HUT57135A - Driven vehicle-underframe particularly for low alley-level railway vehicles - Google Patents

Abstract

The invention relates to a driven chassis with two interconnected and mutually steerable individual drives for low-floor rail vehicles with at least two hinged interconnected box parts. The aim of the invention is a low over the entire vehicle length infinitely extending vehicle floor, a stable straight-ahead and low-wear cornering of the driven chassis when using lightweight construction and reducing investment costs. The invention has for its object to provide an aforementioned driven chassis with low unsprung mass fraction, which allows a reduction in the number of vehicles and drives. According to the invention, this is achieved in particular by the fact that two individual drives (2, 2, 52, 52) equipped with steering means (15, 15, 16, 66, 77, 79, 79) can be pivoted about their horizontal axis below the center of the wheels (8, 8, 58, 58) are connected to one another by a connecting member (3) which has at its ends transversely directed support arms (4, 4) for the support of a box part, to which at least one motor (21) and a brake (23, 24) are fastened, for example, via extendable propeller shafts (25, 25) and the Radauszenseitig on two individual drives (2, 2, 52, 52) arranged bevel gear (26, 26) drive and brake the chassis (1, 51, 51). The entire embodiment of the invention is set forth in a total of 16 claims and associated 9 figures. Fig. 1 {low-floor rail vehicle; Articulated vehicle; Single drives; Box parts; Vehicle floor; Steering means; Link; support; Engine; Brake; Propeller shafts; Bevel}

Description

PUBLICATIONS

DRIVE VEHICLE FOR mainly LOW FLUID RATED VEHICLES

SIG SCHWEIZERISCHE INDUSTRIE-GESELLSCHAFT, Neuhausen am

Rheinfall, CH

Inventors: VAN EEUWIJK, Willi, Pratteln, CH

Λ. .

Application filed by Nemzői Lküzi International filing - Priority:

The 5 international publications

HARSY, Gábor, Neuhausen am Rheinfall, CH ferry * 17.08.1990.

PCT / CH90 / 00195

08/08/1989 (3042 / 89-0), CH Wing Date: 1 »91. 03 (WO 91/02673)

BACKGROUND OF THE INVENTION The present invention relates to a powered vehicle chassis, which is mainly intended for low-corridor rail-fixed vehicles, in particular articulated vehicles, comprising at least two articulated body parts. The 72145-2131 / MJ for such articulated vehicles provides a steering linkage for adjusting the individual radii of curvature, which provides the folding angle of the body parts to the vehicle chassis.

Comfortable boarding! conditions and the low floor level required for this, which should run steplessly over the entire length of the vehicle, are one of the important requirements for passengers, that is to say, modern rail-fixed vehicles, especially urban vehicles, for travel comfort.

In addition, from the operator's point of view, stable straight running and wear-free cornering are additional requirements, which is closely related to eliminating the annoying effects of cornering croaking.

A further modern requirement for rail-mounted vehicle design is to reduce structural weights and costs, for example by reducing the number of axles for vehicles with the same capacity.

In the prior art, efforts have long been made to abandon bogies in light-weight articulated vehicles, which, due to their central load, required heavy bogie frames.

In the known solutions, the bogie is replaced by a so-called unified steering shaft or by means of a tenor.

-3, a bodyless part is used which is hinged to the body part supported by two axles.

However, in most cases the known play of the shaft bearing wires and the steering mechanism, and the partial lack of damping, results in a snake-like self-movement, in the form of a sinusoidal rotation about the vertical axis, which ultimately leads to restless running of the vehicles.

Further, it is known from EP-A-263-793 a vehicle chassis which has a motorized two-axle bogie design. This bogie is located below the hub of the central body section or under the articulation of two or more articulated body sections of the articulated rails of the low-corridor articulated vehicle.

Further, in the above solution two individual impellers are used which are connected to the axle bridges arranged below their axle centers. Otherwise, these axle bridges are substantially L-shaped, and are pivotally mounted at the ends of the stems as pivotally with the other axle brackets holding each bicycle to an uncoupled bogie frame. The axle bridges are designed in the middle to support a central air spring with multi-element joints on the upper side.

