WO1987006550A1

WO1987006550A1 - Bogie for track vehicles, in particular rail vehicles

Info

Publication number: WO1987006550A1
Application number: PCT/CH1987/000045
Authority: WO
Inventors: Gabor Harsy; Willy Van Eeuwijk
Original assignee: Sig Schweizerische Industrie-Gesellschaft
Priority date: 1986-04-24
Filing date: 1987-04-21
Publication date: 1987-11-05
Also published as: DK676587D0; NO167014C; ES2004406A6; FI875499A; CH671740A5; NO167014B; ATE71893T1; FI89028B; EP0266374B1; NO875287D0; NO875287L; FI875499A0; DE3776267D1; DK676587A; EP0266374A1; FI89028C; DK167485B1

Abstract

The bogie for track vehicles, which is used for at least one body, comprises at least two axle sets. Each axle set (2, 2') is arranged in its own support frame (3, 3'). The support frames (3, 3') are connected to one another by spring bodies (5). The support frames (3, 3') are symmetrical and can pivot mutually by means of a vertical bearing (7). The spring bodies (5) have a primary shock-absorbing effect. The support frames have the shape of symmetrically-arranged U-shaped half-frames (3, 3') and rest on one another in a flexible manner by means of their projecting arms (4, 4'). On bends, there is consequently no movement in relation to the axle sets (2, 2'). The design, which is essentially identical for motor-equipped and non-motor equipped bogies, can be adapted for any selected bogie arrangement. When small-diameter wheels are used, the vehicle floor can be kept very low, facilitating the boarding and alighting of passengers, and ensuring a high level of directional stability.

Description

- t -

I ahrwerk for track-bound vehicles, especially rail vehicles

The present invention relates to a chassis for track-bound vehicles, in particular rail vehicles, in which the vehicle structure is based on suspension assemblies or is suspended from them.

The invention relates both to vehicles, the structure of which is based on one or more driving units, and to vehicles in which the mutually adjacent bodies are supported on a single, common driving mechanism, in particular when the individual vehicle parts are connected to one another in an articulated manner .

In all the cases mentioned, the present invention is based on motorized undercarriages which, if the drive is omitted, can optionally also be used as drives which are identical in the rest.

The main features of the present invention are:

- The vehicles are easy to corner, especially when driving on narrow curves

the favorable entry and exit conditions, as well as the consistently low vehicle floor of the vehicles

- The versatility in a wide variety of chassis arrangements

the largely identical design of motorized undercarriage and non-motorized undercarriage The following are known from the prior art:

Rail vehicles, the chassis of which enable their wheelsets to be adjusted radially when cornering ÜE-OS 32 30 419

- Rail vehicles whose undercarriages enable a mutually controlled radial adjustability of their wheel sets when cornering

DE-OS 30 30 084

- railway vehicles, which enable the trolleys Fahrzeug¬ construction controlled, forcibly Radialeinstellbarkeit its wheel sets at cornering ^*

EP 0 072 328

Rail vehicles, the undercarriages of which have a undercarriage frame consisting of at least two parts which are connected to one another in an articulated manner and which enable the wheel sets to be adjusted radially when cornering

DE-OS 32 35 692 and DE-OS 32 21 755

Rail vehicles whose undercarriages enable a vehicle floor that is at least partially lowered EP 0 058 914, EP 0 071 575 and DE OS 33 26 540 Trolleys or bogies of rail vehicles are known, the wheel sets of which are also guided in parallel by known means in order to ensure stable straight running by means of a wheel set guide that is rigid to rigid in the longitudinal direction of the vehicle, in particular in the case of fast-moving vehicles.

When driving on bends, however, the known effect of the longitudinal and transverse sliding of the wheels on the rails occurs in the wheelsets guided in this way, which is particularly the case with tight curves, e.g. in light rail operation, as annoying "squeaking curves" that are perceived as annoying and subject to increased wear.

