EP0410407A2 - Sous-châssis de roulement pour un véhicule ou un bogie ferroviaires - Google Patents

Sous-châssis de roulement pour un véhicule ou un bogie ferroviaires Download PDF

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Publication number
EP0410407A2
EP0410407A2 EP90114227A EP90114227A EP0410407A2 EP 0410407 A2 EP0410407 A2 EP 0410407A2 EP 90114227 A EP90114227 A EP 90114227A EP 90114227 A EP90114227 A EP 90114227A EP 0410407 A2 EP0410407 A2 EP 0410407A2
Authority
EP
European Patent Office
Prior art keywords
chassis
bogie
longitudinal direction
undercarriage
rail vehicle
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
EP90114227A
Other languages
German (de)
English (en)
Other versions
EP0410407A3 (en
EP0410407B1 (fr
Inventor
Helmut Dipl.-Ing. Hiden
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.)
Jenbacher Transportsysteme AG
Original Assignee
Jenbacher Werke AG
Jenbacher Transportsysteme AG
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 Jenbacher Werke AG, Jenbacher Transportsysteme AG filed Critical Jenbacher Werke AG
Publication of EP0410407A2 publication Critical patent/EP0410407A2/fr
Publication of EP0410407A3 publication Critical patent/EP0410407A3/de
Application granted granted Critical
Publication of EP0410407B1 publication Critical patent/EP0410407B1/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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/14—Attaching or supporting vehicle body-structure
    • 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
    • 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
    • B61F5/42—Adjustment controlled by buffer or coupling gear

