EP1373048A1

EP1373048A1 - Self-steering, three-axle bogie

Info

Publication number: EP1373048A1
Application number: EP02737906A
Authority: EP
Inventors: Wolfgang Auer
Original assignee: Bombardier Transportation GmbH
Current assignee: Alstom Transportation Germany GmbH
Priority date: 2001-03-27
Filing date: 2002-03-27
Publication date: 2004-01-02
Anticipated expiration: 2022-03-27
Also published as: ATE370043T1; RU2278040C2; CA2442122C; CN1500046A; US7007611B2; JP2004523426A; RO121258B1; AU2002312784B2; US20040149162A1; DE50210704D1; DE10115960A1; ZA200307488B; UA74248C2; KR20030093277A; KR100916438B1; CN1309611C; WO2002081284A1; RU2003130222A; ES2292767T3; EP1373048B1

Abstract

A self-steering, three-axle bogie, in particular for a rail vehicle, comprising wheel sets and wheel set bearing housings allocated to the sets. The outer wheel sets are counter-coupled and can be displaced in a longitudinal direction and the central wheel set can be displaced in a transverse direction. The wheel set bearing housings on each side of the running gear are coupled to the wheel set bearing housings lying on the same side.

Description

Self-steering, three-axis barrel part

The invention relates to a self-steering, three-axle bogie, in particular for a rail vehicle, with wheel sets and associated wheel set bearing housings, the outer wheel sets being coupled in opposite directions and being movable in the longitudinal direction and the central wheel set being movable in the transverse direction and being involved in the control system, and wherein the the wheelset bearing housings on one chassis side and / or the wheelset bearing housings on the other chassis side are exclusively coupled to the wheelset bearing housings on the same chassis side.

The invention is particularly suitable for use in rail vehicles, especially locomotives. However, it is not limited to this.

A self-steering, three-axis barrel part for a rail vehicle is known for example from DE 38 24 709 C2. The disadvantage of this moving part is that the center wheel set is not involved in the control system, but only the outer wheel set advancing in the direction of travel and the outer wheel set trailing in the direction of travel are steered via corresponding steering linkages. As a result, the ability of the chassis to adapt to narrower radii of curvature is severely limited, so that there are disadvantageously high tracking forces in tight bends.

To remedy this disadvantage, it was proposed to also include the center wheel set in the control system. DE 44 15 294 AI, for example, discloses a corresponding self-steering, three-axis barrel with so-called steering beams, via which the wheel bearing housing of the two chassis sides are coupled. The disadvantage here is that the cross Connection between the chassis sides via the steering beam installation space, possibly also inside the chassis, is claimed.

From DE 41 42 255 C2 a generic three-axis barrel part is known. In this, the outer wheel sets are coupled in opposite directions and arranged to be movable in the longitudinal direction of the vehicle. The center wheel set is movable in the transverse direction, that is to say transversely to the longitudinal direction, and is involved in the control system. The described mobility is ensured in each case by conventional spring elements, via which the wheel sets are attached to the drive frame. This barrel part remedies the disadvantage just mentioned, in that the wheelset bearing housings are only coupled to one another on the respective chassis side and - apart from the (internal) connection via the respective wheelsets - no (external) coupling between the wheelset bearing housings in the sense of the present description is provided on both chassis sides. The coupling between adjacent wheelset bearing housings takes place via a rotary lever. Although this configuration saves considerable installation space, it has the following disadvantages. Although the involvement of the center wheel set in the control enables adaptation to almost any track curvature, depending on the track curvature, there is nevertheless a more or less large run-up angle between the wheel flange of the respective outer wheel set and the outer rail, which increases wear and tear therefore has a negative impact on the service life of the wheelset.

US Pat. No. 4,679,507 describes a further generic three-axle bogie for rail vehicles, in which the handlebar and angle lever engage on the wheel set bearing housing of the central wheel set. The wheelset bearing housing is coupled to one another via rotary levers and handlebars, with the rotary levers striking the middle wheel set on the wheelset bearing housing with a certain amount of play via buffers. The center wheel set is transverse to the longitudinal or driving direction via special handlebars guided. The disadvantage here is that at least two different connection points on the wheelset bearing are required, so that this solution is relatively complex to implement.

