EP1395477B1 - Vehicule sur rails a ajustement radial des axes de roue - Google Patents

Vehicule sur rails a ajustement radial des axes de roue Download PDF

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Publication number
EP1395477B1
EP1395477B1 EP01983504A EP01983504A EP1395477B1 EP 1395477 B1 EP1395477 B1 EP 1395477B1 EP 01983504 A EP01983504 A EP 01983504A EP 01983504 A EP01983504 A EP 01983504A EP 1395477 B1 EP1395477 B1 EP 1395477B1
Authority
EP
European Patent Office
Prior art keywords
wheel
load bearing
wheels
rail
steering rods
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
EP01983504A
Other languages
German (de)
English (en)
Other versions
EP1395477A1 (fr
Inventor
Frank Augsburg
Uwe Schüller
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
Priority to DK01983504T priority Critical patent/DK1395477T3/da
Publication of EP1395477A1 publication Critical patent/EP1395477A1/fr
Application granted granted Critical
Publication of EP1395477B1 publication Critical patent/EP1395477B1/fr
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
    • 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
    • B61F5/44—Adjustment controlled by movements of vehicle body
    • 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

Definitions

  • the invention relates to a rail vehicle according to the preamble of the first claim.
  • a known rail vehicle of this type (DE 37 25 574 A1) is designed as a two-axle bogie.
  • the two wheels of each wheel pair sit on a common wheel axle.
  • the wheel bearing of each wheel is designed with two arms and carries two spring elements arranged symmetrically to the wheel axis, which are longitudinally and transversely elastic.
  • One arm of the bogie frame is supported on two spring elements.
  • the longitudinally and transversely elastic spring elements form the primary suspension, while secondary spring elements are seated on the bogie frame, which in turn can carry an associated car body.
  • a handlebar is pivotally connected to the individual wheel carriers via a pivot point. The handlebar runs essentially in the running direction of the wheels to the center of the associated bogie frame side member.
  • the handlebars are articulated to the opposite ends of a two-armed handlebar lever via pivot points.
  • the two-armed handlebar lever is movably supported at its center point on an axle pivoting transverse to the running direction of the wheels.
  • the length of the handlebars is selected so that when driving straight ahead the two-armed handlebar lever is approximately vertical.
  • a rail driving device with an arrangement for stabilizing the running of the vehicle at high speeds is known from US Pat. No. 4,510,871.
  • the handlebars are articulated directly on the load carrier to achieve turning movements of the wheel pairs.
  • the handlebars are arranged in a trapezoidal shape in the horizontal plane, so that there is an opposing setting for the radial radial setting in the arc running as a result of the axial displacement of the wheel pairs caused by the tracking forces, which setting should serve to stabilize the running of the vehicle.
  • the invention is based on the object of applying measures to a rail travel device according to the preamble of the first claim, by means of which a simple means corresponds to the radius of curvature of the track currently being traveled on Turning movement of the wheel pair (s) towards the radial arc adjustment is achieved, regardless of steering forces that result from the wheel-rail geometry.
  • the handlebars can also be used to transmit braking or driving forces between the wheel bearings and the associated car body when the car body is used as a load carrier.
  • the handlebars of a pair of wheels are each inclined at the same angle of inclination with respect to the wheel contact plane, which is determined by the wheel contact points of the wheels on the track to be driven.
  • a symmetrical pivoting of the associated axis about its vertical axis then takes place under the various operating conditions.
  • a two-axle bogie forms a rail travel device in which the longitudinal members of a bogie frame 1, which are bent at both ends, are supported on two-armed wheel carriers 3 with the interposition of two primary spring elements 2.
  • a rail wheel 4 is assigned to each of the four wheel carriers 3, two rail wheels 4 arranged in the same axis each forming a wheel pair with a common axle or shaft 5.
  • Two rail wheels 4 arranged one behind the other in the running direction stand at contact points 6 each on a rail 7 of the rail track currently being traveled on.
  • a handlebar 9 is pivotally articulated to each wheel carrier 3 at a pivot point 8, the other end of which is likewise pivotably pivoted via pivot points 10 directly via a bracket 13 on the load carrier, in this case on the bogie frame 1.
  • the two rail wheels 4 assigned to a shaft 5 can be designed to run freely on the shaft 5 as idler wheels or rigidly coupled to the shaft 5 as a wheel set.
