EP0280040A2 - Train de roulement pour véhicule ferroviaire - Google Patents

Train de roulement pour véhicule ferroviaire Download PDF

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Publication number
EP0280040A2
EP0280040A2 EP88100977A EP88100977A EP0280040A2 EP 0280040 A2 EP0280040 A2 EP 0280040A2 EP 88100977 A EP88100977 A EP 88100977A EP 88100977 A EP88100977 A EP 88100977A EP 0280040 A2 EP0280040 A2 EP 0280040A2
Authority
EP
European Patent Office
Prior art keywords
chassis
hydraulic
wheelset
rods
wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP88100977A
Other languages
German (de)
English (en)
Other versions
EP0280040A3 (en
EP0280040B1 (fr
Inventor
Hans Peter Lang
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AEG Schienenfahrzeuge Nahverkehr und Wagen GmbH
Original Assignee
Messerschmitt Bolkow Blohm AG
MAN GHH Schienenverkehrstechnik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Messerschmitt Bolkow Blohm AG, MAN GHH Schienenverkehrstechnik GmbH filed Critical Messerschmitt Bolkow Blohm AG
Priority to AT88100977T priority Critical patent/ATE66418T1/de
Publication of EP0280040A2 publication Critical patent/EP0280040A2/fr
Publication of EP0280040A3 publication Critical patent/EP0280040A3/de
Application granted granted Critical
Publication of EP0280040B1 publication Critical patent/EP0280040B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated

Definitions

  • the invention relates to a chassis for rail vehicles, in particular a bogie, with two wheel sets coupled in opposite directions by a coupling device, each of which has an axle running in two wheel set bearings, to which the two wheels are rigidly fastened and with a vehicle frame supported on the chassis, whereby the wheelset bearings are connected to the chassis frame via elastic primary spring elements.
  • the requirement for good bowing behavior means that the wheelsets of a chassis are positioned as radially as possible with respect to the rails, so that the optimal rolling condition is fulfilled.
  • This condition assumes that the wheels follow the rail tangentially and roll without slipping in the wheel contact points.
  • This ideal state can only be achieved approximately with rail vehicle undercarriages with rigid wheel sets.
  • the restrained forces act in such a way that a turning moment arises around the vertical axis.
  • These physical effects are known as the guiding and self-turning ability of the rigid wheel set and can be used for a radial adjustment of the wheel sets when traveling on bends.
  • a drive for a rail vehicle with a load-bearing frame supported on the axle bearings with at least two wheel sets coupled in opposite directions by a mechanical coupling device is known, the running surfaces of the wheels having a certain taper between the load-bearing frame and the axle bearings provided laterally and in the longitudinal direction resilient supports and the stiffness of the resilient supports is such that when cornering the elastic restoring forces on each wheel set are smaller than the steering forces generated by the tread taper.
  • DE-AS 26 30 353 a drive for a rail vehicle with at least two wheel sets coupled to one another by a mechanical coupling device, the coupling device having two arms and struts lying on the same side of the drive, each of which at one end of one Wheelset is attached and the free ends are facing each other, the free ends of the arms are connected to each other via the coupling device which is designed so that it allows a dead play between the ends of the arms, but a rotation of one of the arms in the plane containing both arms is transferred to the other arm.
  • This hydraulic or pneumatic damping device keeps the middle of the bogie clear, but only dampens the opposite turning movements of the two wheel sets.
  • the reversal of a force transmitted from a wheelset bearing to the coupling unit into a force of the same amount but acting in the opposite direction on the wheelset bearing housing of the other wheelset and the transmission of wheelset forces acting in the same direction to the chassis frame is not possible.
  • the object of the present invention is to provide a running gear for a rail vehicle with which the wheel set turning movements of both wheel sets in the sense of good bend behavior, i.e. radial setting with high stability can be coupled in opposite directions with high accuracy, in which additional dampers are avoided and in which the longitudinal forces from deceleration and braking processes are elastic and, based on the movements of the wheelsets, can be transferred from the wheelsets to the bogie frame without any reaction, while at the same time the space in the center of the bogie is kept free for the arrangement of further construction elements.
  • the coupling device has double-acting hydraulic or pneumatic units arranged on the two longitudinal sides of the chassis, which are designed such that they are supported by a wheelset bearing of one wheelset on them the force exerted in the same amount but in the opposite direction acting force on the wheelset bearing of the wheel rolling on the same rail of the other wheelset reverses and that it contains two rods extending in opposite directions, the free ends of which with the wheelset bearings on the same rail rolling wheels of the two wheel sets are connected.
  • the rods can be flexible transmission rods and can be attached to the wheelset bearings on the one hand and on the other hand by means of very rigid but torsionally elastic rubber joints in the longitudinal direction at the ends of the piston rods of the hydraulic unit facing them, or else they can be rigid and each with two elastic joints with high rigidity in the longitudinal direction with the ends the piston rods of the hydraulic units on the one hand and, on the other hand, be connected to the wheelset bearings via joints.
  • the hydraulic units advantageously have two piston pairs which are arranged in parallel but opposite one another and are displaceably mounted in two cylinders, overflow bores being provided on the two adjacent longitudinal ends of the cylinders, which connect the two cylinders to one another.
  • An adjustable damping valve can be provided in each overflow bore, while each hydraulic unit can be connected to the longitudinal member of the chassis via a spring element.
  • the spring elements are advantageously conical springs or rubber layer springs with different stiffnesses in three coordinate directions, while the elastic spring elements of the primary suspension are preferably parallel rubber layer springs.
  • the advantage of good arching behavior combined with great stability at high vehicle speeds is achieved, and a targeted adjustable and adjustable damping of the turning movements by the elements of the wheel set coupling, that is to say without the arrangement of additional dampers.
  • a hydraulic cylinder can be arranged between the bearing and the chassis frame, the hydraulic units, which are now separate, in turn being hydraulically connected to one another in the sense of an opposite coupling of the wheel set turning movements.
  • the longitudinal forces are transmitted exclusively via the elastic joints.
  • the integrated damping valves allow a precisely adjustable and adjustable damping of the wheel set turning movements.
  • the two rigid wheel sets are denoted by 1, 1 ⁇ , which are fastened to the bogie frame 2 in a suitable manner via wheel set bearings 3.
  • the wheel set 1 has two wheels 9, 50 rigidly connected to the wheel axle and the wheel set 1 ⁇ has two wheels 9 ⁇ , 50 ⁇ connected to the wheel axle.
  • a mounting hole for a pivot is designated, with which the Chassis frame is connected to the bogie.
  • FIG 2a shows schematically the coupling of the individual wheel sets with each other.
  • elastic primary spring elements are referred to, which connect the wheelset bearings 3 to the bogie frame 2.
  • flexible transmission rods 5, 5 ⁇ act on the wheelset bearings 3, the other ends of which are each connected to a piston rod 15, 16 of the hydraulic unit 6 via an elastic joint 7.
  • the hydraulic unit 6 is in turn connected to the bogie frame for elastic force transmission to the bogie frame 2 and for its suspension via second spring elements 21, wherein the spring elements 21 can be rubber layer cone springs with different stiffnesses in all three coordinate directions.
  • FIG. 3 shows a section through such a hydraulic unit, the second spring element being designated by 21.
  • the hydraulic unit 6 has a housing 10 in which two piston pairs 23 and 23 ⁇ and 24 and 24 ⁇ , which are arranged parallel to one another but extend in the opposite direction, are arranged, the piston pair 23, 23 ⁇ with a piston rod 16 and the piston pair 24, 24 ⁇ with A piston rod 15 is provided.
  • the piston pairs are slidably arranged in corresponding cylinders, the cylinder chambers 11, 12, 13, 14 not occupied by the pistons or piston rods being completely filled with a hydraulic fluid of high compressibility.
  • Overflow bores 17 are provided at the two adjacent ends of the cylinder chambers one of the overflow holes connects the cylinder chambers 11 and 14 and the other overflow hole connects the chambers 12 and 13 to one another.
  • Damping valves 18 are inserted into the overflow bores, which have adjusting screws 19 and pressure springs 20, the damping being adjustable by adjusting the adjusting screws.
  • a longitudinal displacement of the piston rod 15 in the direction of arrow F leads to the displacement of hydraulic fluid from the cylinder chamber 11, as a result of which it flows through the bore 17 and the damping valve 18 into the cylinder chamber 14 and thereby acts on the piston pair 23, 23 ⁇ in the opposite direction.
  • the same compensation process now takes place between the cylinder chambers 13 and 12, so that the piston rod 16 is displaced in the direction of the arrow P, the damping being variable by turning the adjusting screws 19 and thus variable pretensioning of the pressure spring 20.
  • the transmission rods 5, 5 ⁇ consist of a flexible material while minimizing the elastic joints, or that rigid transmission rods 5, 5 ⁇ in Connection with two elastic joints 7, 47 are used, which in turn have very high rigidity in the longitudinal direction and, for example Can be rubber joints for damper attachments (Figure 2b).
  • Vertical relative movements of the bogie frame relative to the wheelsets lead to opposite piston movements in the hydraulic unit 6. Therefore, the vertical primary suspension is not hindered by the hydraulic units.
  • FIG. 4 shows a second exemplary embodiment in which the individual wheel sets of the chassis are so far apart that the use of transmission rods 5 becomes problematic.
  • the two wheel sets are in turn fastened to the chassis frame 2 by means of primary spring elements 4, for example rubber layer springs.
  • primary spring elements 4 for example rubber layer springs.
  • On each long side of the chassis there is the previously centrally located hydraulic system unit divided into two hydraulic cylinders 30, each wheel set bearing 3 being assigned a hydraulic cylinder 30.
  • the two hydraulic cylinders on each chassis side are connected to one another via hydraulic lines 31 in the sense of an opposite coupling of the wheel set turning movements.
  • each hydraulic cylinder 30 is advantageously connected to the wheel set bearing 3 via a suitable joint 29, while the cylinder itself is connected to the chassis frame 2 via a corresponding joint 29 ent Scheme.
  • a hydraulic pressure accumulator 41 with corresponding check valves 40 can be assigned to each hydraulic cylinder.
  • FIG. 5 shows a section through such a hydraulic cylinder 30.
  • the compensation process of the liquid displaced in the cylinder chambers 32 and 33 or 33 ⁇ and 32 ⁇ of the corresponding hydraulic cylinder with longitudinal displacement of the piston rod 34 takes place via the bore 38 and a damping valve 37 in the manner already described.
  • the damping valves described above ensure a targeted, adjustable and adjustable damping of the wheel set turning movements.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
  • Handcart (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
EP88100977A 1987-02-26 1988-01-23 Train de roulement pour véhicule ferroviaire Expired - Lifetime EP0280040B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88100977T ATE66418T1 (de) 1987-02-26 1988-01-23 Fahrwerk fuer ein schienenfahrzeug.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873706180 DE3706180A1 (de) 1987-02-26 1987-02-26 Fahrwerk fuer ein schienenfahrzeug
DE3706180 1987-02-26