It is pivoting about the vertical axis on the extreme body parts, and on the chassis brackets that connect the two air springs and act as the middle body parts.

ret too. The latter is pivotally connected to the axle bridges through the steering mechanism.

The drive consists of an engine located longitudinally between each bicycle and resiliently mounted on the uncoupled bogie frame, which is provided with a double-sided drive for each impeller. The transmission of power takes place via PTO shafts and bevel gear units, which are fitted with a spur gear, and are located outside the shaft joint. The braking system consists of log and magnetic rail brakes, which are also mounted on an uncoupled bogie frame.

A disadvantage of the above solution is that, in principle, a bogie solution is used in which at least one of the body sections is not curved, nor is it possible to radially adjust the wheels when cornering. In addition, the described bogie frame, together with said heavy-duty fittings, such as the drive motors and brake mechanisms, significantly increases the weight of the unsprung bogie.

Further, it is known from WO-85/05602 that two individual landing gear are releasably connected to one another via united and rigid coupling portions. As such, they form a four-wheel, non-motorized undercarriage that can be used for low-corridor articulated rail vehicles due to its bent axis and low construction.

In the above solution, the two individual impellers are the length • ·

*

-5 connected to an axle bridge located below their centers, which otherwise has a rigid coupling part. At the same time, the rigid coupling part encapsulates a mirror-symmetrical axle bearing the other bicycle. The axle bridges are designed in the middle to support a central air spring. These air springs are pivotally mounted on a lower portion of the air springs, while on the upper side the respective extreme body portions are supported by support arms and annular support. This support has a combined axial-radial bearing, which extends to the pivot of the articulated chassis.

The annular supports of the two extreme body parts are interconnected by means of rod coupling elements. They are pivotally connected to telescopically pushed coupling members rigidly fixed to the axle bridges through longitudinal guide rods. Further, the extreme superstructure members are connected to the axle bridges by additional supports.

In the above embodiment, the braking device consists of external disc brakes, the brake discs of which are arranged on the axle stubs. The brake actuators are suspended from the axle bracket.

A disadvantage of the above solution is that it does not provide curve-dependent control of at least one of the body parts, and on the other hand the radial adjustment of the wheels is not possible in cornering. A further disadvantage is that the braking device increases the unsprung mass.

• · · ·· ··· ···· ·· * .ί .. · _φβ · · _{φ <} ·

In addition to the shortcomings mentioned above, it should be noted that the height of the floor level in the area of the motor bogie must be raised by steps that are perpendicular to the direction of travel, which is undesirable.

The aforementioned shortcomings of the prior art and the above-described solutions not only adversely affect wheel / rail wear, but are also inadequate to prevent cornering noise. Furthermore, in accelerations, loads are transmitted directly and uncoupled from the wheel / rail connection to the supporting members and their fittings, which ultimately results in high loads. These often result in the formation of cracks or even fractures. Furthermore, due to the use of loose screw connections, fittings and assemblies that are essential for operation are often lost. This endangers safety and / or performance, which ultimately results in the accidental loss of the vehicle.

It is an object of the present invention to overcome the above shortcomings.

The object of the present invention is therefore to provide an improved vehicle chassis, especially for low-rails, rail-mounted vehicles, especially articulated vehicles, of simple construction and lower weight, which utilizes the inclination angle of the articulated vehicle body members.

• · • ·

-ΊΑ. The object of the present invention has been solved by the vehicle chassis described in the introduction, wherein two individual undercarriages of the vehicle chassis with a steering linkage are connected to one another by means of a pivot which is pivotable about the horizontal axis of the impellers. It is equipped with transverse support arms at the ends which support the body part. The support arms are provided with at least one drive motor and a brake, such as via a longitudinally adjustable PTO shaft and via a conical wheel drive on each of the chassis at the outside of the wheel to drive or brake the vehicle.

Preferred embodiments of the present invention are described in the dependent claims.

