksam wird, wenn im Fehlerfalle der Radträger in seine Grundstellung gestellt ist. Hierzu eignet sich vorzugsweise ein fest mit dem Rückstellbolzen verbundener Hydraulikkolben, der einen Druckraum in zwei Hydraulikkammern unterteilt. Die mit Hydraulikflüssigkeit gefüllten Druckräume sind dabei über Hydraulikleitungen miteinander verbunden, wobei in die Hydraulikleitung ein steuerbares Ventil gelegt ist, das im Fehlerfalle zum Beispiel abhängig von der Stellung des Hubkolbens mechanisch betätigt wird. Bei geschlossenem Ventil ist infolge der Inkompressibilität der Hydraulikflüssigkeit eine Verschiebung des Rückstellbolzens im wesentlichen nicht mehr möglich.A housing and an axially therein are particularly suitable as reset devices adjustable reset pin, between one pin end and one Housing wall of the energy accumulator is arranged. The housing is for example with the chassis frame and the free end of the reset bolt with the wheel carrier in one Arrangement connected, which is a force component in the torsion plane of the wheel carrier can initiate. Preferably two are in opposite directions on the wheel carrier acting energy storage provided and arranged so that they take effect when the Hold the wheel carrier in the predetermined basic setting. If the lift mechanism (s) are constantly engaged with the reset pin or pins during normal steering operation the force required to overcome the energy accumulated by the energy accumulators Opposing force can be provided. It is therefore expedient to the energy store (s) to assign a locking device, which in the normal steering process a decoupling between the reset pin and the energy accumulator. Can be used as a locking device a hydraulically controlled lifting device with a piston is provided, which is arranged between the reset pin and a mechanical spring, which as The energy accumulator acts 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 Path corresponding to the stroke required for normal steering operation. In the event of an error the locking device is unlocked and the piston against the spring Reset pin pressed, which resets the wheel carrier to its normal position causes. The wheel carrier is then against the force of the not fully discharged energy accumulator adjustable. In order to exclude this possibility of adjustment, it is advisable to Assign a locking device to the reset bolt, which will then take effect in any case if, in the event of a fault, the wheel carrier is in its basic position. This is suitable preferably a hydraulic piston which is fixedly connected to the reset bolt and which 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 is a controllable valve is placed, which depends, for example, in the event of a fault is operated mechanically from the position of the reciprocating piston. When the valve is closed due to the incompressibility of the hydraulic fluid a shift of the Reset bolt essentially no longer possible.

Es ist von Vorteil, wenn einem gegebenenfalls auch mit der Feststellvorrichtung ausgestatteten Rückstellbolzen ein zweiter Kraftspeicher zugeordnet wird, der gegenläufig zum ersten Kraftspeicher auf den Rückstellbolzen permanent oder über eine entsprechende Sperreinrichtung im Fehlerfalle einwirkt. Bei dieser Ausführungsform wird der Rückstellbolzen durch die auf ihn einwirkenden Kraftspeicher in eine Mittelstellung gestellt, so daß ein so ausgebildetes Rückstellelement im normalen Lenkbetrieb positiven wie negativen Lenkwinkeln des Radträgers folgen kann, im Fehlerfalle der normalen Steuerungseinrichtung jedoch allein die Rückstellung des Radträgers in die Mittelstellung bewerkstelligt.It is advantageous if one also with the locking device equipped reset pin is assigned a second energy accumulator that runs in opposite directions to the first energy store on the reset bolt permanently or via a appropriate locking device acts in the event of an error. In this embodiment the reset bolt through the force accumulator acting on it in a central position provided so that a reset element formed in normal steering operation positive how negative steering angles of the wheel carrier can follow, in the event of a fault the normal one Control device, however, only the return of the wheel carrier to the central position accomplished.

Die zusätzlichen Steuermittel sind insbesondere für Fahrwerke von Niederflurstraßenbahnen geeignet, die in relativ engen Gleisbogen fahren und dabei eine hohe Entgleisungssicherheit auch im Fehlerfalle aufweisen sollen. Bei einem vierrädrigen Fahrwerk werden dabei die zusätzlichen Steuermittel beispielsweise nur für die beiden achsengleich angeordneten, angetriebenen Räder eines Radträgers zum Einsatz gebracht, während die beiden anderen, an einem gemeinsamen Radträger gelagerten freilaufenden Räder als selbstregelndes Einzelradmodul keiner besonderen Lenkung und Zusatzsteuerung bedürfen. Sind beide Radpaare eines Fahrwerks angetrieben, so werden die zusätzlichen Steuermittel für beide Radträger je ein Mal zum Einsatz gebracht.The additional control means are especially for chassis from Suitable for low-floor trams that travel in relatively narrow track bends while doing one should have high derailment security even in the event of a fault. With a four-wheeler The additional control means become the chassis, for example, only for the two axially arranged, driven wheels of a wheel carrier are used, while the other two, free running mounted on a common wheel carrier Wheels as a self-regulating single wheel module with no special steering and Additional controls are required. If both wheel pairs of a chassis are driven, then the additional control means for both wheel carriers used once.

