EP2939898A1 - Bogie for railway vehicles with three wheel sets - Google Patents

Abstract

The invention relates to a chassis for rail vehicles with three wheelsets, the wheelsets, formed by a middle gear and two Endradsätze are arranged in a chassis frame, each comprise a Radsatzlagergehäuse, wherein at least the two Endradsätze are turnable against the longitudinal direction of the chassis frame when cornering , The basic idea of the solution is a novel mechanical coupling of the movements of the three wheelsets (3, 4, 5) with respect to the track level. At the wheelset bearing housings (9, 10, 11) special guide frame (12, 13, 14, 15) are attached. The coupling of two wheelsets (first end wheel set (3) with middle wheel set (4) or middle wheel set (4) with second end wheel set (5) installed adjacent to one another in the vehicle takes place by their mutually facing guide frames (12, 13, 14, 15) the vehicle longitudinal direction centrally between two sets of wheels or in the immediate vicinity of one or more coupling elements (20, 21) are connected.

Description

The invention relates to a chassis for rail vehicles with three wheelsets, the wheelsets, formed by a middle gear and two Endradsätze are arranged in a chassis frame, each comprise a Radsatzlagergehäuse, wherein at least the two Endradsätze are turnable against the longitudinal direction of the chassis frame when cornering ,

On bogies for rail vehicles, the requirement is often made that high cornering speeds in mostly tight bends are manageable. For this purpose, an adjustable biaxial bogie is known, as in the CH 670 228 A5 is described. In this biaxial bogie the wheelsets when driving through curves are each automatically, without control or regulation effort, in particular set without additional adjustment, substantially radially to the traversed curve. The wheelsets are arranged on the drive by means of oblique link to the bogie that a rotational movement about a vertical axis (vertical axis) is possible to the center of the wheelset.

Furthermore, from the DE 41 40 126 A1 a three-axle bogie known which has a radial control for the radial deflection of the wheel sets of the bogie. The wheelsets are mounted elastically on the chassis frame, wherein by means of steering linkage, trailing arm, handlebars, coupling rods and angle levers with arms arranged thereon, the radial deflection of the wheelsets is possible.

In this three-axle bogie, the radial adjustment of the wheel sets is indeed possible, but the disadvantage is that the control link in addition to the coupling forces occurring absorb additional forces from the traction or must be transmitted.

From the EP 0094 548 A2 is also a bogie with three wheelsets known, the outer wheelsets (Endradsätze) are connected via a guide element as a transformer to the chassis frame. The middle wheel set is coupled via lateral guide elements with the chassis frame. The wheelsets are interconnected via coupling elements. The middle wheel set is coupled to the chassis frame by guide elements arranged on each side in the vehicle longitudinal direction. A disadvantage is that the drive to Endradsatz and middle wheel is different: At the Endradsätzen the Zugkraftanlenkungen are outwardly and arranged inwardly the connections for the wishbone. On the middle wheel set are on both sides connections for wishbones. As a result, there is no interchangeability between final and Mittelradsatz. A drive has the task to transmit torques to the wheel and to generate tensile forces in the longitudinal direction. Transverse forces are a type of load for which the drive is normally not designed. Another disadvantage is therefore that the drive for this unusual loading direction must be dimensioned and in particular the drive bearing must be able to transmit these forces.

The track forces and wear are reduced as the wheelsets adjust radially, that is, as they align with the center of the arc. Thus, the starting angle of the wheels is very small or zero. Due to the geometry of the wheel profile and rail, the wheel sets show the tendency to set themselves radially. This behavior is supported when the wheelsets are coupled together. This means that their rotational movements depend on each other. This coupling can be done for example via a mechanical linkage. If two sets of wheels of a two-axle vehicle or bogie are connected in this way and they can freely adjust radially, but they go unstable, even at low speeds. To achieve stability, the wheelsets must be limited by certain stiffness, but then again the radial adjustment in the bow hinder. So that is the requirement for stable ride and ideal setting in the bow, at least with the help of a passive coupling, not optimally fulfilled at the same time for two-axle chassis. If, on the other hand, three sets of wheels are coupled with passive means, then both objectives, investigations show, are compatible.