The present invention is therefore based on the object of specifying a generic bogie which does not have the described disadvantages of the prior art or at least to a lesser extent and ensures a good reduction in the starting angle, in particular with a simple structure.

This object is achieved on the basis of a self-steering, three-axle bogie according to the preamble of claim 1 by the features specified in the characterizing part of claim 1.

The present invention is based on the technical teaching that a simply constructed generic bogie is obtained which ensures a good reduction in the run-on angle when adjacent wheel set bearing housings are coupled via a handlebar rod-rotary lever configuration to a first rotary lever which is connected to the associated one Wheelset bearing housing of the central gear set is rotatably connected.

This combination of handlebars and rotary levers gives the arrangement according to the invention, on the one hand, an additional degree of freedom in the plane parallel to the track plane compared to the solution known from DE 41 42 255 C2. While in the known arrangement the angular position of the respective outer wheel set relative to the rail, i.e. the run-up angle, is predetermined and unchangeable by the angle levers for a certain track curvature, the respective outer wheel set in the solution according to the invention can thanks to this additional degree of freedom due to the prevailing starting forces on the outer rail in set essential radial. This significantly reduces the run-up angle. As a rule, a reduction to substantially zero is possible, which advantageously significantly reduces the wear of the wheel sets. The configuration according to the invention with the first rotary lever, which is rotatably connected to the associated wheel set bearing housing of the central wheel set, additionally has the advantage that it is a very simple, space-saving arrangement which additionally has the function of a guide, in particular of the Lateral guidance of the center wheel set fulfilled. Advantageously, no additional functional components - for example, corresponding links, as are known from US Pat. No. 4,679,507 - are therefore required for this guidance.

The handlebar pivot lever configuration is preferably designed and arranged such that a run-up angle of less than 10 ° is established between the outer wheel of the respective outer wheel set with respect to the track curve and the outer rail of the track curve. This can be achieved by appropriate selection of the length of the handlebars and rotary levers and the arrangement of the articulation or pivot points. The starting angle is preferably less than 5 °. More preferably, the thrust angle that arises in curves is essentially 0 °, so that the wear of the wheel rim on the outer wheel is reduced to a minimum.

The coupling of wheelset bearing housings can be done on one side as well as on both sides, i.e. H. both on one chassis side and on both chassis sides. In advantageous variants of the bogie according to the invention, it is provided that the couplings of the wheelset bearing housing on one chassis side are implemented symmetrically to the longitudinal axis of the rail vehicle, also on the wheelset bearing housings on the other chassis side. As a result, particularly good steering behavior is achieved regardless of the orientation of the track curve that is driven through, which leads to uniform wear of the wheels of the respective wheel set.

In preferred variants of the bogie according to the invention, one - at least in the neutral position with a straight track - is First handlebar arranged obliquely to the longitudinal direction between a first joint on the first rotary lever and a second joint on the wheel set bearing housing of a first outer wheel set. The inclination of the first handlebar favorably favors a radial alignment of the outer wheel set with respect to the track curve and thus the reduction in the run-up angle due to the movement component thus achieved inward of the track curve.

A steering behavior that is particularly favorable with regard to the reduction in the starting angle results in constellations in which a correspondingly inclined first handlebar is provided on both chassis sides.

The first rotary lever can in principle be of any design. It is preferably designed as an angle lever with a first and second arm and a rotational axis fixed to the frame, since a particularly simple configuration is hereby achieved.

In the neutral division, the first arm is preferably oriented transversely, more preferably perpendicularly, to the longitudinal axis of the vehicle in order to achieve correspondingly large adjusting movements as a function of the transverse movements of the center wheel set, which allow optimal adaptation to a wide range of track curvatures.

