EP1373048B1 - Self-steering, three-axle bogie - Google Patents

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

The invention relates to a self-steering, three-axle bogie, in particular for a rail vehicle, with wheelsets and associated Radsatzlagergehäusen, wherein the outer gear sets are oppositely coupled and movable in the longitudinal direction and the Mittelradsatz is involved in the transverse direction movable and the control system, and wherein lying on the one landing gear side Wheelset bearing housing and / or lying on the other side suspension wheelset bearing housing are exclusively coupled to the wheelset on the same chassis side bearing housings.

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

A self-steering, three-axle bogie for a rail vehicle is for example from the DE 38 24 709 C2 known. The disadvantage of this chassis that the Mittelradsatz is not involved in the control system, but only the leading in the direction of travel outer wheel and the trailing in the direction of the outer wheel is steered via appropriate steering linkage. As a result, the adaptability of the chassis to narrower radii of curvature is severely limited, so it comes in tight bends to disadvantageously high tracking forces.

To remedy this disadvantage, it has been proposed to also include the middle wheel set on the control system. The DE 44 15 294 A1 For example, discloses a corresponding self-steering, three-axle bogie with so-called steering bar, via which the wheel bearing housing of the two suspension sides are coupled. The disadvantage here is that in a row the cross connection between the chassis sides on the steering beam space, possibly also in the interior of the chassis, is claimed.

From the DE 41 42 255 C2 is a generic three-axle bogie known. In this, the outer wheel sets are oppositely coupled and arranged to be movable in the longitudinal direction of the vehicle. The Mittelradsatz is in the transverse direction, ie transverse to the longitudinal direction, movable and involved in the control system. The described mobility is ensured in each case by conventional spring elements, via which the wheelsets are attached to the drive frame. This chassis helps the just mentioned disadvantage by the Radsatzlagergehäuse are coupled only on the respective chassis side and - apart from the (internal) connection via the respective wheelsets - in the sense of the present description no (external) coupling between the Radsatzlagergehäusen the two landing gear sides is provided. The coupling between adjacent wheelset bearing housings takes place via a rotary lever. Although this configuration saves a considerable amount of space, but it has the following disadvantages. Although the involvement of the Mittelradsatzes on the control can be adapted to almost any track curvatures, depending on the track curvature turns despite all a more or less large starting angle between the wheel flange of the respective outer gear and the outer rail, which increases the wear and therefore has a negative effect on the service life of the wheelset.

In the US 4,679,507 Another generic three-axle bogie for rail vehicles is described in which act on the wheelset bearing housing of Mittelradsatzes handlebar and angle lever. The coupling of the wheelset bearing housing with each other via rotary lever and handlebars, with rotary lever on Radsatzlagergehäuse the Mittelradsatzes with a certain play on buffers. The Mittelradsatz is about special handlebars transverse to the longitudinal or direction of travel guided. The disadvantage here is that at least two different connection points on the wheelset are required, so that this solution is relatively expensive to implement.

The present invention is therefore based on the object to provide a generic bogie, which does not have the disadvantages of the prior art described or at least to a lesser extent and in particular ensures a good reduction of the starting angle 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 stated in the characterizing part of claim 1.

The present invention is based on the technical teaching that one obtains a simple structure generic chassis, which ensures a good reduction of the starting angle when adjacent wheelset bearing housing are coupled via a handlebar pivot lever configuration with a first rotary lever, with the associated wheelset bearing housing of the Middle wheel set is rotatably connected.

Through this combination of handlebars and rotary levers, the arrangement of the invention over the obtained from the DE 41 42 255 C2 known solution on the one hand an additional degree of freedom in the plane parallel to the track level. While in the known arrangement, the angular position of the respective outer gear set to the rail, ie the starting angle, predetermined by the angle lever at a certain track curvature and immutable, the respective outer gear in the inventive solution thanks to this additional degree of freedom by the prevailing start-up forces on the outer rail in set substantially radially. The starting angle is thereby reduced considerably. As a rule, a reduction is possible substantially to zero, which significantly reduces the wear of the wheelsets in an advantageous manner.

The configuration of the invention with the first rotary lever, which is rotatably connected to the associated Radsatzlagergehäuse the Mittelradsatzes, additionally brings the advantage that it is a very simple, space-saving arrangement, which additionally has the function of a guide, in particular the Transverse guide of the middle wheel set met. For this guide are thus advantageously no additional functional components - for example, corresponding handlebar, as they are from the US 4,679,507 are known - required.

