WO1999065753A1

WO1999065753A1 - Running gear for a rail vehicle

Info

Publication number: WO1999065753A1
Application number: PCT/EP1999/003700
Authority: WO
Inventors: Frank Hentschel; Markus Koch; Andreas Daberkow; Ulrich Hachmann; Wolfgang-Dieter Richter
Original assignee: Daimerchrysler Ag
Priority date: 1998-06-13
Filing date: 1999-05-28
Publication date: 1999-12-23
Also published as: NO20006176D0; HUP0102467A3; EP1087881A1; ES2184489T3; HU222999B1; NO20006176L; EP1087881B1; IL140081A0; DE19826446C2; DE19826446A1; PT1087881E; DE59902767D1; PL344688A1; HUP0102467A2

Abstract

The invention relates to a running gear with two steerable wheels (7) which comprises a regulating device (19) for controlling the steering position appropriate to operations as well as a self-alignment mechanism (21) which in case of failure of the steering control automatically returns the wheels to be steered into the basic position designed for driving in a straight line and keeps the wheels in said position.

Description

Running gear for a rail vehicle

The invention relates to a chassis according to the preamble of the first claim.

In a known undercarriage of this type (DE 1 9538379 C1), a wheel carrier with two rail wheels mounted axially on it is mounted in a chassis frame so that it can be pivoted to a limited extent parallel to the plane receiving the wheel axles. The wheel carrier has two alternatively usable vertical swivel axes located outside the wheel attachment points, which can be adjusted and locked in dependence on the curvature of the track arch in the predetermined swivel plane, the wheel carrier being steerable about the non-adjusted, locked and locked outer axis in a central position is. The pivoting movement of the wheel carrier can be effected actively, for example by a pneumatic, hydraulic or electrical actuating device. The wheel carrier can be held in the desired steering angle by a locking device.

The invention has for its object to take measures in a chassis designed according to the preamble of the first claim, by means of which an improved tracking behavior is achieved, in particular in an emergency.

This object is achieved according to the invention by the characterizing features of the first claim.

In an embodiment of a running gear according to the invention, in the event of a fault, the actuating and locking devices required for the normal steering operation of the running gear are deactivated and instead the wheel carrier is returned to its basic position with respect to the running gear frame and therein, if necessary against Spring force, locked by additional control means. In the basic setting they are

Wheel axles perpendicular to the longitudinal center direction of the chassis frame according to the

Driving on a straight track.

The additional control means can have at least one resetting device which can be changed in length or path and which automatically effects the return movement of the wheel carrier by means of an associated preloaded energy store, which is triggered when the adjusting devices required for normal steering operation are out of function. Accordingly, an optionally releasable locking device is assigned to the energy store. In addition, to stabilize the basic position of the wheel carrier in relation to the chassis frame of the reset device, it is expedient to assign a controllable locking device which locks the reset device when the basic position is reached in the event of a fault. However, this locking device can also be used if, during normal operation, for example when driving straight ahead or constantly cornering, the current unscrewing angle of the wheel carrier relative to the running gear frame should not be adjusted.

A resetting device is particularly suitable for a housing and a resetting bolt mounted axially adjustable therein, the energy accumulator being arranged between a bolt end and a housing wall. The housing is connected, for example, to the chassis frame and the free end of the reset bolt to the wheel carrier in an arrangement which can introduce a force component into the rotating plane of the wheel carrier. Preferably, two force accumulators acting in opposite directions on the wheel carrier are provided and arranged so that they keep the wheel carrier in the predetermined basic setting when it becomes effective. If the energy accumulator (s) are constantly in engagement with the reset bolt (s), the force required to overcome the counterforce exerted by the energy accumulators must be provided during normal steering operation. It is therefore expedient to assign one or more locking devices to each of the energy stores which, in the normal steering process, bring about decoupling between the reset bolt and the energy store. A hydraulically controlled lifting device with a piston can be provided as the locking device, which is arranged between the reset bolt and a mechanical spring which acts as an energy store and is pressed into a prestressed position by the piston. In in this case there is a free one between the reset pin and the reciprocating piston

Path corresponding to the stroke required for normal steering operation. In the event of a fault, the locking device is unlocked and the piston is pressed against the spring

Reset bolt pressed, which causes the wheel carrier to return to its normal position. The wheel carrier can then be adjusted against the force of the energy accumulator which is not fully discharged. In order to exclude this possibility of adjustment, it is advisable to

Reset pin to assign a locking device, which is effective when the wheel carrier is in its basic position in the event of a fault. A hydraulic piston, which is firmly connected to the reset bolt, is preferably suitable for this purpose

Pressure chamber divided into two hydraulic chambers. The filled with hydraulic fluid

Pressure chambers are connected to one another via hydraulic lines, in which

Hydraulic line a controllable valve is placed, which is operated mechanically in the event of a fault, for example, depending on the position of the reciprocating piston. When the valve is closed, there is a displacement of the hydraulic fluid due to the incompressibility

Reset bolt essentially no longer possible.