Definitions

  • the invention relates to a chassis group for a rail vehicle or for a bogie of a rail vehicle, with two two-wheeled end carriages adjustable in their steering angle, the chassis frames of which are each cushioned in the vertical direction against the car body of the rail vehicle or the bogie via at least one spring element, and with one between the two end bogies, the middle bogie, whose deflection occurring in track arcs transversely to the longitudinal direction of the rail vehicle or the bogie controls the steering angle of the two end bays via coupling devices, the bogie frame of the middle bogie movable transversely to the longitudinal device of the rail vehicle or the bogie at the central area of the Carriage body or the bogie is mounted or guided relative to it and the chassis frame of the middle chassis via at least one spring element in the vertical direction against the carriage box or the bogie is cushioned.
  • the middle running gear is designed as a pure control running gear and lies essentially on the rails only by its own weight between the two end running gear, while the two end running gear are the actual load-bearing running gear.
  • the transverse deflection carrying one the and sprung middle chassis determines the size of the steering angle of the two end chassis.
  • the then proposed construction has the disadvantage, however, that the simultaneous application of a forced control of a chassis (here determining the steering angle via linkage depending on the transverse deflection of the middle chassis) and the use of wheelsets (ie the wheels of an axle are through a wheelset shaft rigidly connected) comes to a counterplay between positive control and self-control effect of the wheel sets.
  • the rolling radius difference of the wheel profiles creates a torque about the vertical axis within certain limits, which leads the wheelset in the curve to an almost radial angular position (self-steering effect).
  • the object of the invention is to provide a chassis group for a rail vehicle or for a bogie of a rail vehicle of the type mentioned, which is characterized by a low wear on wheels and rails when driving through bends and which even with larger loads with relatively light compact end carriages gets along.
  • the wheels of the preferably two-wheeled middle chassis and the wheels of the two-wheeled end chassis are each independent wheels that are not connected to one another by a wheelset shaft.
  • the invention is based on the knowledge that the idea of a three-axle rail vehicle which is positively controlled via the transverse deflection of the middle chassis can nevertheless be put into practice if single wheels (idler wheels) are used. In contrast to gear sets, idler gears have no self control effect on. The wear due to forced longitudinal slip is therefore eliminated. The forces for adjusting the turning angle (steering angle of the two end trolleys) are therefore also small, which enables the control mechanism to be of a light and inexpensive design.
  • Idler wheels are known per se and, in addition to reduced wheel and rail wear, have stable running at high speeds.
  • the positive control required for the idler gears is mainly derived from the angular position between adjacent follower wagons, which among other things requires special couplings.
  • the combination according to the invention of control via the transverse deflection of the middle chassis with the use of single wheels light and high-speed vehicles with little wheel and rail wear can be realized, in which the size of the steering angle of the end chassis is derived from the position of the vehicle's own middle chassis becomes. So you don't need any special couplings and you have an autonomous vehicle that can easily be placed in the normal train set.
  • the middle chassis is a pure control chassis, the transverse deflection of which controls the steering angle of the end chassis, the middle chassis according to the invention takes on a substantial part of the weight on the chassis group.
  • the two end trolleys therefore do not have to carry the entire load and can be made more compact and lighter.
  • the middle chassis according to the invention is thus at the same time a control chassis (its transverse deflection controls the steering angle of the two end chassis) and a load-bearing chassis which takes over part of the load.
  • a further advantage of the use according to the invention of individual wheels which are not connected to one another by a wheel set shaft is possibly an acoustic behavior which is favorable compared to wheel sets with rigid axles. Since the fiction moderate chassis group has positively steered chassis or wheels, the disadvantage of the lack of self-steering effect of single wheels is not present.
  • the chassis group according to the invention therefore has very good running properties both on straight lines and in tight bends.
  • the undercarriage group according to the invention provides the necessary precise angle adjustment of the wheels in the track curve, ie an exact tangential position of the wheels on the rail (wheel center plane parallel to the tangent to the rail).
  • Non-steered axles have an inclined run across the entire track curve, which leads to wear on wheels and rails.
  • the middle running gear is designed with two wheels ("single-axis").
  • the middle undercarriage is guided relative to the car body or bogie or is mounted on this, that the projection of the imaginary connecting straight line through the wheel center points onto a horizontal plane remains parallel to itself during deflections transverse to the longitudinal direction of the vehicle.
  • Such storage can advantageously be realized in that the undercarriage frame of the middle undercarriage runs essentially in the longitudinal direction of the rail vehicle or bogie and runs parallel to one another transversely to this longitudinal direction and is arranged between the undercarriage frame and the car body or bogie.
  • Such parallel guide links are generally rods of equal length, which are articulated on both sides (for example, by gimbal joints) are stored.
  • the middle chassis In the transverse deflection, the middle chassis describes an arc in total, but always remains parallel to itself.
  • the stated center position is the position that the middle running gear occupies on a straight track section.
  • the middle chassis can be moved transversely due to the above-mentioned mounting, that is to say transversely to the longitudinal direction of the rail vehicle or the bogie, but cannot make a steering or turning movement about a vertical axis during this transverse movement.
  • transverse deflection of the middle chassis can be used as a well-defined control variable for the steering angle of the two end chassis via simple mechanical coupling devices, such as, for example, cross-guided coupling rods.
  • simple mechanical coupling devices such as, for example, cross-guided coupling rods.
  • a further guide link is arranged below or above the level of the parallel guide link, which at one end on the chassis frame of the middle chassis and at the other end on the car body or is articulated on the bogie or a part that is fixed to the car body or bogie.
  • the transverse deflection of the middle chassis occurring in track arches will also be low and it is then conceivable that a spring element of the middle chassis is firmly connected to the middle chassis frame at the bottom and firmly to the body or bogie at the top is, the spring element is bent or sheared even with a transverse movement of the middle chassis (for example, so-called flexicoil springs are suitable).
  • the spring element (s) arranged between the car body or the bogie and the chassis frame of the middle chassis preferably on the car body side or bogie-side end, is or are displaceably mounted in at least one slide bearing or roller bearing transversely to the vehicle longitudinal direction or bogie longitudinal direction.
  • other spring-loaded bearings of the middle chassis are also possible, which allow a large transverse displacement.