The handlebar pivot lever configuration is preferably designed and arranged such that a starting angle of less than 10 ° is established between the track outer wheel of the respective outer gearset and the outer track of the track curve with respect to the track curve. This can be achieved by appropriate choice of the length of the handlebars and swivel lever and the arrangement of the articulation or pivot points. Preferably, the starting angle is less than 5 °. Further preferably, the starting angle in curves is substantially 0 °, so that the wear of the rim on the outer wheel is reduced to a minimum.

The coupling of Radsatzlagergehäusen can both one-sided and both sides, d. H. carried out both on a chassis side and on both suspension sides. In advantageous variants of the bogie according to the invention it is provided that the couplings of the wheelset bearing housing of a chassis side are realized symmetrically to the longitudinal axis of the rail vehicle and the wheelset bearing housings of the other suspension side. As a result, a particularly good steering behavior is achieved regardless of the orientation of the traversed track curve, which leads to a uniform wear of the wheels of the respective wheelset.

In preferred variants of the chassis according to the invention is a - at least in the neutral position with a straight track - arranged obliquely to the longitudinal direction of the first link rod between a first joint on the first rotary lever and a second joint on the wheelset bearing housing of a first outer gear set. The inclination of the first handlebar bar favored in an advantageous manner by the thus obtained inwardly directed arcuate component with respect to the track arc radial alignment of the outer gear and thus the reduction of the starting angle.

A particularly favorable steering behavior with respect to the start-up angle reduction results in constellations in which a correspondingly inclined first handlebar rod is provided on both chassis sides.

The first rotary lever can basically be designed arbitrarily. Preferably, it is designed as an angle lever with a first and second arm and a frame-fixed axis of rotation, since hereby a particularly simple configuration is achieved.

The first arm is in the neutral position preferably transversely, more preferably perpendicular, aligned to the longitudinal axis of the vehicle to achieve depending on the transverse movements of the Mittenradsatzes correspondingly large positioning movements, which allow an optimal adaptation to a wide range of track curvatures.

The first rotary lever can be connected via an arranged on its second arm third joint at any point of the associated wheelset bearing of the Mittelradsatzes. The first rotary lever is preferably connected via a third joint arranged on its second arm to the end face of the wheel set bearing of the middle wheel set facing it, since this produces a particularly easy-to-manufacture and maintainable arrangement.

A particularly favorable motion transmission results in the rest, if the fulcrum of the first rotary lever and the pivot point of the first rotary lever on the wheelset bearing of the Mittelradsatzes lie on a in the neutral position to the longitudinal direction of the vehicle substantially parallel line. For this purpose, the second arm of the first rotary lever designed as an angle lever can be directed, for example, in the neutral position substantially in the longitudinal direction of the vehicle.

In preferred because particularly simple design variants of the invention, it is provided that the wheelset bearing housing of a second outer gear is assigned a second rotary lever with frame-fixed axis of rotation. In this case, a second link arm leading to the axle box housing of the second outer gearset engages a fourth pivot of the second rotary lever. A in the neutral position with respect to the longitudinal direction of the vehicle beyond the axis of rotation arranged fifth joint of the second rotary lever is connected to a third link rod, which leads to a joint on the first rotary lever. By this configuration with the second rotary lever, the opposite coupling of the first and second external gear is realized in a simple manner.

The second rotary lever can be designed arbitrarily. Preferably, it is designed as a simple rectilinear lever.

The position of the axis of rotation of the second rotary lever between the fourth and fifth joint may be selected depending on the desired or required movement ratio between the Radsatzlagergehäuse the Mittenradsatzes or the first rotary lever and the Radsatzlagergehäuse the second outer gear. In preferred variants, the second rotary lever has a central axis of rotation.

The third handlebar may be articulated in any manner on the first rotary lever. Preferably, the third link rod leads into the region of the first joint on the first rotary lever in order to achieve a particularly favorable transmission of movement. Preferably, the third handlebar leads to the first joint on first rotary lever in order to achieve a particularly simple design, since then only one joint for articulating the first and third handlebars is required there.

Further advantages of the invention are that no additional space is required inside the chassis and at the same time the Mittelradsatz is involved in the control system and thus all three wheelsets are used to control when cornering. A further 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 Mittelradsatzes on the control system, the control movement opposing horizontal Federauslenkkräfte the Radsatzfedern be overcome more easily and especially for smaller radii of curvature, which are required for the radial position larger horizontal deflections of Radsatzfedern, the alignment of the wheelset is improved to the center of the arc.