Die Erfindung ist nachfolgend anhand von Ausführungsbeispielen näher erläutert.The invention is explained in more detail below on the basis of exemplary embodiments.

Es zeigen:

Figur 1
ein Laufwerk mit Stell-, Arretier- und Rückstellvorrichtungen für ein aktiv lenkbares Radpaar,
Figur 2
eine Rückstell- und Feststellvorrichtung mit einem Kraftspeicher und
Figur 3
eine Rückstell- und Arretiervorrichtung mit gegensymmetrisch angeordneten Kraftspeichern.
Show it:
Figure 1
a drive with adjusting, locking and resetting devices for an actively steerable pair of wheels,
Figure 2
a reset and locking device with an energy store and
Figure 3
a reset and locking device with oppositely arranged energy stores.

Ein Fahrwerk für Schienenfahrzeuge, insbesondere für Niederflur-Straßenbahnen weist einen Fahrwerksrahmen 1 mit in Fahrwerklängsrichtung parallel zueinander verlaufenden Längsträgern 2 auf, welche im mittleren Bereich mittels zwei Querträgern 3 und 4 verbunden sind. An einem der Querträger 3 ist ein Radträger 5 in elastischen Lagern 6 um eine horizontale Achse schwenkbar gehalten. Am Radträger 5 sind zwei Schienenräder 7 als Einzelräder frei drehbar gelagert. Zudem ist der Radträger 5 über Primärfedern 8 an der Unterseite der zugewandten Enden der Längsträger 2 elastisch abgestützt.A chassis for rail vehicles, especially for low-floor trams a chassis frame 1 with parallel to each other in the longitudinal direction of the chassis Side members 2, which in the middle area by means of two cross members 3 and 4th are connected. On one of the cross members 3 is a wheel carrier 5 in elastic bearings 6 um a horizontal axis is pivoted. There are two rail wheels 7 on the wheel carrier 5 freely rotatable as individual wheels. In addition, the wheel carrier 5 is connected to primary springs 8 the underside of the facing ends of the side members 2 is elastically supported.

An einem weiteren Radträger 9 ist ein weiteres Paar von Schienenrädern 7 achsengleich gelagert. Der Radträger 9 ist dabei ebenfalls mittels Primärfedern 8 an der Unterseite der zugehörigen, dem Radträger 5 abgewandten Enden der Längsträger 2 elastisch abgestützt und andererseits über Führungsarme in Schlitzführungen 11 des benachbarten Querträgers 4 entsprechend den Doppelpfeilen 12 verschiebbar gehalten. Die Verschiebebene liegt dabei parallel zu der die Achsen der zugehörigen Räder 7 aufnehmenden Ebene. Zudem ist der Radträger 9 in der Mitte zwischen den Schienenrädern 7 mit einem Drehzapfen 13 versehen, dessen Achse die Radachse schneidet und der spielfrei zwischen zwei in nicht näher dargestellter Weise am Fahrwerksrahmen 1 festgesetzten Wangen 14 sitzt, deren Flächennormale parallel zur Radachse liegt. Der Radträger 9 ist zudem mittels einer längsmittig verlaufenden Lenkerstange 15 am benachbarten Querträger 4 gehalten und dabei beidendig kardanisch angelenkt. Die Lenkerstange 15 ist mittig zwischen den Führungsarmen 10 des Radträgers 9 angeordnet. Die Lenkerstange 15 übernimmt dabei die Übertragung der Traktionskräfte beim Beschleunigen wie beim Bremsen, wobei das zugeordnete Radpaar 7 über je ein Getriebe 16 mit gemeinsamer Koppelwelle 17 und einem Abtriebsgetriebe 18 mit einem gemeinsamen Antriebsmotor gekuppelt sind, der zugleich eine Bremseinrichtung umfassen kann. Wahlweise kann die Koppelwelle 17 entfallen, so daß dann jedes Rad über je ein Getriebe 16 und je ein Abtriebsgetriebe 18 von je einem gemeinsamen Antriebsmotor angetrieben ist.On a further wheel carrier 9, a further pair of rail wheels 7 are axially aligned stored. The wheel carrier 9 is also 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 are supported elastically and on the other hand via guide arms in slot guides 11 of the adjacent one Cross member 4 slidably held according to the double arrows 12. The The plane of displacement is parallel to the axes of the associated wheels 7 receiving level. In addition, the wheel carrier 9 is in the middle between the Rail wheels 7 provided with a pivot pin 13, the axis of which is the wheel axis cuts and the play between two in a manner not shown on Chassis frame 1 fixed cheeks 14 sits, the surface normal parallel to Wheel axis. The wheel carrier 9 is also by means of a longitudinally extending Handlebar 15 held on the adjacent cross member 4 and gimbaled at both ends hinged. The handlebar 15 is centered between the guide arms 10 of the Wheel carrier 9 arranged. The handlebar 15 takes over the transmission of the Traction forces when accelerating and braking, with the assigned pair of wheels 7 via a gear 16 each with a common coupling shaft 17 and an output gear 18 are coupled with a common drive motor, which is also a May include braking device. Optionally, the coupling shaft 17 can be omitted, so that then each wheel via a gear 16 and an output gear 18 of one each common drive motor is driven.