In order to counter this circumstance, one proceeds, for example, with the means shown in DE-OS 32 40 419 to reduce the rigidity of the wheel set guidance in the longitudinal direction of the vehicle. The radial adjustability of the wheel sets achieved by this measure, which only moves within the longitudinally elastic range of the wheel set guide, however leads to uncontrolled wheel set positions which, as practice has shown, no exact adjustment of the wheel sets to the Must result in the center of the curve, but can even lead to an anti-radial setting of the leading wheel set in the track curve under unfavorable conditions. To remedy this is the subject of DE-OS 30 30 084, which shows a mutually controlled radial adjustability of the wheel sets, in particular for chassis or bogies, in which each wheel set is driven by an associated motor. The problem that arises in this case, which entails radially adjustable wheel sets in relation to drive and brakes, is solved in the present case in that one does not derive from the radial adjustability of the wheel sets between the motor and wheel set, as well as between the brake and wheel set ¬ renden relative movements can arise in that the ¬ on the one hand supported on the wheel axles on the other hand, are pivotally connected to each other about a vertical axis and the brakes are suspended from a brake beam connected to the respective motor.

A disadvantage of this concept appears to be the fact that the mutually controlled radial adjustability of the wheel sets must be brought about via the motor housing and the motors must always be supported on the wheel axles for this.

A further embodiment of making the wheel sets of a motorized undercarriage or bogie radially adjustable is shown in EP 0 072 328, although this is a forced radial adjustment of the wheel sets controlled by the vehicle body, but otherwise with regard to installation of the drive can be referred to the previously made statements. A further development of making wheel sets radially adjustable in accordance with one of the abovementioned possibilities, but without having to support the associated drive motor directly on the wheel axis, is formed by the undercarriage frames consisting of at least two parts which are connected to one another in an articulated manner, as is shown, for example, in FIG DE-OS 32 35 692 is shown using a very complex example. After all, this solution offers the possibility of realizing the two previously mentioned modes of operation of radially adjustable wheel sets, taking into account motors that are not supported on the wheel sets, namely in the form of wheel sets that are mutually controlled or controlled by the vehicle body. The teaching described here, however, is still based heavily on the original structure of a classic bogie and, in addition to the actual, articulated C-shaped subframe that carries out the control process, requires a pair of side frames and a cradle support for supporting the vehicle body.

A further possibility of achieving the radial adjustability of the wheel sets by means of a chassis frame consisting of at least two parts which are connected to one another in an articulated manner is disclosed in DE-OS 32 12 755. With this type of construction, the bogie frame is dispensed with in the usual sense and the diagonally opposite wheels of a chassis are connected by means of Z-shaped diagonal supports on which the vehicle body is spring-loaded. The diagonal supports can move relative to each other in the direction of travel so that the result is a radial adjustability of the wheel sets when cornering. In addition to the previously discussed aspects regarding the requirement for good cornering for a track-bound vehicle, the second requirement, particularly for a rail vehicle for local public transport, is the favorable entry and exit conditions combined with a consistently low level Vehicle floor due to an extremely low overall height of their running gear and running gear with small wheel diameters.

For this purpose, the embodiments according to EP 0 058 914, EP 0 071 575 and DE-OS 3 326 540 are known in the prior art. As a first, serious disadvantage, however, it must be assessed that in all the cases shown, the vehicle floor can be lowered only partially. This is due to the second shortcoming of the solutions shown, namely that the disclosed drive and bogie racks of different heights do not allow free application in the most varied of chassis arrangements and thus make a consistently low vehicle floor impossible.

This is precisely where the present invention comes in, with the task of adapting to all selected undercarriage arrangements by means of a largely identical design of motorized undercarriages and non-motorized undercarriages and, when using small wheel diameters for the vehicles, besides favorable exit and entry conditions to allow a consistently low vehicle floor, but at the same time takes into account all conditions of stable straight running, and in particular meets the requirements for good cornering taking into account noise reduction and wear reduction, especially when driving on narrow curves. The basic idea of the invention is based on the creation of motorized undercarriages and non-motorized undercarriages of largely identical construction, the load-bearing components of which consist of two half frames, which are articulated on the one hand about the vertical axis and which are supported resiliently on one another via cantilever arms and / or by means of Pendulums are resiliently suspended from these and the resilient elements of which are simultaneously able to absorb the unscrewing movement of the two half frames, resulting from the radial position of the wheel sets relative to one another in accordance with the curvature of the vehicles.