It is advantageous if a reset pin, which may also be equipped with the locking device, is assigned a second force accumulator, which acts in the opposite direction to the first force memory on the reset pin permanently or via a corresponding locking device in the event of a fault. In this embodiment, the reset bolt is placed in a central position by the force accumulators acting on it, so that a reset element designed in this way can follow positive and negative steering angles of the wheel carrier in normal steering operation, but in the event of a fault in the normal control device, only the return of the wheel carrier to the central position is accomplished .

The additional control means are particularly suitable for undercarriages of low-floor trams which run in relatively narrow track bends and are said to have a high level of derailment security even in the event of a fault. In the case of a four-wheel chassis, the additional control means are used, for example, only for the two axially arranged, driven wheels of a wheel carrier, while the other two free-running wheels mounted on a common wheel carrier as a self-regulating single wheel module have no special steering and Additional controls are required. If both wheel pairs of a chassis are driven, the additional control means are used once for both wheel carriers.

The invention is explained in more detail below on the basis of exemplary embodiments.

Show it:

1 shows a running gear with adjusting, locking and resetting devices for an actively steerable pair of wheels,

Figure 2 shows a reset and locking device with an energy store and

Figure 3 shows a reset and locking device with oppositely arranged energy stores.

A running gear for rail vehicles, in particular for low-floor trams, has a running gear frame 1 with longitudinal beams 2 running parallel to one another in the longitudinal direction of the running gear, which are connected in the central region by means of two cross beams 3 and 4. On one of the cross members 3, a wheel carrier 5 is held in elastic bearings 6 so as to be pivotable about a horizontal axis. On the wheel carrier 5, two rail wheels 7 are freely rotatable as individual wheels. In addition, the wheel carrier 5 is elastically supported by primary springs 8 on the underside of the facing ends of the side members 2.

On a further wheel carrier 9, a further pair of rail wheels 7 are mounted axially. The wheel carrier 9 is also elastically supported by means of primary springs 8 on the underside of the associated ends of the side members 2 facing away from the wheel carrier 5 and, on the other hand, is displaceably held by guide arms in slot guides 11 of the adjacent cross member 4 in accordance with the double arrows 1 2. The displacement plane is parallel to the plane receiving the axes of the associated wheels 7. In addition, the wheel carrier 9 is provided in the center between the rail wheels 7 with a pivot pin 1 3, the axis of which intersects the wheel axis and which sits without play between two cheeks 14 fixed in a manner not shown in detail on the chassis frame 1, the surface normal of which is parallel to Wheel axis. The wheel carrier 9 is also by means of a longitudinally extending

Handlebar rod 1 5 held on the adjacent cross member 4 and articulated at both ends. The handlebar 1 5 is centered between the guide arms 10 of the

Wheel carrier 9 arranged. The handlebar 1 5 takes over the transmission of the

Traction forces when accelerating as when braking, the associated pair of wheels 7 being coupled via a transmission 1 6 with a common coupling shaft 1 7 and an output transmission 1 8 with a common drive motor, which is also a

May include braking device. Optionally, the coupling shaft 1 7 can be omitted, so that each wheel is then driven by a transmission 1 6 and an output gear 1 8 by a common drive motor.

In order to optimally design the tracking behavior of a rail vehicle equipped with such a running gear and to avoid dangerous driving conditions, the drivable wheel set 7 is equipped with its wheel carrier 9 by means of at least one actuating and locking device 1 9, which comprises a hydraulically, pneumatically or electrically driven actuator. The actuator 1 9 is dependent on the desired pivot angle of the wheel carrier with respect to the chassis frame variable in length and at one end on the chassis frame 1 and on the other hand z. B. hinged to a transmission 1 6 via joints 20. The active axis of the actuator 19 lies parallel to the pivoting plane of the wheel carrier 9 and in the present case parallel to the adjacent side member 2 on the outside of the chassis frame 1.