Um das Spurführungsverhalten eines mit einem derartigen Fahrwerk ausgerüsteten Schienenfahrzeugs optimal zu gestalten und gefährliche Fahrzustände zu vermeiden, ist der antreibbare Radsatz 7 mit seinem Radträger 9 mittels zumindest einer Stell- und Arretiervorrichtung 19 ausgestattet, die einen hydraulisch, pneumatisch oder elektrisch angetriebenen Aktuator umfaßt. Der Aktuator 19 ist abhängig vom gewünschten Schwenkwinkel des Radträgers gegenüber dem Fahrwerkrahmen längenveränderbar und dabei einendig am Fahrwerkrahmen 1 und andererseits z. B. an einem Getriebe 16 über Gelenke 20 angelenkt. Die Wirkachse des Aktuators 19 liegt dabei parallel zu der Schwenkebene des Radträgers 9 und dabei vorliegend parallel zum benachbarten Längsträger 2 an der Außenseite ces Fahrwerkrahmens 1.The tracking behavior of a vehicle equipped with such a chassis To optimally design the rail vehicle and to avoid dangerous driving conditions the drivable wheel set 7 with its wheel carrier 9 by means of at least one adjusting and Locking device 19 equipped, a hydraulic, pneumatic or electrical driven actuator comprises. The actuator 19 is dependent on the desired one Swivel angle of the wheel carrier relative to the chassis frame and adjustable in length at one end on the chassis frame 1 and z. B. on a gear 16 Joints 20 articulated. The effective axis of the actuator 19 is parallel to that Pivot plane of the wheel carrier 9 and in the present case parallel to the neighboring one Side member 2 on the outside of the chassis frame 1.

Zusätzlich sind dem angetriebenen lenkbaren Radpaar 7 Steuermittel zugeordnet, die bei deaktivierter Stelleinrichtung 19 selbsttätig den Radträger 9 und damit die daran gelagerten Schienenräder 7 in eine Grundstellung entsprechend der Geradeausfahrt stellen und gegebenenfalls gegen eine Federkraft arretieren. Hierzu wird die Aktuatoranordnung 19 wirkungsmäßig vom Radträger 9 entkoppelt, was beispielsweise durch Druckentlastung von pneumatischen oder hydraulischen Arbeitszylindern erfolgt oder bei einem elektromotorischen Spindelantrieb durch Anwendung eines nicht selbstsperrenden Spindelantriebs oder durch Lösen der Gewindespindel-Mutter-Verbindung bewerkstelligt werden kann. In addition, 7 driven means are assigned to the driven steerable wheel pair, which at deactivated actuating device 19 automatically the wheel carrier 9 and thus the on it mounted rail wheels 7 in a basic position corresponding to the straight ahead position and if necessary lock against spring force. For this, the Actuator arrangement 19 is effectively decoupled from the wheel carrier 9, which for example by relieving the pressure of pneumatic or hydraulic working cylinders or in the case of an electromotive spindle drive by using one not self-locking spindle drive or by loosening the threaded spindle-nut connection can be accomplished.