The difficulties and disadvantages known from the prior art are not suppressed by the wording of the main claim 1) of the solution according to the invention with secondary measures, but are avoided in a simple and uncomplicated manner. Particular emphasis was placed on being able to integrate suspension and guide elements that are common today, as well as known drive and braking devices, into the concept unchanged.

This solution can also be designed in such a way that it can use either one of the two known modes of operation, namely mutual self-control or box-side positive control, with regard to the radial adjustability of the wheel sets. In both cases, this solution, due to its structural design, can take into account the special requirements that arise with radially adjustable wheel sets in connection with the drive and brakes. This is also shown not least by the fact that the solution is not subject to any additional loads or wear resulting from it, so that it is particularly suitable for the use of small wheel diameters.

Furthermore, the solution according to the invention enables a number of design forms which, with the same basic concept, are able to meet the most varied of requirements and are contained in the subclaims.

The invention is explained below, for example with reference to a drawing.

Show it:

Figure 1: A non-motorized drive in perspective representation.

Figure 2: A plan view of a motorized chassis analogous to the embodiment according to Figure 1.

Figure 3: The schematic diagram of a motorized undercarriage with mutually controlled, radially adjustable wheelsets, according to Figure 2.

Figure 4: The schematic diagram of a motorized undercarriage, according to Figure 3, but with radially adjustable wheelsets controlled on the car body side. FIG. 5: A motorized undercarriage, according to FIG. 2, or a non-motorized undercarriage according to FIG. 1 with an additionally transverse elastic, ring-shaped axis guide.

Figure 6: A motorized undercarriage, according to Figure 2 or non-motorized undercarriage according to Figure 1 with additional transverse elastic, V-shaped axis guide.

Figure 7: A motorized undercarriage, according to Figure 2 or non-motorized undercarriage according to Figure 1 with direct support of the vehicle body

Figure 8: A non-motorized drive in a perspective view.

FIGS. 9 to 12: a plurality of undercarriage arrangements with motorized undercarriages and non-motorized undercarriages of a corresponding type, particularly suitable for light rail vehicles, the undercarriages and undercarriages having small wheel diameters and permitting a continuously lower vehicle floor.

In a non-motorized drive 1 shown in FIG. 1, two wheel sets 2, 2 'are each guided in a c-shaped half frame 3, 3' at axle bearing points 10, 10 '. The c-shaped half frames 3, 3 'each have two supporting cantilever arms 4, 4', which are each supported by a spring element 5 on the opposite c-shaped half frame 3, 3 ¹ . The spring elements 5 have a primary spring action and also take up the relative unscrewing movement of the two c-shaped half frames 3, 3 'resulting from cornering, without friction and as a pushing movement. Likewise, the rotary movement takes place in the common pivot bearing 7 of the rear part of the c-shaped half frames 3, 3 ', which is formed as a connecting support 6, 6 *. The connection supports 6, 6 'are formed in the area of the supporting cantilever arms 4, 4' and the rear part of the c-shaped half frames 3, 3 ¹ as corner stiffeners 8, 8 'for receiving vehicle box springs 9.

The external mounting of the wheel sets 2, 2 'shown in FIG. 1 is not binding, since the concept shown can be implemented both independently of the track width and with internal wheel sets.