On trolleys with three wheelsets special requirements are made. With regard to the trafficability of routes, it is expected that these will be fully usable. In this case, the allowable track stress even when driving in arches, especially in track transverse direction, to be respected in order to preserve high-quality track elements, such as switch blades by minimizing the transverse forces occurring. Since bogies with three wheelsets are used especially in heavy-duty operations, it must be ensured when designing them that they can be used on industrial and connecting tracks with narrow radiuses. In addition, it is required that a high stability is given even at higher speeds.

The object of the invention is therefore to provide an adjustable suspension with three wheelsets for a rail vehicle, which allows a radial adjustment of the wheelsets without control or control effort and in which reduces the number of parts and thus a simple construction of the chassis is possible.

This object is solved by the features of independent claim 1. Further advantageous embodiments of the invention are specified in the subclaims.

The invention relates to a chassis which receives in its chassis frame three sets of wheels. The chassis frame may be part of a bogie (bogie frame) or frame of a rail vehicle equipped with three wheelsets (vehicle frame, especially locomotive frame).

The basic idea of the solution is a novel mechanical coupling of the movements of the three wheelsets with respect to the track level. To the wheelset bearing housings special guide frames are attached. The coupling of two adjacently installed in the vehicle wheel sets (first Endradsatz with Mittelradsatz or Mittelradsatz with second Endradsatz) is carried out by their mutually facing guide frame with respect to the vehicle longitudinal direction centrally between two wheelsets or in the immediate vicinity to be connected to one or more fasteners. The connecting elements may have properties of a spring (stiffness) and / or a damper (damping element) and / or a joint (selection in the transmission of degrees of freedom). Their geometric orientation in the vehicle depends on the optimization goal of the suspension design. The entire coupling system creates an additional mutual influenceability of all three wheelsets arranged in the chassis frame.

At the wheelset bearing housings, in contrast to conventional wheel set guides, there is no longitudinal force transmission to the chassis frame. The longitudinal forces from brakes and in the case of a driven vehicle of traction are transmitted per wheel set of a relative to the wheelset transverse direction centered and low-mounted on the wheelset drive train-pressure rod on the chassis frame. This central arrangement is necessary so that a wheel set does not rotate relative to the chassis frame about its vertical axis under longitudinal force. As installation position, the horizontal or one inclined in the vehicle longitudinal direction can be used for the train-pressure rod.
Advantageously, the coupling principle is equally integrated in powered or non-driven chassis. For powered chassis, there is no restriction on a specific drive principle. Conceivable drive principles are, for example, a hydromechanical power transmission, in which a final drive is driven from the outside via a drive or propeller shaft, or an electric wheelset drive consisting of engine, transmission and any additional elements.

Suspensions (eg pendulum supports) arranged vertically to the chassis frame ensure that the guide frames are held in their installed position and do not fall into the track.

Conventional trolleys with three wheelsets usually have unfavorable Bogenfahreigenschaften because they have no or insufficiently over a Radialeinstellbarkeit the Endradsätze to the track center with a long Endradsatzabstand. The coupling described here advantageously allows in track curves a turning of Endradsätze according to the arc curvature. As a result, the starting angle of Endradsätze can be reduced. Low starting angles reduce the executives and the wear on the wheel and rail. In the special case of a longitudinal force-free and tangential to the arch wheel set rolling motion on the so-called rolling line in addition to the transverse slip and the longitudinal slip within the wheel-rail contact would be eliminated, so that only the wear technically subordinate relevant Bohrschlupf would appear in the tread area. Does the wheelset due to the limited tread slope or forces acting on him no longer a roll or act on the wheels longitudinal forces from traction or braking, theoretically due to the coupling still a tangential sheet travel, ie a full radial adjustment of the wheelsets done in the track arc , Normally, a fully radial adjustment due to the equilibrium conditions between the three wheelsets is not exactly achievable, but can be very well approximated via the coupling system described in contrast to conventional trolleys with three wheelsets. This results in considerable advantages in the service life of the wheel profiles.