By means of the present invention, the angle of rotation between the forward guiding body under which the vehicle chassis of the present invention is located and the subsequent axle body, for example, is transferred to each of the steerable axles, thereby achieving the desired bend radial alignment of the bicycles. Similarly, the bend angle due to cornering can be utilized in vehicles having a pivotally mounted axle body between two axle body portions, wherein the axle body body members are provided with a vehicle frame according to the invention.

Compared to those known articulated vehicles, • ·

With the use of known bogies, the significant advantage of the present invention is that the number of vehicle chassis and undercarriages is reduced, resulting in a significant reduction in both weight and investment and maintenance costs. This favorable tendency is further reinforced by the simple and light construction of the vehicle chassis of the present invention. The above-mentioned beneficial effects are also facilitated by the radial adjustability of the individual axles, as well as the drive and braking arrangement on the axle body parts.

It is also possible to implement the driven vehicle chassis according to the invention in which the individual steering axles are equipped with two-stage suspension. This minimizes the unsprung masses.

The main advantages of the present invention are as follows:

- The two steerable individual undercarriage rigid linkage joints are soft to twist, thereby meeting all safety requirements, in particular uneven wheel pressures and wheel load changes in cornering bends;

- Due to the special design of the two individual undercarriages and at the same time to facilitate the support of the body, the suspension of the body does not rotate during cornering and consequently the resistance of the body is reduced to a minimum;

• ·

- The body part is supported over a wide base area, so no additional anti-roll bars are needed;

- Reaction forces due to drive and braking and wheel diameter differences are absorbed by the system and do not, for example, affect arc radial adjustability;

- The two individual axles of the interconnected axles can be mutually radially controlled using a variety of known steering levers.

The invention will be described in more detail with reference to the accompanying drawing, in which some exemplary embodiments of the present invention are illustrated. In the drawing:

Figure 1 is a top plan view of a double-sided vehicle frame according to the invention with single-wheel landing gear;

Figure 2 is a side view of the solution of Figure 1;

Figure 3 is a front view of the vehicle frame of Figure 1;

Figure 4 is a top view of a single-drive vehicle chassis with single axles;

Figure 5 is a side view of the solution of Figure 4;

Figure 6 is a front view of the vehicle chassis of Figure 4;

-10te;

Figure 7 is a sectional view taken along line VII-VII in Figure 3, but with two-stage suspension;

Figure 8 is a sectional view taken along line VIII-VIII in Figure 6, with a two-stage suspension;

Figure 9 is a top plan view of the unidirectional vehicle chassis of Figure 4 and the curve control.

1-3. 1 to 2 are driven by two mutually steerable, single-wheel single axles 2, 2 / which are integral with each other and are integrally coupled to each other by means of axially spaced propulsion and braking forces, deflection and torsion.

As an example! 2 and

2 / has four or four support arms 4 and 4 / located under the center of the axle at each of the outer corner points of the chassis to support the common low-passage body section.

In this case, the body part is supported by a single-step spring brackets 4 and 4 /, respectively, which are spring-mounted on the outside of the wheel on an increased base at the ends of the connecting member. A total of eight 5 and ·· located on transverse 4 and 4 'brackets

-115 / spring units provide vertical superstructure suspension as well as horizontal transverse suspension of the superstructure part and are provided with, for example, 6 or 6 * shock absorbers per spring pair for vertical damping.

For the turning movement in curvature, each of the axles 2, 2 / has a rotating crown 7, h, preferably known per se, which is curved downward and extends over a large surface of each wheel 9 and 9 'of each of the impellers 8 and 8 / rests. With this arrangement, the horizontal tilt of the 9 and 9 / wheel bridges in the 2 and 2> axles is prevented.

Due to the above arrangement of the spherical rotor 7 and 7 ', and in particular the special support structure of the connecting element 3, the spring units 5 and 5 are protected from bending during cornering. Thus, the 5 and 5 / spring units are loaded only vertically and horizontally, so that they remain in their unchanged position according to the respective loading height even when cornering. In sharp bends, this can reduce the possibility of heavy lowering of the body section.