Die für die Rückstellung im Notfall oder bei bestimmten Betriebszuständen vorgesehenen Steuermittel umfassen eine Rückstellvorrichtung 21, die auf einem Energiespeicher beruht, der beispielsweise nach dem Federspeicherprinzip oder dem hydraulischen Druckspeicherprinzip arbeitet und die im Notfall die Kraft zur Rückstellung der gelenkten Fahrwerkskomponente 7, 9 gegen die aktuell wirkenden Spurführungskräfte, die Trägheit der zu lenkenden Fahrwerkskomponente 7,9 sowie die Trägheit und die Reibungs- und Dämpfungskräfte der aktiven Fahrwerkskomponente 7, 9 bereitstellt. Der vorgespannte Energiespeicher ist vorzugsweise während des üblichen Lenkbetriebes gegenüber der Lenk- bzw. Stelleinrichtung 19 entkoppelt; er kann jedoch auch ständig abhängig von der Lenkbewegung gespannt und entspannt werden. Dies erfordert jedoch zusätzlichen Kraftaufwand durch die Stellvorrichtung 19. Die Rückstelleinrichtung 21 ist in analoger Anordnung zur Stellvorrichtung 19 als weg- oder längenveränderbares Element ausgebildet, das über Gelenke 22 einendig außen am Längsträger 2 des Fahrwerkrahmens 1 und anderenends am zugehörigen Getriebe 16 bzw. am Radträger 9 angelenkt ist. Dabei ist es möglich, die Stelleinrichtung und die Rückstelleinrichtung paarweise jedem der beiden angetriebenen Räder 7 zuzuordnen oder die Stelleinrichtung in die Rückstelleinrichtung zu integrieren, wie es in Figur 3 vorgeschlagen wird.The intended for resetting in an emergency or in certain operating conditions Control means comprise a reset device 21, which is located on an energy store is based, for example, on the spring-loaded principle or the hydraulic Pressure accumulator principle works and in an emergency the power to reset the steered Chassis component 7, 9 against the currently acting guidance forces, the inertia the chassis component to be steered 7.9 as well as the inertia and the friction and Damping forces of the active chassis components 7, 9 provides. The biased Energy storage is preferably compared to during normal steering operation Steering or actuating device 19 decoupled; however, it can also depend on the Steering movement can be excited and relaxed. However, this requires additional Force required by the adjusting device 19. The resetting device 21 is analog Arrangement to the actuating device 19 as a path or length-variable element formed, the one-sided joints 22 outside on the side member 2 of the chassis frame 1 and at the other end is articulated on the associated gear 16 or on the wheel carrier 9. there it is possible to pair the adjusting device and the resetting device each of the assign two driven wheels 7 or the actuator in the Integrate reset device, as proposed in Figure 3.

Die Rückstelleinrichtung 21 weist ein Gehäuse 23 auf, in dem axial verschiebbar ein Rückstellbolzen 24 gelagert ist. Zudem befindet sich in dem Gehäuse 23 ein Energiespeicher in Form einer mechanisch vorgespannten Wendelfeder 25, deren Kraftrichtung in Achsrichtung des Rückstellbolzens 24 steht und die unmittelbar auf den Rückstellbolzen 24 einwirken kann, wenn keine betriebsmäßige Entkopplung vorgesehen ist.The reset device 21 has a housing 23 in which an axially displaceable Reset bolt 24 is mounted. In addition, there is a in the housing 23 Energy storage in the form of a mechanically preloaded coil spring 25, the Direction of force is in the axial direction of the reset bolt 24 and directly on the Reset bolt 24 can act if no operational decoupling is provided is.

Eine entkoppelbare Anordnung ist in den Figuren 2 und 3 für die Rückstelleinrichtung 21 gezeigt. Hierzu ist der Feder 25 eine Sperrvorrichtung zugeordnet, bei der zwischen Feder 25 und Rückstellbolzen 24 ein Hubkolben 26 eingefügt ist, der Teil einer hydraulisch gesteuerten Hubeinrichtung mit einem in das Gehäuse 23 integrierten Hubraum 27 ist. Der Hubraum 27 steht mit einer Druckpumpe 28 über ein steuerbares Ventil 29 in Verbindung und wird mit Hydraulikflüssigkeit gefüllt, so daß sich der mit der Feder 25 in Eingriff stehende Hubkolben 26 zur Feder 25 hin stellt und dieselbe durch axiales Zusammendrücken unter erhöhte mechanische Vorspannung setzt. Der Hubkolben 26 steht damit außerhalb des axialen Verschiebebereichs des Rückstellbolzens 24, so daß sich derselbe frei gemäß den Lenkbedingungen des zugehörigen Radsatzes bewegen kann. Dabei übergreift der Hubkolben 26 das zugewandte Ende des Rückstellbolzens 24 konzentrisch mittels eines Führungsrohres 30, das dichtend durch den Hubraumboden 31 geführt ist. Auf dem Rückstellbolzen 24 befindet sich ein Steuerkolben 32.A decouplable arrangement is shown in FIGS. 2 and 3 for the reset device 21 shown. For this purpose, the spring 25 is assigned a locking device, in which between the spring 25 and reset bolt 24, a reciprocating piston 26 is inserted, which is part of a hydraulic Controlled lifting device with a displacement 27 integrated into the housing 23. The displacement 27 is in with a pressure pump 28 via a controllable valve 29 Connection and is filled with hydraulic fluid, so that with the spring 25 in Engaging reciprocating piston 26 to the spring 25 and the same by axial Squeezing under increased mechanical preload. The reciprocating piston 26 is thus outside the axial displacement range of the reset bolt 24, so that it moves freely according to the steering conditions of the associated wheelset can. The reciprocating piston 26 overlaps the facing end of the reset bolt 24 concentrically by means of a guide tube 30, which seals through the displacement floor 31 is led. A control piston 32 is located on the reset bolt 24.