  • the primary spring elements 2 are not only elastically deflectable for load carrying in their vertical longitudinal direction but also in the transverse direction, i.e. also parallel to the plane receiving the four contact points 6, so that the wheel sets are movably supported for turning about a virtual vertical axis relative to the bogie frame 1.
  • the wheel sets can also be mounted on the bogie frame 1 so as to be pivotable about a real central vertical axis.
  • the handlebars 9 project from each other from the axles 5 or the associated wheel carriers 3 and are accordingly articulated at the articulation points 10 in the space between the wheel pairs on the load carrier (bogie frame 1).
  • the articulation point 10 on the bogie frame 1 is higher than the articulation points 8 of the articulation rods 9 on the respective wheel carrier 3 relative to the plane receiving the contact points 6.
  • a car body 11 of a rail vehicle is supported by two secondary spring elements 12 which are arranged next to one another at a distance transversely to the direction of travel of the bogie, in each case in the region of the longitudinal members of the bogie 1 in the lowered central section.
  • the articulation points 10 move perpendicular to the contact plane, with a corresponding reduction in the angle of inclination of the handlebars, their effective length increases in a vertical projection onto this plane, or onto the plane receiving the longitudinal center lines of the shafts 5, so that the respective articulation point 8 and thus the associated wheel carrier 3 or the rail wheel 4 is pushed away from the articulation point 10 in the running direction. If the bogie frame 1 is relieved, the respective articulation point 10 moves upward away from the contact plane or the axial plane, as a result of which the effective length of the respective articulation rod 9 resulting from the vertical projection is reduced and the articulation point 8 in question and thus the wheel carrier 3 or the rail wheel 4 is pulled towards the associated articulation point 10.
  • the rail vehicle traverses a track curve, then in particular the car body 11 tilts to the outside of the bow due to the centrifugal forces that occur, so that the arc-side longitudinal beam of the bogie frame 1 is loaded with an increased weight, while the arc-internal longitudinal beam is generally relieved. Due to the centrifugal force-increased weight load of the outer side member of the bogie frame 1, the outer wheel carrier 3 are thus pushed away from each other, so that the distance between the shafts 5 increases outside the arc. Will the Relieved inside the longitudinal member of the bogie, then the distance between the inner wheel carrier 3 is reduced accordingly.
  • the shafts 5 of the two pairs of wheels 4, 4; 4,4 are therefore automatically turned by the centrifugal forces occurring when traveling through bends towards a radial setting relative to the track bend.
  • the flange wear is therefore very low, the sound radiation is correspondingly reduced and therefore low Y-forces between the wheel and the rail, i.e. transverse to Running direction achieved.
  • an ideal radial setting of the wheel pairs can be achieved by varying the spring stiffness of the primary springs and by selecting the length and angle of the handlebars, in particular for the most common arc radius of the track.
  • the articulation point 10 moves vertically downward when the bogie 1 is deflected, thereby reducing the angle of inclination ⁇ of the handlebar rod 9.
  • the car body 11 of a rail vehicle forms the load carrier, which is supported on a bogie frame 1 of a single-axle bogie via secondary springs 12.
  • the bogie frame 1 in turn is supported in the same way as in FIG. 1 via two primary spring elements 2 shown as helical springs on the respective wheel carrier 3 of the associated rail wheel 4.
  • the handlebar 9 extends here from the articulation point 8 on the wheel carrier 3 over the bogie frame 1 to directly to the articulation point 10 provided there on the body 11 on a bracket 13.
  • the articulation point 10 of the handlebar 9 assigned to the load carrier (body 11) is also above here of the articulation point 8 on the wheel carrier 3 in relation to the contact plane of the wheels 4.
  • the handlebar rods 9, which likewise extend in plan view in the running direction of the bogie, are upward from the wheel carrier 3 in question to the middle section of the car body 11 inclined.
  • a further bogie is provided on the other part of the car body 11, which is located on the right in the figure and is not shown, and which preferably sits in a mirror-image configuration and arrangement under the relevant part of the car body 11.
  • the rail driving device constructed in this way runs in a rail arch, the centrifugal forces that occur in turn place a greater load on the outer spring 12 of the arc and the associated primary springs 2 of the respective bogie than when driving straight ahead, with the result that the lowering of the articulation point 10 of the wheel carrier 3 and so that the axis 5 on the outside of the arc in the illustrated embodiment is shifted to the left or to the free nearest end of the car body 11.