Thanks to the above arrangement, the turning resistance of the 2 and 2> undercarriages has been minimized and at the same time it has been easy to adjust in the radial direction.

In order to adjust the radial alignment of the axles 2 and 2 ', first, the angle of inclination between the hinged portions of the bodywork is first provided by means of a guide rod 11 extending in the longitudinal center plane of the bearing on the axle bed 10. Hereby, a guide bar 13 transverse to the direction of travel is hinged, which in turn engages one side with a projection 14 on the wheel bridge 9. For mutual steering of each of the axles 2 and 2, wheel axles 9 and 9, respectively, have rod-shaped projections 15 and 15/15 extending outwardly from the median longitudinal plane 10 and connected to each other by pivot points 18, which are rotationally symmetrical.

The longitudinal release between the body part and the vehicle chassis 1 is preferably carried out by means of two longitudinal guide rods 19, which are mounted parallel to the longitudinal center plane 10 and are hinged at the pivot points 18 on the chassis 2.

Complementary to the motor drive, the above-mentioned interconnected chassis 2 and 2 / chassis form the driven vehicle chassis 1.

For this purpose, for example, a drive motor 20 and 21 are provided on both longitudinal sides of the vehicle chassis, which are provided with 22 and 22 / gears for reducing the speed. On its folding sides 23 and 23 / brake discs are located, respectively, with the associated brake actuator 24 and 24 / which are suspended on the spring-loaded body part.

The transmission is carried out on both sides via a retractable PTO shaft 25 and 25 / which are connected to the bevel gear 26 and 26 / which are always external to the outside of the shaft of the impeller 8 and 8 / respectively.

4-6. Figures 1 to 5 show a particularly light version of the vehicle chassis of the present invention, designated 51 in its entirety. This consists of two mutually steerable, one-axle 52 and 52 / axle axles of substantially the same construction. These bending members 3, which define the wheelbase and absorb the driving and braking forces, are insoluble connected by a bending but tightening device 3.

As an example here! In the embodiment, each of the axles 52 and 52/52 is provided with two support arms 4 and 4 / located at the outer corner points, respectively, which are intended to hold a common, low-level body section.

In this case, the body part is supported by a single-step spring, which is raised on the outer wheel side at an increased base at the ends of the T-shaped support arms 4 and 4 / respectively. A total of four spring units 5 and 5 /, respectively, arranged on the transverse arms 4 and 4 / support arms provide vertical and horizontal suspension of the body part, and a vertical shock absorber is provided for each spring, not shown here.

· · *. . ··. . ·· ·· * · «·· ·· ·« ·. · ..

For each turning movement in a cornering turn, each vehicle chassis 52 and 52 preferably has a ball spindle 7 and 7 known per se. They lie on a large surface on the axle frame 56 and 56, guided parallel to the axles 56 and 56, respectively, on the inner rim 70 and 70 of the impeller bearing 59 and 59, thus preventing the axle frame 52 and 52 from being mounted. horizontal tipper.

Due to the described arrangement of the rotary ring 7 and 7, and in particular the special support structure of the connecting element 3, the spring units 5 and 5 are relieved of the rotational movement of the bend.

By means of the above measures, it is achieved that the spring units 5 and 5 are loaded only vertically and horizontally, respectively, and that they are held in their respective positions in a curve with respect to their support height and their vertical position. Further, in sharp bends, the lowering of the body part is thereby eliminated.

As noted above, the pivoting resistance of the 52 and 52 axles, respectively, has been minimized and made easy to adjust in the arc.

The longitudinal lowering and bending of the 52 and 52 axles, respectively, is similar to

-15 as shown in Figures 1-3. 1 to 4. For reciprocal steering of the axles 52 and 52t, pivot points 18 are formed which are displaced diagonally relative to one another on the axle frames 59 and 59 /, which are connected by slanting links 77 under the connecting element.

The interconnected individual chassis 52 and 52 /, respectively, together with the motor drive, form the driven vehicle chassis 51.