Publications (3)

Publication Number Publication Date
EP0280040A2 true EP0280040A2 (fr) 1988-08-31
EP0280040A3 EP0280040A3 (en) 1988-11-30
EP0280040B1 EP0280040B1 (fr) 1991-08-21

Family

ID=6321810

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88100977A Expired - Lifetime EP0280040B1 (fr) 1987-02-26 1988-01-23 Train de roulement pour véhicule ferroviaire

Country Status (3)

Country Link
EP (1) EP0280040B1 (fr)
AT (1) ATE66418T1 (fr)
DE (2) DE3706180A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0368403A1 (fr) * 1988-11-10 1990-05-16 So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. Bogie à essieux orientables pour voiture ferroviaire
EP0600172A1 (fr) * 1992-11-28 1994-06-08 Siemens Schienenfahrzeugtechnik GmbH Train de roulement pour véhicules ferroviaires
EP0803426A1 (fr) * 1996-04-27 1997-10-29 Waagner-Biro Aktiengesellschaft Train de roulement, notamment bogie
WO2001015954A1 (fr) * 1999-08-31 2001-03-08 Construcciones Y Auxiliar De Ferrocarriles, S.A. Dispositif de guidage des axes d'un vehicule ferroviaire
AT518973A1 (de) * 2016-03-17 2018-02-15 Siemens Ag Oesterreich Fahrwerk für ein Schienenfahrzeug
CN113460107A (zh) * 2021-06-08 2021-10-01 合肥工业大学 一种轨道车辆用抗侧倾液压互联系统

