EP0678435B1 - Train de roulement pour véhicules ferroviaires - Google Patents

Train de roulement pour véhicules ferroviaires Download PDF

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Publication number
EP0678435B1
EP0678435B1 EP95105232A EP95105232A EP0678435B1 EP 0678435 B1 EP0678435 B1 EP 0678435B1 EP 95105232 A EP95105232 A EP 95105232A EP 95105232 A EP95105232 A EP 95105232A EP 0678435 B1 EP0678435 B1 EP 0678435B1
Authority
EP
European Patent Office
Prior art keywords
free wheels
running gear
accordance
steering
wheels
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.)
Expired - Lifetime
Application number
EP95105232A
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German (de)
English (en)
Other versions
EP0678435A1 (fr
Inventor
Thomas Küchler
Ulrich Giesen
Wolfgang Prof. Dr. Hanneforth
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.)
Duewag AG
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Duewag AG
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Publication date
Application filed by Duewag AG filed Critical Duewag AG
Publication of EP0678435A1 publication Critical patent/EP0678435A1/fr
Application granted granted Critical
Publication of EP0678435B1 publication Critical patent/EP0678435B1/fr
Anticipated expiration legal-status Critical
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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
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • 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

Definitions

  • the invention relates to a chassis for rail vehicles, especially low-floor light rail cars, with four Idler wheels, the two of which are in a transverse plane arranged idler gears a pair of idler gears without coupling the rotational movement of these idler gears form, which in the longitudinal direction of the running gear arranged in series are coupled in their speed, the arranged in a transverse plane Idler gears each around a vertical one arranged within its track width Can pivot the pivot axis and in their pivot or Steering movements with the idler gears in a different transverse plane are coupled.
  • the component For undercarriages with idler gears, the component has a wheelset shaft and thus on an essential basis of the previous described conventional wheel-rail technology waived.
  • the above self centering feature Wheelset in the track channel is only small with a pair of idler gears.
  • the idler gear pair can have the smallest tangential misalignments not correct itself with respect to the track channel, whereby the flanges are used more.
  • the idler wheel pair is able, even in narrow bends unroll without longitudinal slip; however, it needs higher ones Executives at the wheel flange than the conventional wheel set, because for the necessary turning movement when none is available Longitudinal slip of the static friction in undiminished size between Wheel and rail must be overcome.
  • EP-A-0 511 949 discloses a method for Control of a chassis without rigid axle connections, at which at least two opposite idler gears individually are driven by separately controllable electric motors. At least for some with such an idler gear Driving conditions approximately the same running characteristics to achieve that for self-centering wheelsets with fixed Cross connection between the wheels will apply the performance the electric motors of opposing wheels periodically increased within predetermined ranges or decreased, the power change taking place in phase opposition. For creating such an artificial clock-push-pull rhythm special control devices are required.
  • DE-C-38 08 593 is a motor bogie with idler wheels described, two of which are opposite in the transverse direction Idler wheels connected torsionally stiff via gear means are. This is supposed to guide a wheel set largely preserved with a continuous axle stay. Those serving as a replacement for the wheelset shaft However, gear means are subject to extremely high loads, especially when driving through narrow curves.
  • the prior art also includes powered undercarriage with the generic characteristics mentioned at the beginning.
  • This chassis has two individual drives that each contain one of the idler gear pairs and one Forced control can be steered. With the help of this control becomes the articulation angle of articulated car bodies via a steering linkage to the individual drives for their Transfer radial radial setting.
  • Such forced control always means a higher construction effort, where the desired radial curve setting of the drives when entering and exiting the articulated tram into one or cannot be exactly from a track arch.
  • the invention has for its object the idler gears a chassis of the generic type the property of automatic tangential adjustment to the rail confer, this property in both the straight line as should also exist in any track curve.
  • a chassis with the features mentioned above can be advantageous a position in the Take track channel that the longitudinal and slip slip-free Rolling of the idler wheels without a run-up angle towards the rail enables.
  • the coupling of the steering movements of the idler gears follows a preferred embodiment of the invention such that the steering angle of the one behind the other In terms of amount, idler gears are always the same size, but in opposite direction while the steering angle of the idler wheels each assigned to a transverse transverse plane are the same or only differ by the amount as it is for the compensation of the difference in radii between the outside of the arc Rail and the inner rail is useful.
  • form-fitting connecting means for example Chains or timing belts with associated, on the respective Idler gear gears conceivable.