In addition, the driven steerable pair of wheels 7 are assigned control means which, when the actuating device 19 is deactivated, automatically set the wheel carrier 9 and thus the rail wheels 7 mounted thereon in a basic position corresponding to the straight-line travel and, if necessary, lock them against a spring force. For this purpose, the actuator arrangement 1 9 is effectively decoupled from the wheel carrier 9, which can be accomplished, for example, by depressurizing pneumatic or hydraulic working cylinders or, in the case of an electromotive spindle drive, by using a non-self-locking spindle drive or by loosening the threaded spindle-nut connection. The intended for resetting in an emergency or in certain operating conditions

Control means comprise a resetting device 21, which is based on an energy store, for example based on the spring-loaded principle or the hydraulic one

Pressure accumulator principle works and in an emergency the power to reset the steered

Chassis component 7, 9 against the currently acting tracking forces, the inertia of the chassis component to be steered 7,9 as well as the inertia and the friction and

Damping forces of the active chassis components 7, 9 provides. The biased

Energy storage is preferably compared to during normal steering operation

Steering or adjusting device 1 9 decoupled; however, it can also depend on the

Steering movement can be excited and relaxed. However, this requires additional

Exertion of force by the adjusting device 1 9. The resetting device 21 is analog

Arrangement to the adjusting device 1 9 formed as a path or length-variable element, the one-sided joints 22 outside on the side member 2 of the chassis frame

1 and at the other end is articulated on the associated transmission 1 6 or on the wheel carrier 9. It is possible to assign the actuating device and the resetting device in pairs to each of the two driven wheels 7 or the actuating device in the

Integrate reset device, as proposed in Figure 3.

The resetting device 21 has a housing 23 in which a resetting bolt 24 is axially displaceably mounted. In addition, there is an energy store in the housing 23 in the form of a mechanically prestressed helical spring 25, the direction of the force of which is in the axial direction of the reset bolt 24 and which can act directly on the reset bolt 24 if no operational decoupling is provided.

A decouplable arrangement is shown in FIGS. 2 and 3 for the reset device 21. For this purpose, the spring 25 is assigned a locking device, in which a lifting piston 26 is inserted between the spring 25 and the return bolt 24 and is part of a hydraulically controlled lifting device with a displacement 27 integrated into the housing 23. The displacement 27 is connected to a pressure pump 28 via a controllable valve 29 and is filled with hydraulic fluid, so that the piston 26, which engages with the spring 25, faces the spring 25 and axially compresses it with increased mechanical prestress. The reciprocating piston 26 is thus outside the axial displacement range of the reset bolt 24, so that the same can move freely according to the steering conditions of the associated wheelset. The reciprocating piston 26 overlaps the facing end of the reset bolt 24 concentrically by means of a guide tube 30 which is sealingly guided through the displacement floor 31. A control piston 32 is located on the reset bolt 24.

In an emergency or optionally deactivated state of the actuator 1 9, the displacement 27 is relieved of pressure. As a result, the spring 25 moves the lifting piston 26 with its guide tube 30 toward the control piston 32. The stroke of the reciprocating piston 26 is preferably limited so that the reset bolt 24 is only moved through the reciprocating piston or the guide tube to the central position shown in FIG. The length of the return element 21 between the joints 22 then corresponds to the basic setting of the wheel carrier 9 when driving straight ahead. In order to be able to hold this position unless a corresponding reset element 21 is also provided parallel to the actuator 19 on the opposite rail wheel, the reset bolt 24 is assigned a locking device with the aid of the control piston 32. For this purpose, the control piston 32 runs in a hydraulic chamber having two hydraulic chambers 33, 34, from which the reset bolt 24 leads tightly to the outside. The hydraulic chambers 33 and 34 are filled with hydraulic fluid and communicate with one another via a connecting line 35, in which a controllable valve 36 is placed. As soon as the reset bolt 24 reaches its central position shown in full lines with the energy store 25 unlocked, the otherwise open valve 36 is closed. As a result of the incompressibility of the hydraulic fluid, the return bolt 24 is thereby secured against displacement by means of the control piston 32 and is thus fixed. This locking can be done at any time or in any steering position, to ensure stable steering conditions in normal steering operation e.g. to create in a constant curve or when driving straight ahead.