The first rotary lever can be connected at any point of the associated wheel set bearing of the central wheel set via a third joint arranged on its second arm. The first rotary lever is preferably connected to the end face of the wheel set bearing of the central wheel set facing it via a third joint arranged on its second arm, since this results in an arrangement that is particularly easy to manufacture and maintain.

A particularly favorable transmission of movement also results if the pivot point of the first rotary lever and the attachment Steering point of the first rotary lever on the wheel set bearing of the center wheel set lie on a line which is essentially parallel to the longitudinal position of the vehicle in the neutral position. For this purpose, the second arm of the first rotary lever designed as an angle lever can be directed substantially in the longitudinal direction of the vehicle, for example in the neutral position.

In preferred variants of the bogie according to the invention, which are of a particularly simple design, it is provided that a second rotary lever with a fixed axis of rotation is assigned to the wheelset bearing housing of a second outer wheel set. A second handlebar rod leading to the wheel set bearing housing of the second outer wheel set acts on a fourth joint of the second rotary lever. A fifth joint of the second rotary lever, which is arranged beyond the axis of rotation in the neutral position with respect to the longitudinal direction of the vehicle, is connected to a third handlebar which leads to a joint on the first rotary lever. This configuration with the second rotary lever allows the opposite coupling of the first and second outer wheel sets to be realized in a simple manner.

The second rotary lever can be designed in any way. It is preferably designed as a simple linear lever.

The position of the axis of rotation of the second rotary lever between the fourth and fifth joint can be selected depending on the desired or required movement translation between the wheelset bearing housing of the center wheel set or the first rotary lever and the wheelset bearing housing of the second outer wheel set. In preferred variants, the second rotary lever has a central axis of rotation.

The third handlebar can be articulated on the first rotary lever. The third handlebar preferably leads into the area of the first joint on the first rotary lever in order to achieve a particularly favorable transmission of movement. The third handlebar preferably leads to the first joint on first rotary lever in order to achieve a particularly simple design, since then only one joint is required there for articulating the first and third handlebars.

Further advantages of the invention lie in the fact that no additional installation space is required in the interior of the undercarriage and at the same time the middle wheel set is also involved in the control system, and thus all three wheel sets are used for controlling when cornering. Another advantage is that only existing connection points are used on the wheelset bearing housings and only relatively few parts are required.

The active participation of the center wheel set on the control system makes it easier to overcome the horizontal spring deflection forces of the wheel set springs which oppose the control movement, and in particular in the case of smaller radii of radii, which require larger horizontal deflections of the wheel set springs for the radial position, the alignment of the wheel set shaft to the center of the bow is improved.

Expedient refinements and developments of the invention result from the subclaims or the description below of a preferred exemplary embodiment, which refers to the attached drawing. , It shows:

Fig. 1 is a schematic representation of the drive of a preferred embodiment of the self-steering, three-axis bogie according to the invention.

Fig. 1 shows a drive 1 of a three-axle bogie according to the invention for a rail vehicle. This has a bogie frame, not shown in FIG. 1, consisting of longitudinal and cross members.

The wheelset bearing housings 2 to 7 of the three wheel sets 8, 9, 10 are fastened to the longitudinal members via spring elements (not shown), namely wheel set bearing housings 2, 3 for the first Wheelset 8, which is referred to below as the first outer wheel set, the wheel set bearing housing 4, 5 for the second wheel set 9, which is referred to below as the center wheel set, and the wheel set bearing housing 6, 7 for the third wheel set 10, hereinafter referred to as the second outer wheel set becomes. The wheel sets 8, 9, 10 comprise running wheels 11. The wheel sets 8, 9, 10 can be driven by drive motors, not shown, for example Tatzlager- or rack motors.

The wheelset bearing housings 2, 3, 6, 7 of the two outer wheel sets 8, 10 can be moved, inter alia, in the direction of travel or opposite to the direction of travel of the rail vehicle, which is indicated by directional arrows xl, x2. The Radsatzlageheh use 4, 5 of the center wheel set 9 are movable perpendicular to the direction of travel of the rail vehicle, among other things, which is indicated by directional arrows yl, y2.