  • the wheel carrier arranged there is moved in the opposite direction, that is to say towards the center of the body 1. This results in the desired adjustment of axis 5 towards an arc-radial setting in relation to the track arch currently being driven through.
  • the handlebars 10 not only overlap the area of the primary spring elements but also that of the secondary spring elements, so that the travel for the handlebars is influenced by both the spring travel of the primary and secondary springs.
  • the respective handlebar 9 is articulated not to the car body 11, but to the bogie frame 1, which acts here as a load carrier, with the same structure as in FIG.
  • the handlebar 9 is arranged in such a way that it is inclined upwards from the articulation point 8 on the wheel carrier 3 to the further articulation point 10 and in turn points to the middle part of the body 11.
  • a correspondingly designed bogie is preferably provided in a mirror-image arrangement under the right section of the car body 11, which is likewise not shown here.
  • the adjustment function of the handlebars 9 with respect to the axis 5 is analogous to the method of operation described in relation to FIGS. 1 and 2.
  • the illustrated outer rail wheel 4 or its axis 5 is moved towards the nearest left end of the car body 1 shown on the left and thus in the direction of the radial alignment.
  • the rail driving device in turn has a car body 11 as a load carrier, which is supported directly by spring elements 2 on two-armed wheel carriers 3 of a uniaxial running gear.
  • the spring elements essentially correspond to the primary springs 2 according to the previously described figures.
  • the handlebars 9 here run from the articulation point 8 on the wheel carrier 3 in question upwards to the further articulation point 10 connected to the car body 11 and point to the middle section of the car body 11.
  • a further drive preferably constructed in the same way but arranged in mirror image, is provided under the car body at the right end, not shown.
  • the vertical stroke of the articulation point 10 is used here, which is fixed directly on the body 11. The stroke results from the forces occurring on the car body and the suspension properties of the spring elements 2 supporting the car body 10.
  • a drive according to FIG. 5 is arranged under the car body 11, which in turn acts as a load carrier.
  • the handlebar 9 falls here from the articulation point 8 on the wheel carrier 3 to the wheel contact surface or to the rail 7 downward and is held at a sufficient height distance from the rail at the articulation point 10 provided there, the articulation point 10 in turn being rigidly connected to the car body 11 connected, downward console 13 is connected.
  • the length of the outer handlebar 9 measured in a vertical projection is shortened because the inclination of the handlebar 9 is increased by the articulation point 10 moving downward at a constant height of the articulation point 8 on the wheel carrier side.
  • the axis 5 experiences the required turning movement at its outer end toward the right end of the body 11 and thus in the direction of the radial adjustment.
  • FIG. 7 shows the use of a two-axis Jacobs bogie as a rail undercarriage according to FIG. 1 between the ends of two car bodies 11.
  • the changes in load of the two car bodies to be carried have a largely separate effect on the wheel pairs arranged below them, so that, in particular at arch transitions of tracks, the turning movement of the respective wheel pair takes place in accordance with the arc section in which the associated car body 11 is currently located.
  • the arrangement according to the invention can be used for classic wheel sets, but it is particularly suitable when using idler wheel sets which do not generate self-steering forces in the track curve due to the lack of a rigid axle connection of the two wheels.
  • the handlebars 9 can be adjustable in length in order to be able to adjust the parallel alignment of the associated shafts 5 if a straight track is present.
  • the handlebars 9 can optionally be provided with elastic or inelastic bearings.
  • the use of at least one rubber-elastic bearing is particularly advantageous in the case of wheelsets whose wheels are fixed on a common shaft, because then forces arising from the wheel-rail geometry can also be used for the functional reversing movement.
  • the angle of inclination of the handlebars 9 can be selected differently, depending on the desired steering angle of the axles 5 for a predetermined inclination of the body 11.
  • the inclination can be up to approximately 45 degrees and is preferably chosen to be less than 20 degrees.
  • the inclination of the handlebars 9 is optionally adjusted by means of height-adjustable articulation points 8 and / or 10 in particular so that with axes 5 aligned parallel to one another, the extension of the imaginary central longitudinal axes of the handlebars 9 intersects the imaginary central longitudinal axis of the associated wheel axis

