EP1373048B1 - Selbstlenkendes, dreiachsiges laufgestell - Google Patents

Selbstlenkendes, dreiachsiges laufgestell Download PDF

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Publication number
EP1373048B1
EP1373048B1 EP02737906A EP02737906A EP1373048B1 EP 1373048 B1 EP1373048 B1 EP 1373048B1 EP 02737906 A EP02737906 A EP 02737906A EP 02737906 A EP02737906 A EP 02737906A EP 1373048 B1 EP1373048 B1 EP 1373048B1
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EP
European Patent Office
Prior art keywords
wheels
wheel set
rotating
wheel
bearing housing
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
EP02737906A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1373048A1 (de
Inventor
Wolfgang Auer
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
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP1373048A1 publication Critical patent/EP1373048A1/de
Application granted granted Critical
Publication of EP1373048B1 publication Critical patent/EP1373048B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/08—Types of bogies with more than one axle without driven axles or wheels
    • B61F3/10—Types of bogies with more than one axle without driven axles or wheels with three or more axles
    • 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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • B61F3/06—Types of bogies with more than one axle with driven axles or wheels with three or more axles
    • 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
    • B61F5/46—Adjustment controlled by a sliding axle under the same vehicle underframe

Definitions

  • the invention relates to a self-steering, three-axle bogie, in particular for a rail vehicle, with wheelsets and associated Radsatzlagergephaseusen, 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.
  • the DE 44 15 294 A1 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.
  • 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.
  • 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.
  • the configuration of the invention with the first rotary lever, which is rotatably connected to the associated Radsatzlagergephaseuse 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.
  • a guide in particular the Transverse guide of the middle wheel set met.
  • 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.
  • the starting angle is less than 5 °.
  • 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 Radsatzlagergepuren can both one-sided and both sides, d. H. carried out both on a chassis side and on both suspension sides.
  • 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.
  • 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.
  • 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.
  • 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.
  • the wheelset bearing housing of a second outer gear is assigned a second rotary lever with frame-fixed axis of rotation.
  • 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.
  • 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 Radsatzlagergeratiuse the Mittenradsatzes or the first rotary lever and the Radsatzlagergeratiuse the second outer gear.
  • the second rotary lever has a central axis of rotation.
  • the third handlebar may be articulated in any manner on the first rotary lever.
  • 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.
  • 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.
  • 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.
  • 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 Radsatzlagergephaseuse 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 Radsatzlagergeophuse 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.
  • 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 Radsatzlagergephinen 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 Radsatzlagergepuruse 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 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.
  • 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.
  • 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 °.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Handcart (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Commercial Cooking Devices (AREA)
  • Power Steering Mechanism (AREA)
EP02737906A 2001-03-27 2002-03-27 Selbstlenkendes, dreiachsiges laufgestell Expired - Lifetime EP1373048B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10115960 2001-03-27
DE10115960A DE10115960B4 (de) 2001-03-27 2001-03-27 Selbstlenkendes, dreiachsiges Laufgestell
PCT/EP2002/003471 WO2002081284A1 (de) 2001-03-27 2002-03-27 Selbstlenkendes, dreiachsiges laufgestell

Publications (2)

Publication Number Publication Date
EP1373048A1 EP1373048A1 (de) 2004-01-02
EP1373048B1 true EP1373048B1 (de) 2007-08-15

Family

ID=7679796

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02737906A Expired - Lifetime EP1373048B1 (de) 2001-03-27 2002-03-27 Selbstlenkendes, dreiachsiges laufgestell

Country Status (15)