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT394981B (de) * 1988-09-23 1992-08-10 Sgp Verkehrstechnik Laufwerk fuer schienenfahrzeuge
AT391113B (de) * 1988-09-23 1990-08-27 Sgp Verkehrstechnik Laufwerk fuer schienenfahrzeuge
AT395138B (de) * 1989-02-20 1992-09-25 Sgp Verkehrstechnik Laufwerk fuer schienenfahrzeuge

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE833200C (de) * 1950-02-02 1952-03-06 Siegener Eisenbahnbedarf A G Hydraulisch gesteuerte Vorrichtung zur bogensenkrechten Einstellung der Radachsen von Laufwerken von Schienenfahrzeugen
DE850623C (de) * 1951-03-10 1952-09-25 Linke Hofmann Busch Drehgestell fuer Schienenfahrzeuge mit radialer Achseinstellung
SE389308B (sv) * 1972-11-10 1976-11-01 South African Inventions Jernvegsvagnsupphengning.
GB1510927A (en) * 1972-11-10 1978-05-17 South African Inventions Railway vehicle suspension
US4067261A (en) * 1972-11-10 1978-01-10 South African Inventions Development Corporation Damping railway vehicle suspension
DE2553310C3 (de) * 1975-11-27 1980-01-10 Mak Maschinenbau Gmbh, 2300 Kiel Vorrichtung zur Kopplung der Ausdrehbewegung zweier Laufwerke von Schienenfahrzeugen
CA1115126A (fr) * 1978-07-12 1981-12-29 Urban Transportation Development Corporation Ltd. Bogie orientable a roue unique pour vehicule articule de chemin de fer
US4440094A (en) * 1980-02-28 1984-04-03 General Electric Company Fluid self-steering railway vehicle truck
DE3123858A1 (de) * 1981-06-16 1982-12-30 Fried. Krupp Gmbh, 4300 Essen Laufwerk fuer ein schienenfahrzeug
DE3331559A1 (de) * 1983-09-01 1985-03-28 Thyssen Industrie Ag, 4300 Essen Achssteuerung fuer schienenfahrzeuge

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0368403A1 (fr) * 1988-11-10 1990-05-16 So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. Bogie à essieux orientables pour voiture ferroviaire
EP0600172A1 (fr) * 1992-11-28 1994-06-08 Siemens Schienenfahrzeugtechnik GmbH Train de roulement pour véhicules ferroviaires
EP0803426A1 (fr) * 1996-04-27 1997-10-29 Waagner-Biro Aktiengesellschaft Train de roulement, notamment bogie
WO2001015954A1 (fr) * 1999-08-31 2001-03-08 Construcciones Y Auxiliar De Ferrocarriles, S.A. Dispositif de guidage des axes d'un vehicule ferroviaire
AT518973A1 (de) * 2016-03-17 2018-02-15 Siemens Ag Oesterreich Fahrwerk für ein Schienenfahrzeug
AT518973B1 (de) * 2016-03-17 2021-06-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
CN113460107A (zh) * 2021-06-08 2021-10-01 合肥工业大学 一种轨道车辆用抗侧倾液压互联系统
CN113460107B (zh) * 2021-06-08 2022-06-24 合肥工业大学 一种轨道车辆用抗侧倾液压互联系统

Also Published As

Publication number Publication date
DE3706180C2 (fr) 1989-03-16
DE3706180A1 (de) 1988-09-08
EP0280040A3 (en) 1988-11-30
DE3864278D1 (de) 1991-09-26
ATE66418T1 (de) 1991-09-15
EP0280040B1 (fr) 1991-08-21

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