Fig. 1

eine schematische Darstellung des Laufwerks eines bevorzugten Ausführungsbeispiels des erfindungsgemäßen selbstlenkenden, dreiachsigen Laufgestells.

Advantageous embodiments and modifications of the invention will become apparent from the dependent claims or the following description of a preferred embodiment, which refers to the accompanying drawings. It shows:

Fig. 1

a schematic representation of the drive of a preferred embodiment of the self-steering, three-axle walking frame according to the invention.

Fig. 1 shows a drive 1 of a triaxial running gear according to the invention for a rail vehicle. This has a in Fig. 1, not shown, consisting of longitudinal and transverse girders frame.

On the longitudinal members of the Radsatzlagergehäuse 2 to 7 of the three sets of wheels 8, 9, 10 secured by spring elements, not shown, namely wheelset bearing housing 2, 3 for the first Wheel set 8, which is referred to below as the first outer gear set, the Radsatzlagergehäuse 4, 5 for the second set of wheels 9, which is referred to below as the middle gear, and the Radsatzlagergehäuse 6, 7 for the third set of wheels 10, hereinafter referred to as the second outer gear becomes. The wheelsets 8, 9, 10 include wheels 11. The wheelsets 8, 9, 10 can be driven by drive motors, not shown, for example, Tatzlager- or rack motors.

The wheelset bearing housing 2, 3, 6, 7 of the two outer gear sets 8, 10 are movable, inter alia, in the direction of travel or opposite to the direction of travel of the rail vehicle, which is indicated by directional arrows x1, x2. The wheelset bearing housing 4, 5 of the center wheel 9 are, inter alia, perpendicular to the direction of travel of the rail vehicle movable, which is indicated by directional arrows y1, y2.

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

A in the neutral position shown in Figure 1 at an angle to the longitudinal direction of the vehicle arranged first link rod 12 is disposed between a first joint 13 of a first rotary lever in the form of an angle lever 14 and a second joint 15 on Radsatzlagergehäuse 3 of the first outer gearset 8.

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

The first arm 14.1 is aligned in the illustrated neutral position substantially perpendicular to the longitudinal direction of the vehicle, while the second arm 14.2 is aligned in this position substantially parallel to the longitudinal direction of the vehicle.

The angle lever 14 has a frame-fixed axis of rotation 16 and is connected via the third joint 17 at the end of its second arm 14.2 with the end face of the Radsatzlagers 5 of the Mittelradsatzes 9 facing it.

The wheelset bearing housing 7 of the second outer gearset 10 is a second rotary lever 18 associated with frame-fixed, centric axis of rotation 19, wherein the Radsatzlagergehäuse 7 of the second outer gear 10 leading second handlebar 20 at the fourth joint 21 of this second rotary lever 18 engages and the fifth joint 22 of this second rotary lever 18 is connected to a third link rod 23, on the other hand leads to the already mentioned first joint 13 of the angle lever 14.

In the illustrated embodiment, the couplings of the wheelset bearing housing 3, 5, 7 of a chassis side symmetrical to the longitudinal axis of the rail vehicle and in the Radsatzlagergehäusen 2, 4, 6 of the other chassis side realized.

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 axle box 2.

The angle lever 26 has a frame-fixed axis of rotation 28 and is connected via the third joint 29 of its second arm with the end face of the wheelset bearing 4 of 9 Mittelradsatzes.

The wheelset bearing housing 6 of the second outer gear 10 is a second rotary lever 30 associated with frame-fixed centric axis of rotation 31, wherein the Radsatzlagergehäuse 6 leading second handlebar 32 at the fourth joint 33 of this second rotary lever 30 engages and the fifth joint 34 of this second rotary lever 30 with a third handlebar 35 is connected, on the other hand leads to the already mentioned first joint 25 of the angle lever 26.

The operation of the self-steering, three-axle truck 1 will be described below.

By the coupling of the Radsatzlagergehäuses 3des first outer gearset 8 with the Radsatzlagergehäuse 5 of the Mittelradsatzes 9 via the first handlebar 12 and the angle lever 14 and the coupling of the Radsatzlagergehäuses 7 of the second outer gearset 10 with the Radsatzlagergehäuse 5 of the Mittelradsatzes 9 via the second link rod 20, the second Rotary lever 18, the third link rod 23 and the angle lever 14 and the symmetrical arrangement on the opposite side of the chassis results in conjunction with the in or opposite to the direction (x1, x2) of the rail vehicle movable wheelset bearing housings 2, 3, 6, 7 of the outer gear sets eighth , 10 and the perpendicular to the direction of travel (y1, y2) of the rail vehicle movable wheelset bearing housings 4, 5 of the Mittelradsatzes 9 an opposite coupling of the outer gear sets 8, 10 when cornering of the vehicle.