The wheelset bearing housings 2, 3, 4, 5, 6, 7 are each only coupled on the same chassis side via handlebar-bar-rotary lever configurations.

A first handlebar 12, which is arranged obliquely to the longitudinal direction of the vehicle in the neutral position shown in FIG. 1, is arranged between a first joint 13 of a first rotary lever in the form of an angle lever 14 and a second joint 15 on the wheel set bearing housing 3 of the first outer wheel set 8.

The angle lever 14 has a first arm 14.1 and a second arm 14.2, which have approximately the same length in the example shown, but can also have different lengths in other variants depending on the desired translation of movement.

In the neutral position shown, the first arm 14.1 is oriented essentially perpendicular to the longitudinal direction of the vehicle, while the second arm 14.2 is oriented essentially parallel to the longitudinal direction of the vehicle in this position. The angle lever 14 has an axis of rotation 16 fixed to the frame and is connected via the third joint 17 at the end of its second arm 14.2 to the end face of the wheel set bearing 5 of the center wheel set 9 facing it.

The wheel set bearing housing 7 of the second outer wheel set 10 is assigned a second rotary lever 18 with a frame-mounted, central axis of rotation 19, the second link rod 20 leading to the wheel set bearing housing 7 of the second outer wheel set 10 engaging the fourth joint 21 of this second rotary lever 18 and the fifth joint 22 of this second rotary lever 18 is connected to a third handlebar 23, which on the other hand leads to the already mentioned first joint 13 of the angle lever 14.

In the exemplary embodiment shown, the couplings of the wheel set bearing housings 3, 5, 7 on one chassis side are realized symmetrically to the longitudinal axis of the rail vehicle, also on the wheel set bearing housings 2, 4, 6 on the other chassis side.

An obliquely arranged first link rod 24 is arranged between a first joint 25 of a first rotary lever in the form of an angle lever 26 and a second joint 27 of the wheelset bearing housing 2.

The angle lever 26 has an axis of rotation 28 fixed to the frame and is connected via the third joint 29 of its second arm to the end face of the wheel set bearing 4 of the center wheel set 9.

The wheelset bearing housing 6 of the second outer wheel set 10 is assigned a second rotary lever 30 with a frame-fixed central axis of rotation 31, the second link rod 32 leading to the wheelset bearing housing 6 engaging the fourth joint 33 of this second rotary lever 30 and the fifth joint 34 of this second rotary lever 30 with a third link rod 35 is connected, which on the other hand leads to the already mentioned first joint 25 of the angle lifter 26. The mode of operation of the self-steering, three-axle bogie 1 is described below.

By coupling the wheelset bearing housing 3 of the first outer wheel set 8 to the wheelset bearing housing 5 of the center wheel set 9 via the first link rod 12 and the angle lever 14 and coupling the wheelset bearing housing 7 of the second outer wheel set 10 to the wheelset bearing housing 5 of the center wheel set 9 via the second link rod 20, the second The rotary lever 18, the third handlebar 23 and the angle lever 14 as well as the symmetrical arrangement on the opposite side of the chassis result in connection with the wheelset bearing housings 2, 3, 6, 7 of the outer wheel sets 8 that are movable in or opposite to the direction of travel (xl, x2) of the rail vehicle , 10 and the wheelset bearing housings 4, 5 of the center wheel set 9, which are movable perpendicular to the direction of travel (yl, y2) of the rail vehicle, an opposing coupling of the outer wheel sets 8, 10 when the vehicle is cornering.

The opposing coupling of the first and second outer wheel sets 8 and 10 results in a simple manner from the design of the second rotary lever 18, 30 with the fourth joint 21, 33 and that arranged in the neutral position with respect to the longitudinal direction of the vehicle beyond the axis of rotation 19, 31 fifth joint 22, 34.

If, for example, the wheelset bearing housing 2 of the first outer wheel set 8 moves in the direction x2, then the wheelset bearing housing 6 of the second outer wheel set 10 inevitably has to move in the xl direction and the wheelset bearing housing 4 of the central wheel set 9 in the yl direction. At the same time, the wheelset bearing housing 3 of the first outer wheel set 8 move in the x2 direction, the wheelset bearing housing 7 of the second outer wheel set 10 in the x2 direction and the wheelset bearing housing 5 of the central wheel set 9 in the yl direction.