In particular, rail vehicles with three sets of wheels, which are typically designed as shunting locomotives in rigid frame design, have a relation to their leading length (defined by the distance of Endradsätze each other) large moment of inertia around the vehicle's vertical axis. As a result, conventional vehicles of this type sometimes come at relatively low speeds into a limit cycle of the shaft running, the unintentionally high lateral force dynamics between the wheel and rail and the negative impact on driving safety and vibration behavior with increasing vehicle speed. The novel coupling principle advantageously offers the possibility of choosing the physical properties of the connecting elements arranged between the guide frames in such a way that, in addition to the good cornering properties, the driving stability also improves. In practice, this has the benefit of increased maximum permissible vehicle speed. This advantageously leads to a more flexible use in the line service.

The novel coupling solution represents a chassis optimization, with which the classic target conflict between good arc driving behavior on the one hand and driving stability at higher speeds on the other hand is solved to an operationally interesting extent. Advantageously, this is characterized by its robust, passive-acting and purely mechanical operation and requires no fine adjustment during installation and maintenance due to existing structural tolerances. The guide frames are not loaded with braking and in the case of a powered vehicle with traction forces.

Due to the structural design of the chassis too short a distance of Endradsätze is avoided from each other, whereby a better distribution of the vertical load introduction occurs in the driveway. As a result, for example, critical structures, such as bridge structures, loaded less and thereby route access criteria (so-called. Classes) can be met due to the lower Radsatzentlastung under traction.

The avoidance of large starting angles of the Endradsätze is also achieved by the fact that the Endradsätze can adjust radially to the track curve. This makes it possible to travel on curves without flange start. There is a minimized flange wear on the Endradsätzen a. In addition, a uniform uniform profile wear between the final and middle wheel set is achieved.

The avoidance of large start-up angle of the Endradsätze leads to a low lateral force on the leading wheel. This reduces the track stress in bends, protects high-quality track elements such as switch blades and points frog pieces and contributes to increasing the safety against derailment, especially in narrow industrial arches.

By avoiding the inclusion of the wheelset drive in the wheelset coupling no additional load of the drive arises due to coupling forces occurring. At the same time, no loads on the wheel set coupling occur due to traction. This also ensures that a vibration control decoupling of drive and wheelset is achieved.

A complex and fault-prone solution is avoided by dispense with actively working suspension components and the use of electrical, hydraulic, pneumatic or combined elements working in the chassis. Predominantly passive mechanical components allow a robust use. As a result, the maintenance cycles are larger and can be performed by a normal workshop personnel.

Further advantageous embodiments will become apparent from the following description, the claims and the drawings.

Fig. 1

eine Prinzipdarstellung der erfindungsgemäßen Ausführung des Fahrwerks mit drei Radsätzen bei der Durchfahrt eines Gleisbogens;

Fig. 2

eine perspektivische Darstellung des Fahrwerks mit drei Radsätzen;

Fig. 3

eine Draufsicht auf das Fahrwerk gemäß Fig. 2;

Fig. 4

eine Seitenansicht auf das Fahrwerk gemäß Fig. 2 (dargestellt ohne Bremseinrichtungen);

Fig. 5

eine perspektivische Detailansicht auf ein Endradsatz des Fahrwerks gemäß Fig. 2 (dargestellt ohne Bremseinrichtungen);

Fig. 6

eine perspektivische Unteransicht auf das Fahrwerk gemäß Fig. 5 (dargestellt ohne Bremseinrichtungen).

Show it:

Fig. 1

a schematic diagram of the embodiment of the invention with three wheelsets in the passage of a track curve;

Fig. 2

a perspective view of the chassis with three wheelsets;

Fig. 3

a plan view of the chassis according to Fig. 2 ;

Fig. 4

a side view of the chassis according to Fig. 2 (shown without braking devices);

Fig. 5

a detailed perspective view of a final gearset of the chassis according to Fig. 2 (shown without braking devices);

Fig. 6

a perspective bottom view of the chassis according to Fig. 5 (shown without brake devices).