  • the connecting means each have at least two Angle driven and one variable in length Coupling shaft are formed.
  • An angular gear on each longitudinal side of the chassis can with the drive shaft of a traction motor be connected to the z. B. on or in the body of the Rail vehicle is arranged.
  • a next embodiment of the invention consists in that the connecting means two angular gears, one associated longitudinal drive motor and a between the respective angular gear and the idler gear have arranged compensating clutch.
  • the invention are the idler gears over primary springs cushioned, the springs corresponding to their elasticity Movements of the idler gears not only in the vertical direction, but also in the transverse direction and especially for the steering movements allow the idler gears in the longitudinal direction.
  • the vertical Spring movements of the idler gears can be done via the same Compensating clutches are compensated for the steering movements allow the idler gears to each other.
  • Another, inexpensive embodiment of the invention exists in that the swivel axes of the idler gears are virtually formed are.
  • FIG. 1a, 1b, 2, 3 and 4 each show the principle of a coupling wheel undercarriage in top view.
  • Chassis a total of four idler gears 1, each in pairs an axle bridge 2 are rotatably mounted.
  • the non-rotating Axle bridges 2 can move towards the level of Rails 11 can be cranked to also in the area of the undercarriage a low-floor light rail car with a low-lying one To allow flooring.
  • Idler gears 1 Arranged one behind the other in the longitudinal direction of the undercarriage Idler gears 1 are form-fitting in their speed working connecting means coupled. 1a and 1b this coupling takes place via one connected to each idler gear 1 Angular gear 3 and one coupling shaft 4 each. 2, the idler gears 1 are on each chassis side With the help of a traction motor 5 and the bevel gear 3 Embodiment further spur gears 3a in their speed coupled and naturally driven.
  • the two formed from idler gears 1 a transverse plane of the chassis Wheel pairs in their steering movements around vertical, in the Pivot axes 12 arranged along the longitudinal center axis of the undercarriage coupled so that the steering angle of this Wheel pairs are always the same size, but in opposite direction.
  • the steering coupling of the idler gear pairs takes place, for example, by the one shown in FIG. 1b Handlebar 8 or by the from Fig. 1a and Fig. 2nd visible lever 7 and handlebar 8.
  • the swivel axes 12 can be physically trained (Fig. 1a and 1b) or as virtual axes exist (Fig. 2).
  • the axle bridges 2 can Primary springs 9 cushioned against a chassis frame 10 will.
  • the springs 9 - preferably flexicoil springs - should also spring movements corresponding to their elasticity allow each axle bridge 2 in the longitudinal direction to the to enable the desired steering movement of the idler gear pairs.
  • the steering coupling of the two wheel pairs shown as an example in Fig. 2 also leaves a cross-elastic wheel pair guide these primary springs 9 in the chassis frame 10 without Cross movements of the wheel pairs influence the steering coupling.
  • Compensating couplings 6 compensate for all spring movements Axle bridges 2 with respect to the chassis frame 10 as well possible spring movements of the motor-gear units (Parts 5 and 3 or 3a), which in turn are elastic on the chassis frame 10 can be hung.
  • the idler gears 1 are each on a steering knuckle 13 rotatably mounted.
  • the steering knuckle 13 one
  • the idler wheels 1 assigned to the transverse transverse plane are in turn each on an axle bridge 2 around the swivel axes 12 steerably attached.
  • the axle bridges 2 are in this embodiment compared to the chassis frame 10 not swiveling; the steering movements are only from the idler wheels 1 and the associated steering knuckles 13, wherein whose steering movements in turn via handlebar 8 and lever 7 are coupled.
  • the steering coupling of the idler wheels 1 is carried out also in the example of FIG. 4 by handlebar 8 and lever 7.
  • handlebar 8 and lever 7 By arranging the handlebars appropriately 8 on the levers 7 can easily for the idler gears 1 a chassis transverse plane either the same steering angle or but according to a desired compensation of the difference in radii between the outer rail and the Slightly different steering angle inside the rail be achieved.
  • the chassis is in an inclined position in the Track channel, d. that is, there is an incorrect steering angle, so leads this inevitably means that the leading idler gear pair for example, starts on the left rail 11 while the trailing pair of wheels on the other, right rail 11 starts up.
  • Both Wheels 1 have the same speed, but due to the different wheel diameters different paths in back at the same time, d. that is, their wheelbase changes. In the same process runs in the opposite direction other side of the chassis.
  • This opposite change in the wheelbase on the left and right chassis side is synonymous with a pivoting movement of the idler gears 1 about their respective Swivel axis 12.
  • the steering angle is therefore corrected the idler gears 1 as long as the consecutive ones Do not roll the wheels on the same diameter.
  • the So the system always strives to correct incorrect steering angles, which their result in changing the situation of the Have wheel contact points and thus in the change of effective wheel diameter.
  • this system drive without wrong steering angle. If driven without a wrong steering angle ultimately, even if only a little, centering property of an idler gear.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Handcart (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Claims (10)