Instead of two simple reset devices according to FIG. 2 acting in opposite fashion on the wheel carrier 9, the function of the reset to the basic setting can additionally be assigned to a reset element 21 according to FIG. For this purpose, a second energy storage device 25 with a locking device 26, 27 is assigned according to FIG. Accordingly, axially on both sides of the common locking device with the control piston 32 Energy store 25 of the same size is provided, these energy stores interacting with the locking device 32 to 36. The

Locking devices are then jointly operated by the hydraulic pump 28 via the

Valve 29 acted upon. As soon as the locking devices to be released together are unlocked, ie the pressure chambers 27 are hydraulically relieved, press the

Springs 25 the associated hydraulic piston 26 from opposite sides towards the control piston 32, which is then moved through the free ends of the guide tubes 30 into the central position of the reset bolt 24, which is already shown in FIG. The then effective length of the reset device 21 again corresponds to the distance that the

Have joints 22 when the wheel carrier 9 has reached its basic position for driving straight ahead. In this setting process, the valve 36 is open and is after

Completion of the actuating movement closed, so that the hydraulic locking of the

Reset bolt 24 is secured. Here too, locking can be freely selected under certain normal operating conditions.

The resetting device according to FIG. 2 or FIG. 3 can, however, also take over the function of the actuator 19 without additional constructional effort. For this purpose, the hydraulic lines 35 leading to the hydraulic chambers 33, 34 need only be connected to a pressure source via further controllable valves 37 and 38. When the valve 36 is closed, the hydraulic chambers 33 and 34 can then be charged separately with hydraulic fluid under pressure, so that the reset bolt 24 can be positively adjusted via the control piston 32 depending on the pressure difference in the chambers 33, 34. For this purpose, only the valves 37 and 38 need to be controlled in accordance with the steering conditions for the wheel carrier 9 or the associated rail wheels 7. These valves 37, 38 automatically close in the event of failure of the control device responsible for the steering, so that then only the reset device is effective. In this case, the freewheeling of the return bolt 24 which is given during the usual steering and control processes is then locked in the housing 26. Even when the locking device is not effective, the position predetermined by the triggered energy store 25 with respect to the basic position of the wheel carrier remains and in this case can only be moved against the force of the energy store (s) 25 that are still preloaded. The operational steering by an actuator 1 9 and the automatic return of the wheel carrier 9 to the basic position when the automatic steering is deactivated

Application of the reset device 21 is also applicable when the to be steered

Wheels 7 are individually pivotable about corresponding vertical axes. It is then only necessary to assign an actuator 19 and a resetting device 21 to each of these wheels 7 to be steered, wherein these components 19, 21 for a pair of wheels with a tie rod (39) or hydraulically coupled wheels can also be designed in a combined arrangement, in particular according to FIG . It is also advantageous that the locking device for fixing the

Basic position of the wheel carrier 9 not only in the event of normal failure

Control device is applicable, but can also be effective for locking when straight driving or constant cornering is given in normal operation. A simplified control can then be carried out by fixing the steering setting during these operating phases. It is only necessary that the

Steering control close the valves 37 and 38 required for steering and that of

Relief serving valve 36 is opened so that the energy accumulator 25

Reset device in the position for driving straight ahead. Locking this

The position can then again be achieved by mechanically closing the relief valve 36 depending on the position of the locking device 26, 27. However, the locking device is immediately brought back into the locked position with charging of the energy store 25 when the steering process is initiated again by the active components.

In addition, it is possible to drive all four wheels 7. The second pair of wheels is then driven in the same way as the first pair of wheels according to FIG. 1.

Claims

claims

1 . Chassis with multiple wheels for a rail vehicle, in particular for low-floor trams, with a chassis frame and at least one wheel carrier with at least one wheel, the wheel carrier being pivotable to a limited extent relative to the chassis frame parallel to a plane receiving the chassis frame with respect to a basic position, and with an active controllable adjusting device between the wheel carrier and the chassis frame, characterized in that the adjusting device (1 9) is assigned additional control means (21) which, when the adjusting device (1 9) is deactivated, automatically set and lock the wheel carrier (9) in its basic position.

2. Running gear according to claim 1, characterized in that the additional control means have at least one resetting device (21) which can be displaced to a limited extent, which is coupled on the one hand to the wheel carrier (9) and on the other hand to the running gear frame (1) and which has an energy store (25) whose effective force is directed towards a predetermined setting of the reset device (21).