Figure 2 shows the top view of the drive according to Figure 1, but in a motorized version. In the case of a motorized undercarriage 11, two drive wheel sets 12, 12 'are each guided by a c-shaped half frame 3, 3' at axle bearing points 10, 10 '. Furthermore, a drive 16, 16 ', each consisting of a motor 13, 13' and a clutch 14, 14 'and a transmission 15, 15', and brakes 17, 17 'and / or 27, 27 are provided '. In this case, the drives 16, 16 'and the brakes 17, 17' and 27, 27 'are installed in the c-shaped half frame 3, 3' in such a way that, compared to the drive wheel sets 12, 12 ', none of them come out of the curve venfahrt resulting relative movements to each other. As already described in FIG. 1, these are received on the one hand in the common pivot bearing 7 of the two C-shaped brackets 3, 3 'connected with connection supports 6, 6' and, on the other hand, they are removed from the spring elements 5 leads, on which the supporting cantilever arms 4, 4 'are supported on the respectively opposite c-shaped half frame 3, 3'.

The vehicle box springs 9 are arranged on the corner stiffeners 8, 8 '.

Figure 3 shows the motorized chassis 11 shown in Figure 2 in a schematic diagram. It is particularly clear that the radial adjustability of the wheel sets 12, 12 'is simple. is controlled mutually. The two c-shaped half frames 3, 3 'connected to connection supports 6, 6' can move about the vertical axis in the common pivot bearing 7. This rotary movement is taken up by the spring elements 5, which support the supporting cantilever arms 4, 4 'with one another or on the respective c-shaped half frame 3, 3', in the pushing direction. The extent of the twisting movement of the two c-shaped half frames 3, 3 'relative to one another is determined by the radius of the curve on which the wheel sets 12, 12' adjust radially towards the center of the curve, without resulting relative movements between the drive 16, (16 ') or the brakes 17, (17'), or 27, (27 ') and the wheelset 12, (12'). The longitudinal entrainment between the motorized undercarriage 11 or the non-motorized drive 1 and a vehicle body 20 takes place via a trailing arm 19 arranged in the longitudinal direction of the vehicle. This trailing arm engages with one end on the c-shaped half frame 3 or 3 'or in the pivot bearing 7 19, is gimbaled at its other end on a pin 18 fastened to the vehicle body 20. The vehicle body 20 is further supported by the vehicle box springs 9 on the corner stiffeners 8, 8 'of a motorized chassis 11 or non-motorized drive 1.

Here, e.g. in the case of an articulated vehicle either support one vehicle part in the middle, or the adjacent superstructures of two vehicle parts, or one end of the vehicle.

FIG. 4 shows a motorized undercarriage 41 in a basic illustration, with the wheel sets 12, 12 'being coupled to one another by means of an axle bearing points 10', which is arranged on both sides of the motorized undercarriage 41 on the c-shaped half frame 3

• Handlebar lever system 21. This controls the wheel sets 12, 12 'from the vehicle body 20 as soon as there is a turning movement between the vehicle body 20 and the motorized chassis 41 or the non-motorized drive 31 as a result of cornering .

Figures 5 to 7 show the axle bearing 10, 10 'at the ends of the c-shaped half-frames 3, 3' and 33, 33 'in conjunction with a drive wheel set 12, 12' or wheelset 2, 2 'mounted there as further embodiments that can be used in combination or as an alternative to the solutions shown.

The embodiments according to FIGS. 5 and 6 enable an additional transverse elastic axis guide to be accommodated in the form of an annular, elastic element 22 (FIG. 5), or two V-shaped elastic elements 23 (FIG. 6), which also have a certain primary spring include. FIG. 7, on the other hand, is based on an axle guide in which the vehicle box springs 9 are not arranged on the corner reinforcements 8, 8 'in the manner described above, but in the form of direct support of the vehicle body 20 directly above the axle bearing 10, 10' of the c-shaped half-frames 3, 3 'and 33, 33' are provided.