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)
  • Handcart (AREA)
  • Metal Rolling (AREA)

Claims (8)

  1. Engin de roulement sur rails comportant au moins un support de charge (1) qui s'appuie par au moins un élément à ressort (2) sur au moins l'une de deux paires de roues (à même essieu) disposées l'une derrière l'autre dans le sens de roulement et une barre de direction (9) par roue (4) s'étendant approximativement dans le sens de roulement des roues et étant couplée respectivement par des points d'articulation (8), à une extrémité, à proximité de la roue correspondante (4) au support de roue (3) de celle-ci et, à l'autre extrémité, au support de charge associé (1), les paires de roues étant supportés avec une mobilité de pivotage par rapport au support de charge associé (1),
    caractérisé en ce que les barres de direction (9) s'articulent respectivement directement au support de charge (1) à des points d'articulation (10),
    que, aux fins d'un réglage des paires de roues, qui soit radial par rapport à la courbe, autonome et provoqué par la force centrifuge en cas de circulation dans une courbe, les points d'articulation (10) des barres de direction (9) d'au moins une paire de roues (4, 4 ; 4,4) sont situés au support de charge associé (1), par rapport au plan défini par les points de contact (6) des roues (4) sur les rails (7),
    a) soit au dessus des points d'articulation (8) des barres de direction (9) sur le support de roues correspondant (3) si les barres de direction (9) sont disposées à l'intérieur de l'intervalle disponible entre les paires de roues (4, 4 ; 4,4) dans le sens de roulement des roues,
    b) soit en dessous des points d'articulation (8) des barres de direction (9) sur le support de roues correspondant (3) si les barres de direction (9) sont disposées à l'extérieur de l'intervalle disponible entre les paires de roues (4, 4 ; 4,4) dans le sens de roulement des roues.
  2. Engin de roulement sur rails selon la revendication 1, caractérisé en ce que le support de charge (1) est un châssis de bogie pour bogie à deux essieux qui s'appuie à chaque fois, par deux éléments à ressort primaires (2) disposés symétriquement par rapport à l'essieu (5) des roues associées (4) et élastiques longitudinalement et transversalement, sur le support de roues (3) de chaque roue (4) et sur lequel s'appuie par au moins un élément à ressort secondaire (12) au moins un caisson de wagon (11) d'un véhicule ferroviaire.
  3. Engin de roulement sur rails selon la revendication 1, caractérisé en ce qu'il est prévu deux supports de charge, le support de charge (1) étant respectivement le châssis de bogie d'un bogie à un essieu, qui s'appuie à chaque fois, par deux éléments à ressort primaires (2) disposés symétriquement par rapport à l'essieu (5) des deux roues associées (4) et élastiques longitudinalement et transversalement, sur le support de roues (3) de chaque roue (4) et sur lequel s'appuie par au moins un élément à ressort secondaire (12) au moins un caisson de wagon (11) d'un véhicule ferroviaire.
  4. Engin de roulement sur rails selon la revendication 1, caractérisé en ce que la paire de roues respective fait partie d'un train de roulement à un essieu sur lequel s'appuie à chaque fois, par deux éléments à ressort (2) disposés symétriquement par rapport à l'essieu (5) des deux roues associées (4) et élastiques longitudinalement et transversalement, un caisson de wagon (11) d'un véhicule ferroviaire formant le support de charge (1).
  5. Engin de roulement sur rails selon la revendication 1, caractérisé en ce que le support de charge (1) est un caisson de wagon (11) qui s'appuie par des éléments à ressort secondaires (12) sur un châssis de bogie (1), lequel s'appuie par des éléments à ressort primaires (2) sur les supports de roues (3).
  6. Engin de roulement sur rails selon au moins l'une quelconque des revendications 1 à 5, caractérisé en ce que les barres de direction (9) s'inclinent respectivement suivant le même angle d'inclinaison (ϕ) par rapport au plan défini par les points de contact (6) des roues (4).
  7. Engin de roulement sur rails selon la revendication 6, caractérisé en ce que l'angle d'inclinaison (ϕ) va jusqu'à 45 degrés, de préférence est inférieur à 20 degrés.
  8. Engin de roulement sur rails selon au moins l'une quelconque des revendications 1 à 7, caractérisé en ce que, si les essieux (5) des deux paires de roues (4,4 ; 4,4) sont orientés parallèlement l'un par rapport à l'autre, le prolongement des axes centraux imaginaires des barres de direction (9) coupe respectivement l'axe central imaginaire de l'essieu de roues correspondant.
EP01983504A 2000-09-27 2001-09-26 Vehicule sur rails a ajustement radial des axes de roue Expired - Lifetime EP1395477B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DK01983504T DK1395477T3 (da) 2000-09-27 2001-09-26 Skinneköreapparat med radial indstilling af hjulaksler