Im Notfall oder wahlweise deaktivierten Zustand des Aktuators 19 wird der Hubraum 27 druckentlastet. Dadurch bewegt die Feder 25 den Hubkolben 26 mit seinem Führungsrohr 30 zum Steuerkolben 32 hin. Dabei ist der Hubweg des Hubkolbens 26 vorzugsweise so begrenzt, daß der Rückstellbolzen 24 durch den Hubkolben oder das Führungsrohr nur bis in die in Figur 2 dargestellte Mittelstellung bewegt wird. Die Länge des Rückstellelements 21 zwischen den Gelenken 22 entspricht dann der Grundeinstellung des Radträgers 9 bei Geradeausfahrt. Um diese Stellung halten zu können, wenn nicht ein entsprechendes Rückstellelement 21 auch parallel zum Aktuator 19 am gegenüberliegenden Schienenrad vorgesehen ist, ist dem Rückstellbolzen 24 unter Zuhilfenahme des Steuerkolbens 32 eine Feststellvorrichtung zugeordnet. Hierzu läuft der Steuerkolben 32 in einem zwei Hydraulikkammern 33, 34 aufweisenden Hydraulikraum, aus dem der Rückstellbolzen 24 dicht nach außen führt. Die Hydraulikkammern 33 und 34 sind mit Hydraulikflüssigkeit gefüllt und kommunizieren über eine Verbindungsleitung 35 miteinander, in welche ein steuerbares Ventil 36 gelegt ist. Sobald hierbei bei entsperrtem Energiespeicher 25 der Rückstellbolzen 24 seine in vollen Linien dargestellte Mittelstellung erreicht, wird das sonst offene Ventil 36 geschlossen. Infolge der Inkompressibilität der Hydraulikflüssigkeit wird dadurch mittels des Steuerkolbens 32 der Rückstellbolzen 24 gegen Verschieben gesichert und damit festgesetzt. Dieses Arretieren kann nach freier Wahl jederzeit bzw. in jeder Lenkstellung erfolgen, um im üblichen Lenkbetrieb stabile Lenkverhältnisse z.B. im konstanten Bogen oder bei Geradeausfahrt zu schaffen.In an emergency or optionally in the deactivated state of the actuator 19, the displacement 27 becomes depressurized. As a result, the spring 25 moves the reciprocating piston 26 with its guide tube 30 to the control piston 32. The stroke of the piston 26 is preferably so limited that the reset pin 24 through the piston or the guide tube only up is moved into the central position shown in Figure 2. The length of the reset element 21 between the joints 22 then corresponds to the basic setting of the wheel carrier 9 Straight ahead. To be able to hold this position, if not a corresponding one Reset element 21 also parallel to the actuator 19 on the opposite rail wheel is provided, the reset bolt 24 with the aid of the control piston 32 Locking device assigned. For this purpose, the control piston 32 runs in two Hydraulic chambers 33, 34 having hydraulic space from which the reset bolt 24 leads close to the outside. The hydraulic chambers 33 and 34 are filled with hydraulic fluid filled and communicate with each other via a connecting line 35, in which one controllable valve 36 is placed. As soon as the energy storage device 25 is unlocked Reset bolt 24 reaches its middle position shown in full lines, it will otherwise open valve 36 closed. Due to the incompressibility of the hydraulic fluid is thereby by means of the control piston 32 of the reset pin 24 against displacement secured and thus fixed. This locking can be made at any time or in as desired every steering position to ensure stable steering conditions in normal steering operation e.g. in the to create a constant curve or when driving straight ahead.

Anstelle von zwei gegengleich auf den Radträger 9 einwirkenden einfachen Rückstellvorrichtungen nach Figur 2 kann gemäß Figur 3 einem Rückstellelement 21 zusätzlich die Funktion der Rückstellung in die Grundeinstellung zugeordnet werden. Hierzu ist gemäß Figur 3 bei sonst gleichem Aufbau der Rückstelleinrichtung nach Figur 2 ein zweiter Energiespeicher 25 mit Feststelleinrichtung 26, 27 zugeordnet. Demnach ist axial beiderseits der gemeinsamen Feststelleinrichtung mit dem Steuerkolben 32 je ein gleich stark bemessener Energiespeicher 25 vorgesehen, wobei diese Energiespeicher gegengleich mit der Feststellvorrichtung 32 bis 36 zusammenwirken. Die Sperreinrichtungen werden dann dabei gemeinsam von der Hydraulikpumpe 28 über das Ventil 29 beaufschlagt. Sobald die gemeinsam auszulösenden Sperreinrichtungen entriegelt werden, die Druckräume 27 also hydraulisch entlastet werden, drücken die Federn 25 den jeweils zugeordneten Hydraulikkolben 26 von entgegengesetzten Seiten her zum Steuerkolben 32 hin, der dann durch die freien Enden der Führungsrohre 30 in die in Figur 3 bereits dargestellte Mittenlage des Rückstellbolzens 24 bewegt wird. Die dann wirksame Länge der Rückstellvorrichtung 21 entspricht wieder dem Abstand, den die Gelenke 22 aufweisen, wenn der Radträger 9 seine Grundstellung für Geradeausfahrt erreicht hat. Auch bei diesem Stellvorgang ist das Ventil 36 geöffnet und wird nach Abschluß der Stellbewegung geschlossen, so daß die hydraulische Arretierung des Rückstellbolzens 24 gesichert ist. Auch hier ist eine Arretierung unter bestimmten üblichen Betriebsverhältnissen frei wählbar.Instead of two simple oppositely acting on the wheel carrier 9 Reset devices according to FIG. 2 can have a reset element 21 according to FIG. 3 in addition, the function of resetting can be assigned to the basic setting. For this purpose, according to FIG. 3, the restoring device according to FIG. 2 is otherwise identical a second energy store 25 with locking device 26, 27 is assigned. So is axially on both sides of the common locking device with the control piston 32 each Energy store 25 of the same size is provided, these energy stores cooperate with the locking device 32 to 36. The 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 unlocked, the pressure chambers 27 are hydraulically relieved, press the Springs 25 each associated hydraulic piston 26 from opposite sides forth to the control piston 32, which then through the free ends of the guide tubes 30 in the center position of the reset bolt 24 already shown in FIG. 3 is moved. The then effective length of the reset device 21 again corresponds to the distance that the Have joints 22 when the wheel carrier 9 is in its basic position for straight travel has reached. In this setting process, the valve 36 is open and is after Completion of the actuating movement closed, so that the hydraulic locking of the Reset bolt 24 is secured. Here, too, there is a lock under certain customary operating conditions freely selectable.