Another advantageous further development is disclosed in FIG. 8. The example of a non-motorized drive 32 shows a c-shaped half frame 33, the two supporting cantilever arms 34, 35 of which are bent differently, namely once upwards (34) and once downwards (35). From a rotationally symmetrical view, it is found that the oppositely lying c-shaped half frame 33 ', the supporting cantilever arms 34', 35 'of which are also bent differently, leads to the desired nesting of both frame halves. The supporting cantilever arms 34 and 35 'or 34' and 35 are thus arranged one above the other in the longitudinal direction. While the two c-shaped half frames 33, 33 'are connected to one another in an articulated manner about the vertical axis via a connection support 6, 6' in the pivot bearing 7, on the other hand the diagonally opposite, opposite ends of the supporting cantilever arms 34, 34 'are supported one spring element 5 each from the bottom end of the supporting cantilever arm 35, 35 '. Furthermore, the diagonally opposite, lower ends of the supporting cantilever arms 35, 35 'are each suspended via a pendulum 25 and spring elements 24 at the respectively upper end of the supporting cantilever arm 34, 34'.

This arrangement allows the c-shaped half frames 33 and 33 'to rotate relative to one another as a result of the radial position of the wheel sets 2, 2' relative to one another, in accordance with the curvature of the vehicle 20. The rear parts of the c-shaped half frames 33, 33 'in the connection area of the connecting supports 6, 6', which are designed as internal corner stiffeners 8, 8 ', serve to accommodate the vehicle box springs 9. Alternatively, the vehicle box springs 9 can also be provided on the outer consoles on the c-shaped half frames 33, 33 ', or the direct support shown in FIG. 7 can be used.

Even in the case of a motorized undercarriage 42 designed on this basis, the relative movements resulting from the arc travel always take place between the two c-shaped half frames 33 and 33 '. In the present solution, they are carried out by means 7, 5 and 25, 24, so that none between wheel set 12, 12 'and drive 16, 16' or brake 17, 17 'or 27, 27' the relative movements originating from the curve can result.

FIGS. 9 to 12 show rail vehicles in which the vehicle body 20 is supported on the most varied of chassis arrangements of motorized undercarriages 11, 41, 42 and / or non-motorized drives 1, 31, 32. The present invention can be used here in the form of motorized undercarriages 11, 41, 42, or non-motorized drives 1, 31, 32 of largely identical construction, for example under trailer vehicles, the vehicle body of which is based on two non-motorized drives 1, 31, 32 supports (Figure 9), as well as under locomotives, especially when the individual vehicle parts are articulated to one another (Figures 10 to 12), but also when the adjacent superstructures of two Support vehicle parts on a common drive or drive (11, 41, 42 or 1, 31, 32) (Figure 12). Such a running gear can therefore be designed as a motorized running gear 11, 41, 42 or non-motorized running gear 1, 31, 32 of largely identical construction. It can adapt to all selected chassis arrangements and, by using drive and wheel sets 12, 12 'or 2, 2' with small wheel diameters for a vehicle 20, in addition to inexpensive entrances and exits 38, also enables a continuously lower vehicle floor 39.

In particular, the articulated design of the motorized undercarriages 11, 41, 42 and the non-motorized undercarriages 1, 31, 32 enables good maneuverability in curves, so that noise and wear and tear are largely avoided even when driving on narrow curves.

No additional aids (for example control frames etc.) are required for the radial adjustability of the wheel sets 2, 2 'or 12, 12', since this effect is due to the articulated connection of two load-bearing components, the c-shaped half frame 3, 3 'or 33, 33' is reached.

By taking into account the special requirements which arise in the case of radially adjustable wheel sets 12, 12 'in connection with the drive 16, 16' and the brakes 17, 17 'and 27, 27', known concepts can be used in the concept shown Drive and braking devices are adopted unchanged.

Claims

Claims:

1. Running gear for track-bound vehicles, for accommodating at least one body, with at least two wheel sets, preferably according to at least one of the claims, characterized in that each wheel set (2, 2 ') is arranged in a separate frame (3, 3') and the frames (3, 3 ') are pivotally connected to each other via spring means (5) on the one hand and with respect to the wheel sets (2, 2') symmetrically in a vertical pivot bearing (7) on the other hand, the spring means ( 5) can be resiliently loaded in space and thus also give a primary spring effect.