Country Link
US (1) US7007611B2 (zh)
EP (1) EP1373048B1 (zh)
JP (1) JP4205433B2 (zh)
KR (1) KR100916438B1 (zh)
CN (1) CN1309611C (zh)
AT (1) ATE370043T1 (zh)
AU (1) AU2002312784B2 (zh)
CA (1) CA2442122C (zh)
DE (2) DE10115960B4 (zh)
ES (1) ES2292767T3 (zh)
RO (1) RO121258B1 (zh)
RU (1) RU2278040C2 (zh)
UA (1) UA74248C2 (zh)
WO (1) WO2002081284A1 (zh)
ZA (1) ZA200307488B (zh)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009545474A (ja) * 2006-07-12 2009-12-24 ウニヴェルジテート・パーダーボルン レール車両
JP5845125B2 (ja) * 2012-03-28 2016-01-20 公益財団法人鉄道総合技術研究所 回転角検出機構
RU2542862C2 (ru) * 2013-03-05 2015-02-27 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Елецкий государственный университет им. И.А. Бунина" Локомотивная трёхосная тележка
US9771088B2 (en) 2015-05-13 2017-09-26 Electro-Motive Diesel, Inc. Locomotive truck steering system
JP6997034B2 (ja) * 2018-04-24 2022-01-17 地中空間開発株式会社 後方台車装置
RU2710051C1 (ru) * 2019-03-22 2019-12-24 Николай Васильевич Ясаков Ходовая часть подвижного состава с рулевой колёсной парой
RU2727046C1 (ru) * 2020-01-16 2020-07-17 Николай Васильевич Ясаков Механизм кинематической связи рулевой колесной пары с ходовой тележкой

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US184823A (en) * 1876-11-28 Improvement in car-trucks
DE938615C (de) * 1952-04-08 1956-02-02 Ernst Florian Kreissig Zugeinheit, insbesondere Schienenzugeinheit
CA1190092A (en) 1982-12-30 1985-07-09 Roy E. Smith 3 axle steered truck
US4679507A (en) * 1985-12-02 1987-07-14 General Motors Corporation Three-axle railway truck steering linkage
US4765250A (en) * 1987-08-03 1988-08-23 General Motors Corporation Locomotive and motorized self-steering radial truck therefor
DE4142255C2 (de) * 1991-12-20 1998-08-27 Abb Henschel Lokomotiven Laufwerk für Schienenfahrzeuge mit radialer Steuerung der Radsätze
EP0658465B1 (de) 1993-12-15 1998-02-25 ABB Daimler-Benz Transportation (Technology) GmbH Selbstlenkendes, dreiachsiges Laufgestell für ein Schienenfahrzeug
DE4415293A1 (de) 1994-04-30 1995-11-02 Abb Patent Gmbh Laufwerk mit Winkelhebeln für ein Schienenfahrzeug
DE4415294A1 (de) * 1994-04-30 1995-11-02 Abb Patent Gmbh Selbstlenkendes, dreiachsiges Laufgestell mit Lenkbalken
US5613444A (en) * 1995-11-08 1997-03-25 General Electric Company Self-steering railway truck
CN2245016Y (zh) * 1995-11-09 1997-01-15 蒋斌沅 一种三轴转向架用中间轮对

Also Published As

Publication number Publication date
AU2002312784B2 (en) 2008-03-06
CN1500046A (zh) 2004-05-26
RO121258B1 (ro) 2007-02-28
DE50210704D1 (de) 2007-09-27
RU2003130222A (ru) 2005-04-10
JP2004523426A (ja) 2004-08-05
US20040149162A1 (en) 2004-08-05
US7007611B2 (en) 2006-03-07
WO2002081284A1 (de) 2002-10-17
KR100916438B1 (ko) 2009-09-07
ATE370043T1 (de) 2007-09-15
KR20030093277A (ko) 2003-12-06
EP1373048A1 (de) 2004-01-02
ZA200307488B (en) 2004-07-28
CA2442122C (en) 2013-01-22
UA74248C2 (uk) 2005-11-15
ES2292767T3 (es) 2008-03-16
RU2278040C2 (ru) 2006-06-20
DE10115960A1 (de) 2002-10-31
JP4205433B2 (ja) 2009-01-07
CA2442122A1 (en) 2002-10-17
DE10115960B4 (de) 2006-04-13
CN1309611C (zh) 2007-04-11

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