3. Running gear according to claim 1 or 2, characterized in that the energy store (25) is provided with an associated, optionally releasable locking device (26-29), the reset device (21) being set to a predetermined length when the energy store (25) is triggered is.

4. Running gear according to claim 2 or 3, characterized in that the resetting device (21) has a controllable locking device (33-35) which optionally locks its length adjustment.

5. Running gear according to at least one of claims 2-4, characterized in that the resetting device (21) has a housing (23) and an axially adjustably mounted therein Has reset bolt (24) and that the energy store (25) between the housing

(23) and the reset bolt (24) is arranged.

6. Chassis according to at least one of claims 2-5, characterized in that the energy store (25) is a mechanical spring which is located in the axial extension of the reset bolt (24) and that between the spring (25) and reset bolt (24) the locking device (26-29) is arranged, which axially decouples the reset bolt (24) with respect to the tensioned spring with freewheel.

7. Chassis according to claim 6, characterized in that the locking device has a hydraulically controlled lifting device (26, 27) with a lifting piston (26) which is arranged between the reset pin (24) and spring (25) and on which the spring on the the side facing away from the reset pin.

8. Chassis according to at least one of claims 4-7, characterized in that the locking device has a control piston (32) which is fixedly connected to the reset bolt (24) and which runs in a hydraulic chamber with two hydraulic chambers (33, 34) which run on both sides of the Control piston (32) are filled with hydraulic fluid and that the hydraulic chambers (33, 34) communicate with each other via a hydraulic line (35) and that a controllable valve (36) is placed in the hydraulic line (35).

9. Chassis according to at least one of claims 4-8, characterized in that axially on both sides of the locking device (32-36) an equally strong energy store (25) with associated locking device (26-29) is provided that the energy store (25 ) cooperate with the locking device (32-36) and set the reset piston (24) in a longitudinal center position when the unlocked energy storage devices (25) are triggered.

1 0. Running gear according to at least one of claims 8 or 9, characterized in that in the hydraulic chambers (33, 34) of the locking device each a hydraulic control line (35) opens, which are connected to one another via an interposed controllable control field (36).

1 1. Undercarriage according to at least one of claims 1-10, characterized in that two axially arranged wheels (7) are mounted on a common wheel carrier (9) and that the wheel carrier (9) is pivotally held about a vertical axis on the chassis frame at a pivot point (13) is.

1 2. Suspension according to claim 1 1, characterized in that in the area of at least one wheel (7) on the wheel carrier (9) a controllable adjusting device (1 9) is coupled, the other end is coupled to the chassis frame and that in the area of at least one wheel ( 7) a resetting device (21) is coupled to the wheel carrier (9), which is coupled to the chassis frame at the other end.

1 3. Running gear according to claim 1 1 or 1 2, characterized in that the locking device is associated with a locking device and / or the locking device with a locking device.

14. Chassis according to claim 1 1, 1 2 or 1 3, characterized in that the pivot point (1 3) of the wheel carrier (9) in a on the wheel carrier (9) fixed pivot (13) whose axis intersects the wheel axis and the free of play between two cheeks (14) fixed to the chassis frame (1), the surface normal of which is parallel to the wheel axis, that the pivot pin (1 3) is arranged in the longitudinal center of the chassis frame, that the wheel carrier (9) by means of a handlebar (1 5 ) is held on a cross member (4) of the chassis frame (1) that on the wheel carrier (9) symmetrically to the handlebar (1 5) guide arms (1 0) are provided, which are supported transversely displaceably on the adjacent cross member (4), and that primary springs (8) are provided between the wheel carrier (9) and the chassis frame (1) adjacent to the wheels (7).

1 5. Running gear according to at least one of claims 1-14, characterized in that the two wheels (7) are drive-coupled by means of a common gear (1 6, 1 7, 1 8).

1 6. Running gear according to at least one of claims 1-1 5, characterized in that the undercarriage frame (1) is assigned two pairs of wheels, one of which is unpowered.

1 7. Method for controlling a chassis according to at least one of claims 1 -1 6, characterized in that in the event of failure of the actively controllable adjusting device, the wheel carrier (9) is placed in a predetermined basic position and locked therein.

1 8. Running gear according to at least one of claims 1-14, characterized in that the two wheels (7) of a pair of wheels, each with its own gear (1 6, 1 8) are drive-coupled.

1 9. Running gear according to at least one of claims 1 - 1 5 and 1 8, characterized in that the chassis frame (1) are assigned two pairs of wheels, both of which are driven.