  • suspended pendulum suspensions are quite conceivable and possible.
  • Mechanical coupling devices such as crossed coupling bars, cable pull mechanisms or rack and pinion drives, can be provided for transmitting the transverse deflection of the middle chassis to the steering movement of the end chassis, but hydraulic and electrical coupling devices are also conceivable and possible.
  • the chassis group according to the invention is suitable for both driven and non-driven wheel sets.
  • FIG. 1 shows a schematic top view of the front and middle undercarriage of an exemplary embodiment of the undercarriage group according to the invention
  • FIG. 2 shows a corresponding side view
  • FIG. 3 shows a schematic top view of the middle undercarriage and the rear end undercarriage of the same rail vehicle as in FIG. 1 (the middle undercarriage is shown both in FIG. 1 and in FIG. 3)
  • FIG. 4 shows a corresponding side view
  • FIG. 5 shows a schematic illustration of an undercarriage group according to the invention in a track curve.
  • the rail vehicle shown in FIGS. 1 to 4 has a body 1, of which the lower area is shown schematically in the figures. On this car body 1, two end driving stations, generally designated by the reference numbers 2 and 3, and a middle chassis 4 are mounted.
  • the two Endfahrverke 2 and 3 are essentially identical constructed, which is why only the final chassis 2 shown in FIGS. 1 and 2 is described in detail below.
  • the end carriage 2 is mounted on two superimposed parallel guide links 5 on the holding part 6 fixed to the car body.
  • the two parallel guide rods 5 have gimbals 7 acting on both sides.
  • the chassis frame 8 is suspended vertically against the body 1 of the rail vehicle via an air spring 9.
  • the air spring 9 is firmly attached to the top of the body 1 and below to the chassis frame 8.
  • the end chassis 2 can perform the following movements.
  • the parallel guide links 5 allow compression in the vertical direction.
  • the end chassis 2 can perform a steering lock movement about a vertical axis about the cardanic joints 7 of the parallel guide links 5.
  • a transverse displacement transversely to the longitudinal direction of the vehicle is also possible.
  • This transverse displacement movement is known per se, is used for transverse suspension of the vehicle and can be limited by rubber-suspended transverse stops.
  • the end carriage 2 can also perform a so-called roll movement about a central longitudinal axis. The extent of the roll movement is limited by a roll stabilizer 10 in the form of a U-shaped bracket.
  • the wheels 11 of the uniaxial front end chassis 2 are independent wheels mounted independently of one another in the chassis frame 8 (bearings not shown in detail), which can rotate at different angular speeds (idler gear principle).
  • the rear end undercarriage 3 shown in FIGS. 3 and 4 is essentially the same as the front end undercarriage 2 shown in FIGS. 1 and 2, the same reference numerals denoting the same or equivalent parts.
  • the middle chassis 4 shown both in FIGS. 1 and 2 and in FIGS. 3 and 4 is, according to the invention, movably mounted transversely to the longitudinal direction of the rail vehicle on the central region of the car body 1 or guided relative to it.
  • two parallel guide links 13, which are arranged between the chassis frame 12 and the car body 1 and extend essentially in the longitudinal direction of the rail vehicle and are located next to one another transversely to this longitudinal direction, are provided in the center position of the middle chassis 4.
  • the parallel guide links 13 have gimbal-type joints on both sides, which allow the middle running gear 4 to be deflected transversely to the longitudinal direction of the rail vehicle in track curves, as is shown, for example, in FIG. 5.
  • the middle chassis 4 describes a circular movement as a whole, but always remains parallel to itself, ie does not perform a turning movement about a vertical axis.
  • a further guide link 14 is arranged below the level of the two parallel guide links 13, which is articulated at one end on the chassis frame 12 and at the other end on the part 15 fixed to the body.
  • the middle undercarriage 4 is configured as two-wheeled, the wheels 16 in turn being independent individual wheels which are not connected to one another by a wheel set shaft and which can rotate at different angular speeds. This also allows the running gear group to have good running properties with low weight.
  • the undercarriage frame 12 of the middle undercarriage 4 is also cushioned in the vertical direction against the car body 1 via the centrally arranged spring element 17, so that the middle undercarriage 4 takes over a substantial part of the load, i.e. in addition to its control function to be described for the steering angle of the two end undercarriages is also a load-bearing chassis.
  • the spring element 17 is like the spring elements 9 of the front and rear end driving works 2 and 3 according to a preferred embodiment of the invention an air spring that allows movements of the respective chassis frame relative to the car body. In the case of longer rail vehicles, such as in the wagon shown schematically in FIGS.
  • the transverse mobility of such an air spring will, however, not be sufficient to permit sufficient transverse deflection of the middle running gear even in narrow curves. Therefore, in the case of longer rail vehicles with large center distances, according to a preferred embodiment it is provided that the air spring 17 is guided in a slide bearing 18, which allows a displacement transversely to the vehicle longitudinal direction. In addition to plain bearings, roller bearings or the like are also conceivable and possible.
  • the middle chassis also allows a rolling movement around a central imaginary axis running in the longitudinal direction of the vehicle.
  • the transverse deflection of the middle undercarriage 4 controls the steering angle of the two end undercarriages 2 and 3 in such a way that an exact tangential position of the wheels on the rail is given in a constant circular arc. (In this position, the straight line runs through the wheel centers of the respective undercarriage straight through the center of the circular arc (precise radial setting).
  • the setting of the undercarriage group in a track curve is shown schematically in FIG. 5.
  • two cross-guided coupling rods 19 are provided in the embodiment shown in FIGS. 1 to 4, which are articulated at one end on the middle chassis frame 12 and are connected at the other end to the end chassis 2 or 3.
  • Each coupling rod 19 has an extension in the intersection area with a recess through which the other coupling rod 19 is passed (not shown in FIGS. 1 and 4).
  • the coupling rods 19 are not articulated directly on the chassis frame 8 of the two end carriages, but on levers 20 which are non-rotatable are attached to a torsion bar 21 lying transversely to the longitudinal direction of the vehicle, which is rotatably mounted about its own axis.
  • an electrical or hydraulic device is provided for detecting the transverse deflection of the middle chassis and the steering angle of the end carriages is determined by a hydraulic or electrical actuating device as a function of the transverse deflection of the middle chassis detected by this device.
  • FIGS. 1 to 4 of the chassis group according to the invention it should also be mentioned that the coupling devices 19 have no direct contact with the car body 1, which - regardless of the current position of the car body 1 - is always a correct chassis position.
  • Another advantage of the wagons shown in FIGS. 1 to 4 is that it represents an autonomous rail vehicle that can be coupled in a conventional manner to other rail vehicles.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
EP90114227A 1989-07-27 1990-07-25 Sous-châssis de roulement pour un véhicule ou un bogie ferroviaires Expired - Lifetime EP0410407B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT181489 1989-07-27
AT1814/89 1989-07-27