  1. Bogie pour des véhicules ferroviaires, notamment des voitures de chemin de fer métropolitain à plate-forme surbaissée, avec quatre roues libres (1) parmi lesquelles les deux roues libres (1) disposées dans un plan transversal du bogie forment une paire respective de roues libres sans accouplement du mouvement de rotation de ces roues libres (1), tandis que les roues libres respectives (1) disposées l'une derriére l'autre dans la direction longitudinale du bogie sont accouplées quant à leur vitesse de rotation, les roues libres (1) disposées dans un plan transversal du bogie pouvant respectivement pivoter autour d'un axe de pivotement vertical (12) disposé à l'intérieur de leur voie et étant accouplées, quant à leurs mouvements de pivotement ou encore de direction, aux roues libres (1) disposées dans un autre plan transversal du bogie, caractérisé en ce que les roues libres peuvent pivoter autour de l'axe de pivotement vertical (12) indépendamment de la position du bogie par rapport à de quelconques autres parties du véhicule.
  2. Bogie selon la revendication 1, caractérisé en ce que les angles de direction des roues libres respectives (1) disposées l'une derrière l'autre sont de montants toujours les mêmes, mais dans des directions opposées, tandis que les angles de direction des roues libres respectives (1) associées à un plan transversal du bogie sont identiques ou ne sont différents que de la mesure qui est judicieuse pour compenser la différence de rayon entre le rail extérieur à la courbe et le rail intérieur à la courbe.
  3. Bogie selon la revendication 1 ou 2, caractérisé en ce que des moyens de liaison travaillant en engagement positif sont prévus pour l'accouplement en matière de vitesse de rotation des roues libres respectives (1) disposées l'une derrière l'autre, moyens qui comprennent une compensation de longueur correspondant aux mouvements de direction des roues libres (1).
  4. Bogie selon la revendication 3, caractérisé en ce que les moyens de liaison sont respectivement formés d'au moins deux engrenages d'angle (3) et un arbre d'accouplement (4) de longueur variable.
  5. Bogie selon la revendication 3, caractérisé en ce que les moyens de liaison présentent respectivement deux engrenages d'angle (3), un moteur de traction (5) dans le sens de la longueur, relié à ces engrenages, et un accouplement compensateur (6) disposé entre l'engrenage d'angle respectif (3) et la roue libre (1).
  6. Bogie selon une des revendications 1 à 5, caractérisé en ce que l'accouplement de direction des roues libres (1) s'effectue uniquement par l'intermédiaire de belles (8).
  7. Bogie selon une des revendications 1 à 5, caractérisé en ce que l'accouplement de direction des roues libres (1) s'effectue par l'intermédiaire de leviers (7) et de bielles (8).
  8. Bogie selon une des revendications 1 à 7, caractérisé en ce que les roues libres (1) d'un plan transversal du bogie sont respectivement reliées par un pont d'essieu (2) non rotatif.
  9. Bogie selon une des revendications 1 à 8, caractérisé en ce que les roues libres (1) sont suspendues au moyen de ressorts primaires (9), les ressorts (9) autorisant des mouvements des roues libres (1), correspondants à leur élasticité, non seulement en direction verticale mais aussi en direction transversale et, surtout pour les mouvements de direction des roues libres (1), en direction longitudinale.
  10. Bogie selon une des revendications 1 à 9, caractérisé en ce que les axes de pivotement (12) des roues libres (1) sont virtuels.
EP95105232A 1994-04-23 1995-04-07 Train de roulement pour véhicules ferroviaires Expired - Lifetime EP0678435B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4414293 1994-04-23
DE4414293A DE4414293C1 (de) 1994-04-23 1994-04-23 Fahrwerk für Schienenfahrzeuge