The inclination of the first handlebars 12 and 24 is favored by the track arch thus achieved Directional movement component a radial alignment of the first outer wheel set 8 with respect to the track curve and thus the reduction of the run-up angle between the outer wheel of the outer wheel set 8 and the outer rail of the track curve.

The components of the arrangement, in particular the rotary levers 14, 18 and 26, 30, the handlebars 12, 20, 23 and 24, 32, 35 and their joints and axes of rotation, are arranged and designed so that over a wide range of radii of curvature Track the first outer wheel set 8 and the second outer wheel set 10 at least largely radially to the curved track. In other words, a run-up angle between the outer wheels of the outer wheel sets 8, 10 and the outer rail of the track curve is less than 5 °. Over a wide range of radii of curvature, this angle of attack is essentially equal to 0 °.

Claims

claims

Self-steering, three-axis running gear, in particular for a rail vehicle, with wheelsets (8, 9, 10) and associated wheelset bearing housings (2, 3, 4, 5, 6, 7), the outer wheel sets (8, 10) being coupled in opposite directions and movable in the longitudinal direction and the center wheel set (9) is movable in the transverse direction and is involved in the control system, and the wheelset bearing housings (2, 4, 6) on one chassis side and / or the wheelset bearing housings (3, 5, 7) on the other chassis side are exclusively included the wheelset bearing housings (2, 3, 4, 5, 6, 7) lying on the same chassis side are coupled, characterized in that adjacent wheelset bearing housings (2, 3, 4, 5, 6, 7) are connected to a via a handlebar pivot lever configuration are coupled to the associated wheel set bearing housing (4, 5) of the center wheel set (9) in a rotatably connected first rotary lever (14, 26).

Running gear according to claim 1, characterized in that the handlebar pivot lever configuration is designed and arranged such that a thrust angle of less than 10 °, preferably less than 5 °, more preferably essentially 0 °, between the outer wheel of the respective Outer wheel set and the outer rail.

A running part according to claim 1 or 2, characterized in that the couplings of the wheelset bearing housing (2, 4, 6) on one chassis side are realized symmetrically to the longitudinal axis of the rail vehicle also on the wheelset bearing housings (3, 5, 7) on the other chassis side.

4. Running gear according to one of the preceding claims, characterized in that a first handlebar (12, 24) arranged obliquely to the longitudinal direction between a first joint (13, 25) on the first rotary lever (14, 26) and a second joint (15, 27 ) at the

Wheelset bearing housing (3, 2) of a first outer wheel set (8) is provided.

5. Bogie according to one of the preceding claims, characterized in that the first rotary lever is designed as an angle lever (14, 26) with a first and second arm and a frame-fixed axis of rotation (16, 28).

6. barrel part according to claim 5, characterized in that the first rotary lever is connected via a third joint arranged on its second arm (17, 29) to the end face of the wheel set bearing (5, 4) of the center wheel set (9).

7. barrel part according to one of the preceding claims, characterized in that the wheelset bearing housing (7, 6) of a second outer wheel set (10) is assigned a second rotary lever (18, 30) with a frame-fixed axis of rotation (19, 31), one of the wheelset bearing housing ( 7, 6) of the second outer wheel set (10), the second steering rod (20, 32) engages a fourth joint (21, 33) of the second rotary lever (18, 30) and a fifth joint (19, 31) arranged beyond the axis of rotation (19, 31) 22, 34) of the second rotary lever (18, 30) is connected to a third handlebar (23, 35) which leads to a joint (13, 25) on the first rotary lever (14, 26).

8. barrel part according to claim 7, characterized in that the second rotary lever (18, 30) has a central axis of rotation

(19, 31). Running gear according to claim 7 or 8, characterized in that the third handlebar (23, 35) leads to the first joint (13, 25) on the first rotary lever (14, 26).