Die Rückstelleinrichtung nach Figur 2 oder Figur 3 kann jedoch auch ohne baulichen Zusatzaufwand die Funktion des Aktuators 19 übernehmen. Hierzu brauchen dann die zu den Hydraulikkammern 33, 34 führenden Hydraulikleitungen 35 nur über weitere steuerbare Ventile 37 bzw. 38 an eine Druckquelle angeschlossen zu werden. Bei geschlossenem Ventil 36 können dann die Hydraulikkammern 33 bzw. 34 getrennt mit unter Druck stehender Hydraulikflüssigkeit beschickt werden, so daß der Rückstellbolzen 24 über den Steuerkolben 32 abhängig von der Druckdifferenz in den Kammern 33, 34 zwangsverstellt werden kann. Hierzu brauchen lediglich die Ventile 37 und 38 entsprechend den Lenkbedingungen für den Radträger 9 bzw. die zugehörigen Schienenräder 7 gesteuert zu werden. Diese Ventile 37, 38 schließen automatisch bei Ausfall der für die Lenkung verantwortlichen Steuereinrichtung, so daß dann nur mehr die Rückstellvorrichtung wirksam ist. In diesem Fall ist dann der während der üblichen Lenk- und Steuervorgänge gegebene Freilauf des Rückführungsbolzens 24 im Gehäuse 26 verriegelt. Selbst bei nicht wirksamer Feststelleinrichtung bleibt hier die durch den ausgelösten Energiespeicher 25 vorbestimmte Position bezüglich der Grundstellung des Radträgers bestehen und kann in diesem Falle nur gegen die Kraft des/der weiterhin vorgespannten Energiespeicher/s 25 bewegt werden. The reset device according to FIG. 2 or FIG. 3 can, however, also be constructed without Take on the additional function of the actuator 19. Then you need to the hydraulic chambers 33, 34 leading hydraulic lines 35 only via further controllable valves 37 and 38 to be connected to a pressure source. at When the valve 36 is closed, the hydraulic chambers 33 and 34 can then be separated pressurized hydraulic fluid are charged so that the reset bolt 24 via the control piston 32 depending on the pressure difference in the chambers 33, 34 can be forcibly adjusted. All that is needed is valves 37 and 38 according to the steering conditions for the wheel carrier 9 or the associated Rail wheels 7 to be controlled. These valves 37, 38 close automatically Failure of the control device responsible for the steering, so that only the Reset device is effective. In this case, the and control processes given free running of the return bolt 24 in the housing 26 locked. Even if the locking device is not effective, it remains here triggered energy storage 25 predetermined position with respect to the basic position of the Wheel carrier exist and in this case can only continue against the force of the / the biased energy storage / s 25 are moved.