As shown in Figure 4, in the present case, a drive motor 21 is provided in the longitudinal direction of the vehicle chassis, which is equipped with two-side reducing gears 22. On one of its folding sides, a brake disc 23 is provided, together with the associated brake actuator 24, which is suspended on the spring-loaded body portion (not shown).

The transmission is carried out on either side by means of a retractable PTO shaft 25, the other end of which is connected to the gear units 26 and 26 / on the impellers 58 and 58 / respectively.

Through the arrangement of the invention, in the embodiments detailed above, the reaction forces from the drive and braking, as well as the loads due to any wheel diameter differences, are absorbed by the system without, for example, interfering with bend radial adjustment.

Torsionally coupling each axle to each of the safety conditions is met, with particular regard to uneven wheel pressures and changes in wheel load due to twisting of the rails.

Fig. 7 shows a variant of the vehicle chassis 1 described above, in which the body part is provided with a two-stage suspension. For this purpose, only the spring units 55 and 55 / which are arranged between the bridges 9 and 9 / and the rotary ring 7 and 7 respectively are provided.

Another example of two-stage suspension of the superstructure is shown in Figure 8. In this arrangement, the axle frames 59 and 59 / are supported on the spring units 78 and 78 / adjacent the inner bearings 70 and 70 / respectively.

Optionally, in the case of a two-stage suspension, ball-and-socket segments mounted on either side of the 9 or 9 / wheel bridges or the 59 and 59 / axle frames, and especially in the case of a low construction, can be provided.

Figure 9 is a further example. embodiment. The driven chassis 51 / vehicle shown here is provided with other types of steering for the 52 and 52 / chassis respectively. For this purpose, a pivoting arm 66 is mounted which is pivotally mounted on the coupling member 3 at a distance of half a spacing, and its pivot points 18 are connected to the respective pivot points 18 and 59 of the axle frames 59 and 59 / through the pivot points 79 and 79, respectively.

The exemplary embodiments of the driven vehicle chassis of the present invention may also be used in any combination (e.g., arrangement and configuration of the drive, suspension and steering). It should be noted, however, that these combinations and variants are within the scope of the claimed application and are embodied in the spirit of the invention.

• ·

-18 PATENT CLAIMS

Claims (16)