In the Fig. 2 to 6 is a chassis 1 shown that receives in its chassis frame 2 three sets of wheels 3, 4, 5. The chassis frame 2 may be part of a bogie not shown in the drawings (bogie frame) or frame of a vehicle equipped with three wheels rail vehicle (vehicle frame, especially locomotive frame).
The three sets of wheels, a first Endradsatz 3, a Mittelradsatz 4 and a second Endradsatz 5 are rotatably arranged with respect to the track plane. The rotational movement takes place via the vertical axis 6, 7, 8, which is formed perpendicular to the longitudinal extent of the chassis frame 2 - The wheelsets each have a Radsatzlagergehäuse 9, 10, 11.

At the wheelset bearing housings 9, 10, 11 special guide frame 12, 13, 14, 15 are arranged. In plan view, the guide frame 12, 13, 14, 15 configured U-shaped and has two leg members 16, 17, which via a Connecting element 18 are connected. The free ends of the leg members 16, 17 engage the respective axle box housing 9, 10, 11. In this case, the first Endradsatz 3 and the second Endradsatz 5 a guide frame 12, 15, which is aligned to the Mittelradsatz 4. The Mittelradsatz 4 has a first guide frame 13, which is aligned to the first Endradsatz 3 and another guide frame 14, which is aligned to the other Endradsatz 5. The respectively facing each other guide frames 12, 13, 14, 15 are connected to one or more coupling elements 20, 21, such that each wheel set 3, 4, 5 can turn out about the vertical axis 7, 8. Therefore, the coupling of two adjacently installed in the vehicle wheel sets (Endradsatz 3 with Mittelradsatz 4 or Mittelradsatz 4 with Endradsatz 5) in that their mutually facing guide frame 12, 13, 14, 15 with respect to the vehicle longitudinal direction centrally between two sets of wheels or in the immediate Be connected thereto with one or more coupling elements 20, 21.

The coupling elements 20, 21 may have the properties of a spring (stiffness) and / or a damper (damping member) and / or a joint (selection in the transmission of degrees of freedom). Their geometric orientation in the vehicle depends on the optimization goal of the suspension design.
In the in the Fig. 2 to 6 illustrated embodiment, the first coupling element 20 which is arranged between the first Endradsatz 3 and the Mittelradsatz 4 is formed as a transverse link. The further coupling element 21, which is arranged between the middle gear 4 and the other end wheel 5, has transverse damper.

The entire coupling system generates an additional mutual influenceability of all three arranged in the chassis frame 2 wheelsets 3, 4, 5 (schematically in Fig. 1 shown).

At the wheelset bearing housings 9, 10, 11 thereby take place in contrast to conventional wheelsets no longitudinal force transmission to the chassis frame 2 instead.

The brakes 40, 41, 42 (only in Fig. 3 exemplified) are each arranged on a wheelset 3, 4, 5 and cross members 22, 23, 24 (only in Fig. 3 exemplified) and coupled to each other from the rest of the guide frame 12, 13, 14, 15. The same applies to the drive (here in the Fig. 2 to 6 as a transmission 25, 26, 27 shown with drive 19). The longitudinal forces from brakes and in the case of a driven vehicle of traction are transmitted to the chassis frame 2 per wheel set 3, 4, 5 by a train-pressure rod 28, 29, 30 mounted centrally and at a low position on the wheelset drive with respect to the wheelset transverse direction. This central arrangement is necessary so that a wheel set 3, 4, 5 does not rotate relative to the chassis frame 2 about the corresponding vertical axis under longitudinal force. As an installation position can be used for the train-pressure rod 28, 29, 30, the horizontal or inclined in the vehicle longitudinal direction for application.

The same applies to the so-called torque arm 34, 35, 36, with its one end to the wheelset 3, 4, 5, preferably in a central arrangement, for example in the region of the transmission 25, 26, 27 and with the other end to the vehicle frame. 2 is arranged. In other drive embodiments than in the illustrated example example, the torque arm 34, 35, 36 of the wheelset 3, 4, 5 can be arranged or aligned differently (eg, perpendicular to a classic electric wheel drive).