Die betriebsmäßige Lenkung durch einen Aktuator 19 und die automatische Rückstellung des Radträgers 9 in die Grundstellung bei deaktivierter automatischer Lenkung unter Anwendung der Rückstelleinrichtung 21 ist auch anwendbar, wenn die zu lenkenden Räder 7 einzeln um entsprechende Hochachsen schwenkbar sind. Es ist dann nur jedem dieser zu lenkenden Räder 7 ein Aktuator 19 und eine Rückstelleinrichtung 21 zuzuordnen, wobei diese Bauteile 19, 21 für ein mit Spurstange (39) oder hydraulisch gekoppeltes Radpaar auch in einer kombinierten Anordnung insbesondere nach Figur 3 ausgeführt sein können. Von Vorteil ist auch, daß die Feststellvorrichtung zur Fixierung der Grundstellung des Radträgers 9 nicht nur im Versagensfall der normalen Steuereinrichtung anwendbar ist, sondern zur Arretierung auch dann wirksam sein kann, wenn im normalen Betrieb Geradeausfahrt oder konstante Kurvenfahrt gegeben ist. Dann kann durch Fixierung der Lenkeinstellung während dieser Betriebsphasen eine vereinfachte Steuerung erfolgen. Es ist dabei lediglich nötig, daß im Versagensfall der Lenksteuerung die zur Lenkung erforderlichen Ventile 37 und 38 schließen und das der Entlastung dienende Ventil 36 geöffnet wird, damit der Kraftspeicher 25 die Rückstelleinrichtung in die Lage für Geradeausfahrt stellen kann. Die Arretierung dieser Stellung kann dann wieder durch mechanisches Schließen des Entlastungsventils 36 abhängig von der Lage der Sperreinrichtung 26, 27 erfolgen. Die Sperreinrichtung wird jedoch sofort dann wieder in Sperrstellung mit Aufladung des Energiespeichers 25 gebracht, wenn durch die aktiven Komponenten der Lenkvorgang wieder eingeleitet wird.The operational steering by an actuator 19 and the automatic reset of the wheel carrier 9 in the basic position with the automatic steering deactivated Application of the reset device 21 is also applicable when the to be steered Wheels 7 are individually pivotable about corresponding vertical axes. Then it's just everyone of these wheels 7 to be steered, an actuator 19 and a resetting device 21 assign, these components 19, 21 for one with tie rod (39) or hydraulic coupled pair of wheels also in a combined arrangement, in particular according to FIG. 3 can be executed. It is also advantageous that the locking device for fixing the Basic position of the wheel carrier 9 not only in the event of normal failure Control device is applicable, but can also be effective for locking, if straight driving or constant cornering is given in normal operation. Then can a by fixing the steering adjustment during these operating phases simplified control. It is only necessary that the Steering control close the valves 37 and 38 required for steering and that of Relief serving valve 36 is opened so that the energy accumulator 25 Reset device in the position for driving straight ahead. Locking this The position can then again be achieved by mechanically closing the relief valve 36 depending on the position of the locking device 26, 27 take place. The locking device is but then immediately again in the blocking position with charging of the energy store 25 brought when the steering process is initiated again by the active components.

Daneben ist es möglich, alle vier Räder 7 anzutreiben. Dann erfolgt der Antrieb des zweiten Radpaares in gleicher Weise wie der Antrieb des ersten Radpaares gemäß Figur 1.In addition, it is possible to drive all four wheels 7. Then the drive of the second pair of wheels in the same way as the drive of the first pair of wheels according to FIG. 1.

Claims (19)