2, undercarriage, preferably according to at least one of the claims, characterized in that the frames are designed as, for example, c-shaped, half-frames (3, 3 ') which, arranged in mirror image to one another, each have at least one over the half-frame (3, 3 ¹ ) projecting cantilever arm (4, 4 ') are resiliently (5) supported in such a way that, relative to the wheel sets (2, 2 *), there are no relative movements to one another resulting from cornering.

3. Chassis, preferably according to at least one of the claims, characterized in that the drive wheel sets (12, 12 ') each have a c-shaped half frame (3, 3') at the axle bearing points (10, 10 ') and each driven by a drive (16, 16 ') and braked by the brakes (17, 17 ") and / or (27, 27'), the drive (16, 16 ') and brakes (17, 17') and / or (27, 27 ') are installed in the c-shaped half frame (3, 3') in such a way that there are no relative movements with respect to the drive wheel sets (12, 12 ') resulting from cornering by the c-shaped half frame ( 3, 3 ') each have two supporting cantilever arms (4, 4') which are each supported by a spring element (5) on the respectively opposite c-shaped half frame (3, 3 ') and the spring elements (5) Relative turning-out movement of the two c-shaped half frames (3, 3 ') resulting from a cornering movement are capable of resiliently absorbing as a pushing movement and the turning movement in common Pivot bearing (7) as

Connection support (6,6 ') formed rear part of the c-shaped half frame (3, 3') takes place and the vehicle body (20) is supported by the vehicle box springs 9 on the corner stiffeners (8, 8 ').

4. Chassis, according to at least one of the claims, characterized in that the supporting components of a motorized chassis (32) or non-motorized drive (42) consist of two c-shaped half frames (33, 33 '), which on the one hand about the vertical axis in the pivot bearing (7) are connected to one another in an articulated manner and, on the other hand, resiliently (5) are supported on one another via supporting cantilever arms (34, 34 ') and / or their supporting cantilever arms (35, 35') by means of pendulums (25 ) are resiliently (24) suspended from these (34, 34 '), and their resilient elements (5, 24, 25) both have a primary spring effect and the unscrewing movement of the two c-shaped half frames (33, 33') are able to record.

5. Running gear, preferably according to at least one of the claims, characterized in that drive means (16, 16 ') for driving at least one wheel set (12, 12') on its half frame. (3, 3 'or 33, 33 ') are attached.

6. Chassis, preferably according to at least one of the claims, characterized in that braking means (17, 17 ') and / or (27, 27') for braking at least one wheel set (12, 12 'or 2, 2') at the Halbrahrπen (3, 3 'and 33, 33') are attached.

7. Chassis, preferably according to at least one of the claims, characterized by spring elements (9) arranged on each half frame (3, 3 'or 33, 33') for the resilient reception of the vehicle body (20).

8. Chassis, preferably according to at least one of the claims, characterized in that the means (5, 7) for the articulated design of the motorized chassis (11, 41, 42) and the non-motorized drive (1, 31, 32) are designed in this way that they allow a good radial adjustability of the wheel sets (12, 12 * or 2, 2 ') towards the center of the curve, even when driving on narrow curves, and are suitable for the application of small wheel diameters and for their vehicle body (20) both inexpensive on - And exits (38) and a continuously low vehicle floor (39) allow.

9. Chassis, preferably according to at least one of the claims, characterized in that the basic structure of the motorized undercarriage (11, 41, 42) is identical to that of the non-motorized undercarriage (1, 31, 32) and that the different undercarriage arrangements ( Fig. 9 - 12) can adapt. - l'θ -

10. Running gear, preferably according to at least one of the claims, characterized in that for mutual control of the wheel sets (12, 12 '; 2, 2') on the C-shaped half frame (3, 3 '; 33, 33' ) the connection supports (6, 6 ') connected to one another in the common pivot bearing (7) are arranged.

11. Chassis, preferably according to at least one of the claims, characterized in that for a forced control of the wheel sets (12, 12 ', 2, 2') from the vehicle body (20) on a C-shaped half frame (3rd , 33 ') a handlebar lever system (21) is arranged on both sides and is connected to the axle bearing points (10').