Publications (3)

Publication Number Publication Date
EP0410407A2 true EP0410407A2 (fr) 1991-01-30
EP0410407A3 EP0410407A3 (en) 1991-11-27
EP0410407B1 EP0410407B1 (fr) 1995-01-25

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ID=3521564

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Application Number Title Priority Date Filing Date
EP90114227A Expired - Lifetime EP0410407B1 (fr) 1989-07-27 1990-07-25 Sous-châssis de roulement pour un véhicule ou un bogie ferroviaires

Country Status (3)

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EP (1) EP0410407B1 (fr)
AT (1) ATE117635T1 (fr)
DE (1) DE59008340D1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995029085A1 (fr) * 1994-04-26 1995-11-02 Sig Schweizerische Industrie-Gesellschaft Bogie unique a essieu monte suspendu sur ressorts
DE19507021C2 (de) * 1995-03-01 1999-12-16 Wax Ebeling Juergen Fahrwerk für Eisenbahnfahrzeuge
WO2020126383A1 (fr) 2018-12-20 2020-06-25 Bombardier Transportation Gmbh Système train de roulement pour un véhicule sur rails
US20210284204A1 (en) * 2018-07-03 2021-09-16 Siemens Mobility GmbH Wheel set intermediate frame for a rail vehicle
CN117698781A (zh) * 2023-12-18 2024-03-15 博睿斯数字能源(深圳)有限公司 一种无人运输矿车用弯道转弯用协助装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH126953A (de) * 1927-03-11 1928-07-16 Jacob Werz Gelenkiges Untergestell für dreiachsige Schienen-Triebfahrzeuge.
DE590867C (de) * 1931-11-06 1934-01-12 Waggonfabrik A G Lenkachssteuerung, insbesondere fuer Schienenfahrzeuge mit mittlerer Steuerachse
DE1208329B (de) * 1959-08-29 1966-01-05 Friedrich Helmrich Dipl Ing Dreiteiliger Schienengelenkwagen
DE3718254A1 (de) * 1987-05-30 1988-12-15 Fritz Prof Dr Ing Frederich Fahrwerk fuer schienenfahrzeuge

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995029085A1 (fr) * 1994-04-26 1995-11-02 Sig Schweizerische Industrie-Gesellschaft Bogie unique a essieu monte suspendu sur ressorts
DE19507021C2 (de) * 1995-03-01 1999-12-16 Wax Ebeling Juergen Fahrwerk für Eisenbahnfahrzeuge
US20210284204A1 (en) * 2018-07-03 2021-09-16 Siemens Mobility GmbH Wheel set intermediate frame for a rail vehicle
US12084097B2 (en) * 2018-07-03 2024-09-10 Siemens Mobility GmbH Wheel set intermediate frame for a rail vehicle
WO2020126383A1 (fr) 2018-12-20 2020-06-25 Bombardier Transportation Gmbh Système train de roulement pour un véhicule sur rails
DE102018133153A1 (de) 2018-12-20 2020-06-25 Bombardier Transportation Gmbh Fahrwerkseinrichtung für ein schienenfahrzeug
CN117698781A (zh) * 2023-12-18 2024-03-15 博睿斯数字能源(深圳)有限公司 一种无人运输矿车用弯道转弯用协助装置

Also Published As

Publication number Publication date
ATE117635T1 (de) 1995-02-15
EP0410407A3 (en) 1991-11-27
DE59008340D1 (de) 1995-03-09
EP0410407B1 (fr) 1995-01-25

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