Publications (2)

Publication Number Publication Date
EP0678435A1 EP0678435A1 (fr) 1995-10-25
EP0678435B1 true EP0678435B1 (fr) 1998-06-24

Family

ID=6516314

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95105232A Expired - Lifetime EP0678435B1 (fr) 1994-04-23 1995-04-07 Train de roulement pour véhicules ferroviaires

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Country Link
EP (1) EP0678435B1 (fr)
AT (1) ATE167649T1 (fr)
DE (2) DE4414293C1 (fr)
ES (1) ES2117321T3 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2826328B1 (fr) * 2001-06-26 2003-08-29 Alstom Bogie moteur pour vehicule ferroviaire a plancher bas integral
CN108657213B (zh) * 2017-03-30 2020-04-24 比亚迪股份有限公司 转向架及具有其的轨道车辆和轨道交通系统
CN114407958B (zh) * 2020-10-28 2023-05-26 湖南中车智行科技有限公司 一种用于铰接式汽车列车的胶轮导向转向架装置

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1750559A (en) * 1928-08-24 1930-03-11 J G Brill Co Railway car
FR1014449A (fr) * 1950-03-14 1952-08-14 Bogie à roues indépendantes pour véhicules sur rails
FR2511962A1 (fr) * 1981-08-31 1983-03-04 South African Inventions Train de roues pour vehicule ferroviaire stabilise
DE3478852D1 (en) * 1983-11-28 1989-08-10 Duewag Ag Double drive for rail vehicles
DE3710623A1 (de) * 1987-03-31 1988-10-20 Krauss Maffei Ag Gleisfahrzeug
DE3808593A1 (de) * 1988-03-15 1989-09-28 Gutehoffnungshuette Man Radsatzfuehrung fuer drehgestelle von schienenfahrzeugen, insbesondere fahrzeuge des nahverkehrs
DE3838845A1 (de) * 1988-11-17 1990-05-23 Bergische Stahlindustrie Raeumliche einzelradaufhaengung fuer raeder von schienenfahrzeugen
GR1000948B (el) * 1989-08-21 1993-03-16 Sig Schweiz Industrieges Κινούμενον όχημα με κατευ?υνόμενα μεμονωμένα κινούμενα οχήματα.
ATE125214T1 (de) * 1991-04-30 1995-08-15 Sgp Verkehrstechnik Verfahren zur steuerung eines fahrwerkes ohne starre achsverbindungen.

Also Published As

Publication number Publication date
EP0678435A1 (fr) 1995-10-25
ES2117321T3 (es) 1998-08-01
ATE167649T1 (de) 1998-07-15
DE59502630D1 (de) 1998-07-30
DE4414293C1 (de) 1995-09-14

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