  1. A running gear with several wheels (7) for a railway car, in particular for low floor tramways, with a running gear frame (1) and at least one wheel carrier (9) having at least one wheel (7), wherein the wheel carrier (9) can be limitedly swiveled with respect to the running gear frame (1) parallel to a plane receiving the running gear frame (1) in relation to a base position, with a regulating device (19) situated between the wheel carrier (9) and the running gear frame (1) and actively controllable for normal steering operation, characterized by additional control means (21) for emergency situations allocated to the regulating device (19), which can be triggered with the regulating device (19) deactivated, and automatically set and lock the wheel carrier (9) in its base position.
  2. The running gear according to claim 1, characterized by the fact that the additional control means have an at least limitedly variable readjusting device (21) for emergency situations, which is coupled with the wheel carrier (9) on the one hand and the running gear frame (1) on the other, and which has an energy storage mechanism (25), whose active power is geared towards a predetermined setting of the readjusting device (21).
  3. The running gear according to claim 2, characterized in that the energy storage mechanism (25) is provided with an allocated, optionally actuatable locking device (26-29), wherein the readjusting device (21) is set to a predetermined length with the energy storage mechanism (25) actuated.
  4. The running gear according to claim 2 or 3, characterized in that the readjusting device (21) has a controllable fixing device (33-35), which optionally locks it in its set length.
  5. The running gear according to at least one of claims 2-4, characterized in that the readjusting device (21) has a casing (23) and an axially adjustable readjusting bolt (24) accommodated therein, and that the energy storage mechanism (25) is arranged between the casing (23) and readjusting bolt (24).
  6. The running gear according to at least one of claims 2-5, characterized in that the energy storage mechanism (25) is a mechanical spring, which sits in the axial extension of the readjusting bolt (24), and that the locking device (26-29) is situated between the spring (25) and the readjusting bolt (24), and axially decouples the readjusting bolt (24) relative to the tensioned spring with free running.
  7. The running gear according to claim 6, characterized in that the locking device has a hydraulically controlled lifting device (26, 27) with a lifting piston (26), which is situated between the readjusting bolt (24) and spring (25), and on which the spring sits up on the side facing away from the readjusting bolt.
  8. The running gear according to at least one of claims 4-7, characterized in that the fixing device has a control piston (32) rigidly connected with the readjusting bolt (24), which runs within a hydraulic space with two hydraulic chambers (33, 34), which are filled on both sides of the control piston (32) with hydraulic fluid, and that the hydraulic chambers (33, 34) communicate via a hydraulic line (35), and that a controllable valve (36) is placed in the hydraulic line (35).
  9. The running gear according to at least one of claims 4-8, characterized in that an equally strongly dimensioned energy storage mechanism (25) with allocated locking device (26-39) is provided axially on either side of the fixing device (32-36), that the energy storage mechanisms (25) interact in a diametrically opposed manner with the fixing device (32-36), and set the readjusting piston (24) in a longitudinal midpoint with the energy storage mechanisms (25) actuated and unlocked.
  10. The running gear according to at least one of claims 8 or 9, characterized in that a hydraulic control line leads into each hydraulic chamber (33, 34) of the fixing device, with the control lines being interconnected by means of a controllable regulating field (35).
  11. The running gear according to at least one of claims 1-10, characterized in that two axially identically arranged wheels (7) are mounted on a shared wheel carrier (9), and that the wheel carrier (9) is mounted on the running gear frame so that it can pivot in a pivot point (13) around a height axis.
  12. The running gear according to claim 11, characterized in that a controllable regulating device (19) is coupled to the wheel carrier (9) in the area of at least one wheel (7), whose other end is coupled to the running gear frame, and that a readjusting device (21) is coupled to the wheel carrier (9) in the area of at least one wheel (7), whose other end is coupled to the running gear frame.
  13. The running gear according to claim 11 or 12, characterized in that a fixing device is allocated to the regulating device and/or a fixing device is allocated to the readjusting device.
  14. The running gear according to claim 11, 12 or 13, characterized in that the pivot (13) of the wheel carrier (9) lies in a bogie pin (13) secured to the wheel carrier (9), whose axis intersects the wheel axle, and which sits free from play between two bearers (14) secured to the running gear frame (1), whose surface normal lies parallel to the wheel axle, that the bogie pin (13) is arranged at the longitudinal midpoint of the running gear frame, that the wheel carrier (9) is held on a transverse beam (4) of the running gear frame (1) by means of a pull rod (15), that guiding arms (10) are provided on the wheel carrier (9) symmetrically to the pull rod (15), and supported against the adjacent transverse beam (4) in a transversely moveable manner, and that primary springs (8) are provided between the wheel carrier (9) and running gear frame (9) adjacent to the wheels (7).
  15. The running gear according to at least one of claims 11-14, characterized in that the two wheels (7) are drive-coupled by means of a shared gearing (16, 17, 18).
  16. The running gear according to at least one of claims 1-15, characterized in that two wheel pairs are allocated to the running gear frame (1), of which one wheel pair has no drive.
  17. A method for controlling a running gear according to at least one of claims 1-16, characterized in that, during normal steering operation, the desired pivoting angle of the wheel carrier (9) relative to the running gear frame (1) is set by an actively controllable regulating device (19), and that the wheel carrier (9) is set and then locked in a predetermined base position given a failure of the actively controllable regulating device (19).
  18. The running gear according to at least one of claims 11-14, characterized in that the two wheels (7) of a wheel pair are each drive-coupled with separate gearings (16, 18).
  19. The running gear according to at least one of claims 1-15 and 18, characterized in that two driven wheel pairs are allocated to the running gear frame (1).
EP99939774A 1998-06-13 1999-05-28 Running gear for a rail vehicle Expired - Lifetime EP1087881B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19826446 1998-06-13
DE19826446A DE19826446C2 (en) 1998-06-13 1998-06-13 Running gear for a rail vehicle
PCT/EP1999/003700 WO1999065753A1 (en) 1998-06-13 1999-05-28 Running gear for a rail vehicle

Publications (2)

Publication Number Publication Date
EP1087881A1 EP1087881A1 (en) 2001-04-04
EP1087881B1 true 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)

* Cited by examiner, † Cited by third party
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)

* Cited by examiner, † Cited by third party
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

Also Published As

Publication number Publication date
PT1087881E (en) 2003-02-28
NO20006176D0 (en) 2000-12-05
HUP0102467A2 (en) 2001-11-28
ES2184489T3 (en) 2003-04-01
IL140081A0 (en) 2002-02-10
WO1999065753A1 (en) 1999-12-23
NO20006176L (en) 2000-12-05
DE19826446A1 (en) 1999-12-23
DE19826446C2 (en) 2000-06-08
EP1087881A1 (en) 2001-04-04
HU222999B1 (en) 2004-01-28
HUP0102467A3 (en) 2002-02-28
DE59902767D1 (en) 2002-10-24
PL344688A1 (en) 2001-11-19

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