PATENT CLAIMS 1. Driven vehicle chassis, in particular low-passageway rail-mounted vehicles, having at least two articulated body sections, characterized in that two single-track steering columns (15, 15 /, 16, 77, 66, 79, 79/79) are provided. its running gear (2, 2 /; 52, 52 /) being pivotally connected about its horizontal axis, under the center of the impellers (8, 8 /; 58, 58 /), by means of a connecting element (3), where the connecting element (3) having transverse body support brackets (4, 4 /) having at least one drive motor (21) and a brake (23, 24), preferably retractable on the PTO shaft (25, 25 /) and on the outer wheel side of each running gear (2, 2). /; 52, 52 /) are connected to the vehicle chassis (1; 51, 51 /) by means of a conical gear gear (26, 26 /) arranged to drive or brake. Drive vehicle chassis according to Claim 1, characterized in that the connecting element (3) is itself rigid in its longitudinal central plane (10), but with respect to its transverse support arms (4, 4), is tensile. Drive vehicle chassis according to claim 1 or 2, characterized in that it is transverse -19 support arms (4, 4 ») located below the center of the impellers (8, 8,; 58, 58 /) and surrounded by H-shaped two-sided and T-shaped unidirectional springs, and a spring-mounted spring unit providing high base support for the vehicle body part (5, 5 /) is provided. 4. Drive vehicle chassis according to any one of claims 1 to 3, characterized in that the coupling element (3) has at least one bearing (17), in which the steering rod (11, 12, 12, 12, 52, 52,) for transmitting the pivot angle of the hingedly connected body part to the chassis. 13) is embedded, preferably having a rod-like projection (14). 5. Drive vehicle chassis according to any one of claims 1 to 3, characterized in that the connecting element (3) is pivotally mounted on a large surface and pivotally mounted on the axle frame (59, 59 /) of each running gear (2, 2r; 52, 52 »). , and is supported on its wheel axle (9, 9 /), the height and vertical position of the spring unit (5, 5 /) remain unchanged when cornering, and the turning resistance is minimized. 6. Drive vehicle chassis according to any one of claims 1 to 5, characterized in that the spring units (5, 5 /) are exclusively for vertical body suspension and allow horizontal transverse displacement of the vehicle body, and also provide alignment of the chassis (2, 2 /; 52, 52 /). with the steering linkage (15, 15 /, 16, 77, 79, 79 /) via a ball rotating ring (7, 7 /). 7. Drive vehicle chassis according to any one of claims 1 to 4, characterized in that the spring units (5, 5 /) are formed as single springs or in pairs of parallel arrangement and are associated with a vertical shock absorber (6, 6 /). 8. Drive vehicle chassis according to any one of claims 1 to 3, characterized in that each chassis (2, 2 /; 52, 52 /) is bent downwardly by an axle (9, 9 /) holding both impellers with inner bearings (8, 8 /) and by a double-sided axle (9). 56, 56 /) is provided with a parallel shaft frame (59, 59 /) including bearings (70, 70 /) for the impeller (58, 58 /). 9. Drive vehicle chassis according to any one of claims 1 to 3, characterized in that the axles (59, 59 /) of the axles (9, 9 /) of the landing gear (2, 2) and the axle frames (59, 59) of the landing gear (52, 52) are mutually controlled. , 15 /, 16) or one-sided steering linkage (79, 79 /, 66) or diagonal steering linkage (77). 10. Drive vehicle chassis according to any one of claims 1 to 3, characterized in that the chassis (2, 2 ·; 52, 52r) coupled to the connecting element (3) are provided with at least one drive motor (21, 21 /) which is provided on the longitudinal side of the chassis. and, together with the drive-side brake discs (23, 23 /) and the brake actuator (24, 24 /), are resiliently suspended through the spring element (5, 5 /) on the body part. 11. Drive vehicle chassis according to any one of claims 1 to 5, characterized in that the transmission of power is effected through the drive by means of drive mechanisms (8, 8 /) disposed on the outer wheel side of the drive shaft (25, 25 /) or the impellers (58, 58 /). 26, 26 /) is in drive connection. 12. Drive vehicle chassis according to any one of claims 1 to 5, characterized in that the reaction forces from the drive (21, 22, 25) and the brakes (23, 24) and the forces resulting from the diameter difference of the impellers (8, 8 /; 58, 58 /) (2, 2 /; 52, 52 /) are ineffective for radial alignment. 13. A driven vehicle chassis according to any one of claims 1 to 3, characterized in that for driving between the body and the vehicle chassis there are two chassis (2, 2 /; 52, 52 /) longitudinal bar embedded in pivot points (18) · < Is equipped with -22 (19). 14. Drive vehicle chassis according to any one of claims 1 to 3, characterized in that the springs (55, 55 *) or the axle frame (59) are arranged to reduce the unsprung masses by means of spring units (55, 55 *) arranged between the wheel bridge (9) and the , 59 *) is provided with a spring unit (78, 78 *) adjacent to its inner bearing (70, 70 *). 15. Drive vehicle chassis according to any one of claims 1 to 3, characterized in that two-stage suspension of the body part is provided at the wheel axle (9, 9 *) and the axle frame (59, 59 *) and opposite to these, , 55 *) is accepted. 16. Driven vehicle chassis, particularly for articulated articulated vehicles with low corridor level, characterized in that each of its two undercarriages (2, 2 *; 52, 52 *) equipped with a handlebar (15, 15 *, 16, 77, 66, 79, 79 *) ) connected to one another by means of a connecting element (3) which is provided at its ends with transverse support arms (4, 4 *) supporting the body, wherein the support arm (4, 4 *) is provided with at least one drive motor (21) and a braking device (23, 24). which preferably drive or brake the vehicle chassis (1; 51, 51 ») via a PTO shaft (25, 25 *) with a gear (26, 26») arranged on the outer wheel side on the two chassis (2, 2 »; 52, 52») they are connected. -23A authorized agent: _ DANUBIA Patent and Trademark