Perpendicular to the chassis frame 2 out arranged suspension elements 32, 33 (eg pendulum supports) are provided which ensure that the guide frame 12, 13, 14, 15 are held in their installed position and are mounted torque-free. The traction takes place via a drive 19, which transmits the torque via drive shafts 37, 38, 39 via the gears 25, 26, 27 to the respective wheelsets 3, 4, 5.

The novel coupling principle offers the possibility of choosing the physical properties of the connecting elements arranged between the guide frames in such a way that, in addition to the good curve-driving properties described above, the driving stability also improves. In practice, this has the benefit of increased maximum permissible vehicle speed.

The novel coupling solution represents a chassis optimization, with which the classic target conflict between good arc behavior on the one hand and driving stability at higher speeds on the other hand in the operationally interesting scope is solvable. It is characterized by its robust, passive and purely mechanical mode of operation and requires no fine adjustment during installation and maintenance due to existing structural tolerances. The guide frames are not loaded with braking and in the case of a powered vehicle with traction forces. In addition, the presented design is a cost-effective suspension, since all three wheelsets in the chassis frame, including the housing, structurally identical and therefore interchangeable with each other in the context of repair.

LIST OF REFERENCE NUMBERS

1

landing gear

2

Chassis & frame

3

first end wheel set

4

center wheel

5

second end wheel set

6

vertical axis

7

vertical axis

8th

vertical axis

9, 10, 11

axle-box

12, 13, 14, 15

Lead frame

16, 17

leg member

18

connecting element

19

drive

20, 21

coupling elements

22, 23, 24

crossbeam

25, 26, 27

transmission

28, 29, 30

Train-push rod

32, 33

suspension elements

34, 35, 36

torque arm

37, 38, 39

propeller shaft

40, 41, 42

brakes

Claims (8)

Chassis for rail vehicles with three axles, wherein the wheelsets, formed by a middle gear and two Endradsätze are arranged in a chassis frame, each comprise a Radsatzlagergehäuse, wherein at least the two Endradsätze are turnable when cornering with respect to the longitudinal direction of the chassis frame, characterized in that the Chassis frame (2) for the wheel sets (3, 4, 5) is formed by individual in plan view U-shaped configured guide frame (12, 13, 14, 15), - wherein the guide frame (12, 13, 14, 15) has two leg elements (16, 17) which are connected via a connecting element (18) and the free ends of the leg elements (16, 17) on the Radsatzlagergehäuse (9, 10, 11) attack, - Wherein the Endradsatz (3, 5) at its Radsatzlagergehäuse (9, 11) by a guide frame (12, 15) is received and the Mittelradsatz (4) on both sides of the Endradsätze (3, 5) each have a guide frame (13, 14 ) having, - wherein the respectively facing each other guide elements (12 and 13, 14 and 15) with one or more coupling elements (20, 21) are connected, such that each wheel set (3, 4, 5) for a vertical axis (6, 7, 8) is rotatable. Suspension according to claim 1, characterized in that for transmission of the longitudinal forces per wheel set (3, 4, 5) a centrally outgoing and low lying on the respective wheel set (3, 4, 5) attached train-pressure rod (28, 29, 30 ) is provided. Chassis according to claim 1 or 2, characterized in that per wheel set (3, 4, 5) of outgoing and high-mounted on the respective wheelset (3, 4, 5) fixed torque arm (34, 35, 36) is provided. Suspension according to at least one of the preceding claims, characterized in that perpendicular to the chassis frame (2) arranged towards suspension elements (31, 32, 33) for positionally correct arrangement of the guide elements (12, 13, 14, 15) are provided. Chassis according to at least one of the preceding claims, characterized in that each wheel set (3, 4, 5) brakes (40, 41, 42) and these via cross members (22, 23, 24) connected to each other and from the rest of the guide frame (12 , 13, 14, 15) are decoupled. Chassis according to at least one of the preceding claims, characterized in that the coupling elements (20, 21) have the properties of a spring (stiffness). Chassis according to at least one of the preceding claims, characterized in that the coupling elements (20, 21) have the properties of a damper (attenuator). Chassis according to at least one of the preceding claims, characterized in that the coupling elements (20, 21) have the properties of a joint (selection in the transmission of degrees of freedom).

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