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10047737 2000-09-27
DE10047737A DE10047737A1 (de) 2000-09-27 2000-09-27 Schienenfahrgerät mit einem Lastträger
PCT/EP2001/011099 WO2002026542A1 (fr) 2000-09-27 2001-09-26 Vehicule sur rails a ajustement radial des axes de roue

Publications (2)

Publication Number Publication Date
EP1395477A1 EP1395477A1 (fr) 2004-03-10
EP1395477B1 true EP1395477B1 (fr) 2004-12-29

Family

ID=7657740

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01983504A Expired - Lifetime EP1395477B1 (fr) 2000-09-27 2001-09-26 Vehicule sur rails a ajustement radial des axes de roue

Country Status (8)

Country Link
US (1) US7066095B2 (fr)
EP (1) EP1395477B1 (fr)
AT (1) ATE285922T1 (fr)
CA (1) CA2423600C (fr)
DE (2) DE10047737A1 (fr)
ES (1) ES2234913T3 (fr)
PT (1) PT1395477E (fr)
WO (1) WO2002026542A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105460040A (zh) * 2016-01-04 2016-04-06 西南交通大学 一种径向转向架机构

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GB2430421A (en) * 2005-09-22 2007-03-28 Bombardier Transp Gmbh Rail vehicle bogie
CN2905578Y (zh) * 2006-04-30 2007-05-30 中国南车集团眉山车辆厂 副构架转向架
ES2478279T3 (es) 2011-07-28 2014-07-21 Bombardier Transportation Gmbh Vehículo ferroviario con tren de rodadura autodirector
US9771088B2 (en) 2015-05-13 2017-09-26 Electro-Motive Diesel, Inc. Locomotive truck steering system
CN108001475A (zh) * 2016-10-31 2018-05-08 中车大同电力机车有限公司 一种机车径向转向架机构及铁路机车转向架
CN113212620B (zh) * 2021-06-11 2022-05-03 浙江群英车业有限公司 电动平衡扭扭车

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Cited By (2)

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Publication number Priority date Publication date Assignee Title
CN105460040A (zh) * 2016-01-04 2016-04-06 西南交通大学 一种径向转向架机构
CN105460040B (zh) * 2016-01-04 2017-08-11 西南交通大学 一种径向转向架机构

Also Published As

Publication number Publication date
ES2234913T3 (es) 2005-07-01
US7066095B2 (en) 2006-06-27
US20040112248A1 (en) 2004-06-17
WO2002026542A1 (fr) 2002-04-04
DE50104999D1 (de) 2005-02-03
PT1395477E (pt) 2005-03-31
CA2423600A1 (fr) 2003-03-26
DE10047737A1 (de) 2002-04-11
EP1395477A1 (fr) 2004-03-10
ATE285922T1 (de) 2005-01-15
CA2423600C (fr) 2011-07-05

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