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

If, for example, the wheelset bearing housing 2 of the first external gearset 8 moves in the direction x2, the wheelset bearing housing 6 of the second external gearset 10 must necessarily move in the direction x1 and the axlebox bearing housing 4 of the middle gearset 9 in the direction y1. At the same time, the wheelset bearing housing 3 of the first external gearset 8 move in the direction x2, the wheelset bearing housing 7 of the second external gearset 10 in the direction x2, and the axlebox bearing housing 5 of the middle gearset 9 in the direction y1.

The inclination of the first handlebars 12 and 24 favors this by the track arc inwards thus achieved Direction of movement component with respect to the track curve radial alignment of the first outer gearset 8 and thus the reduction of the starting angle between the outer wheel of the outer gearset 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 of Track the first outer gearset 8 and the second outer gear 10 set at least substantially radially to the curved track. In other words, a starting angle between the outer wheels of the outer gear sets 8, 10 and the outer rail of the track curve of less than 5 °. Over a wide range of radii of curvature, this starting angle is substantially equal to 0 °.

Claims (9)

1. Self-steering, triple-axle set of carrying wheels, particularly for a rail vehicle, with sets of wheels (8, 9, 10) and allocated bearing housings (2, 3, 4, 5, 6, 7), wherein the outer sets of wheels (8, 10) being coupled in the opposite direction and movable in the longitudinal direction and the central set of wheels (9) being movable in the crossways direction and involved in the steering system and wherein the wheel set bearing housing (2, 4, 6) located on one running gear side and/or the wheel set bearing housing (2, 4, 6) located on the other running gear side being exclusively coupled to the wheel set bearing housings (2, 3, 4, 5, 6, 7) located on the same running gear side, characterised in that the wheel set bearing housings (2, 6 and 3, 7) near the wheel set hearing housing (4 and 5) of the central set of wheels (9) are coupled via a steering rod-rotating lever configuration to a first rotating lever (14 and 26) with a rotary connection to the corresponding wheel set bearing housing (4 and 5) of the central set of wheels (9).
2. Set of carrying wheels according to claim 1,
   characterised in that the steering rod-rotating lever configuration is designed and arranged in such a way that a striking angle of less than 10°, preferably less than 5°, in addition preferably essentially 0° between the outer wheel of the respective outer set of wheels and the outer rail results.
3. Set of carrying wheels according to claim 1 or 2, characterised in that the couplings of the wheel set bearing housings (2, 4, 6) of one running gear side are realised symmetrically to the longitudinal axis of the rail vehicle also for the wheel set bearing housings (3, 5, 7) of the other running gear side.
4. Set of carrying wheels according to one of the above claims, characterised in that a first steering rod (12, 24) arranged at an angle to the longitudinal direction is provided between a first articulation (13, 25) on the first rotating lever (14, 26) and a second articulation (15, 27) on the wheel set bearing housing (3, 2) of a first outer set of wheels (8).
5. Set of carrying wheels according to one of the above claims, characterised in that the first rotating lever is designed as a bell crank (14, 26) with a first and second arm and a fixed-frame rotating axle (16, 28).
6. Set of carrying wheels according to claim 5, characterised in that the first rotating lever is connected via a third articulation (17, 29) arranged on its second arm to the front side of the wheel set bearing (5, 4) of the central set of wheels (9).
7. Set of carrying wheels according to one of the above claims, characterised in that a second rotating lever (18, 30) with a fixed-frame rotating axle (19, 31) is assigned to the wheel set bearing housing (7, 6) of a second outer set of wheels (10), with a second steering rod (20, 32) leading to the wheel set bearing housing (7, 6) of the second outer set of wheels (10) touching a fourth articulation (21, 33) of the second rotating rod (18, 30) and a fifth articulation (22, 34) of the second rotating rod (18, 30) arranged beyond the rotating axle (19, 31) being connected to a third steering rod (23, 35) which leads to the articulation (13, 25) on the first rotating rod (14, 26).
8. Set of carrying wheels according to claim 7, characterised in that the second rotating rod (18, 30) has a centric rotating axle (19, 31).
9. Set of carrying wheels according to claim 7 or 8, characterised in that the third steering rod (23, 35) leads to the first articulation (13, 25) on the first rotating lever (14, 26).

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