EP1003660A1 - Bogie pour un vehicule sur rails - Google Patents

Bogie pour un vehicule sur rails

Info

Publication number
EP1003660A1
EP1003660A1 EP99926457A EP99926457A EP1003660A1 EP 1003660 A1 EP1003660 A1 EP 1003660A1 EP 99926457 A EP99926457 A EP 99926457A EP 99926457 A EP99926457 A EP 99926457A EP 1003660 A1 EP1003660 A1 EP 1003660A1
Authority
EP
European Patent Office
Prior art keywords
wheels
driven
wheel
individual
pair
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
EP99926457A
Other languages
German (de)
English (en)
Other versions
EP1003660B1 (fr
Inventor
Frank Hentschel
Markus Koch
Andreas Daberkow
Ulrich Hachmann
Wolfgang-Dieter Richter
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.)
Alstom Transportation Germany GmbH
Original Assignee
DaimlerChrysler AG
DaimlerChrysler Rail Systems 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 DaimlerChrysler AG, DaimlerChrysler Rail Systems GmbH filed Critical DaimlerChrysler AG
Publication of EP1003660A1 publication Critical patent/EP1003660A1/fr
Application granted granted Critical
Publication of EP1003660B1 publication Critical patent/EP1003660B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • 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

Definitions

  • the invention relates to a chassis according to the preamble of the first claim.
  • a trolley of this type (DE 38 08 593, A1), as is used in particular for low-floor trams, has a trolley frame and four individual wheels, that is to say 2 pairs of wheels, each of which rotates on a wheel carrier pivotally mounted about a horizontal axis on the trolley frame horizontal axes are rotatably mounted.
  • the wheel carriers engage under the free ends of the longitudinal members of the chassis frame, a primary spring being provided adjacent to each individual wheel, which is inserted between the wheel carrier and the longitudinal members located above it.
  • the axles of the individual wheels are rigidly connected to the associated wheel carrier.
  • An axially identical wheelset is driven, for which purpose each individual wheel is coupled to a gear. Both transmissions are jointly driven by a drive motor via a coupling gear.
  • the invention has for its object to provide a running gear designed in accordance with the preamble of the first claim, which can traverse narrow bends and achieve higher speeds in a straight track with minimal wear, high safety and low design effort.
  • the non-driven wheels which generally advance in the direction of travel of the rail vehicle, can automatically adjust themselves radially to the track and in particular to the track arch due to their mounting which can be pivoted about a vertical axis and their free rotation due to the wheel-rail geometry , wherein the steering device assigned to this pair of wheels is the synchronous steering of both
  • the non-driven wheels of the leading wheel set can compensate for the sinusoidal movement occurring at higher speeds due to their pivotability relative to the common wheel carrier, without transmitting the resulting movements in full to the chassis frame, which in turn carries the associated car body via primary springs.
  • the driven, further pair of wheels is pivotally mounted about a common vertical axis here relative to the chassis frame.
  • the driven wheel pair is swiveled by means of an actively controlled actuator which determines the swivel angle of this wheel pair as a function of the radius of the track section currently being traveled, this swivel angle being counter to the swivel direction of the non-driven wheel pair.
  • the pivoting takes place in such a way that the wheel axles are aligned radially to the track section being traveled, or the wheel planes are tangential to it.
  • the common wheel carrier is pivoted about a horizontal axis on the chassis frame and on the other hand supported by primary springs against the underside of the chassis frame.
  • the individual wheels of the non-driven pair of wheels are preferably mounted on individual wheel carriers, which in turn are likewise mounted on a common wheel carrier, which is held on the chassis frame about a horizontal axis and can be pivoted about a vertical axis.
  • This wheel carrier is also supported by primary springs against the underside of the chassis frame in order to provide the necessary driving comfort.
  • a controllable reset device is expediently assigned to at least one pair of wheels, and here preferably to the driven pair of wheels.
  • This reset device optionally takes effect when a control error is registered.
  • the operational steering control is deactivated and the reset device is activated for this purpose, which automatically swivels the wheel pair (s) regardless of the radius of the section of track currently being traveled into a basic position assigned to a straight track.
  • a braking operation to reduce the speed of the vehicle is preferably requested or initiated automatically if the speed exceeds a previous speed.
  • the radius of the curve of the track falls below a predetermined value.
  • the then permissible speed can be controlled depending on the radius of the track curve. But even in normal, undisturbed operation, it is expedient to fix the steerable wheel carrier (s) in the straight-ahead position by means of a locking device, preferably assigned to the reset device, if the radius of the arc assumes larger radius values from a certain limit value. This relieves the steering of traction forces and influences of track position disorders.
  • the actuator of the driven wheel set is expediently controlled in relation to the angle, depending on the steering angle, of at least one of the non-driven, leading individual wheels. Particularly when entering or leaving a straight track into a transition curve and from a transition curve into a straight track, the wear and noise levels are reduced to minimum values.
  • the steering device for the non-driven rail wheels is preferably equipped with a steering linkage which, together with the associated common wheel carrier, forms a parallelogram guide.
  • the independent wheels which are free-running, thus form a wheel set that automatically aligns itself radially to the track currently being driven in accordance with the forces resulting from the wheel-rail geometry. This advantageous effect is particularly evident in the constant curve of the track.
  • a damper with adjustable suspension and damping behavior can be inserted between the steering linkage and the associated wheel carrier or the chassis frame. Then influences from track position disturbances or the like do not affect the control behavior of the non-driven wheels in full.
  • the damping behavior can be controlled depending on the curvature of the track and can assume very high values on the straight track.
  • the aforementioned locking can also be controlled.
  • the damper can therefore also be designed as a locking device that suppresses interference effects on the steering behavior not only in the straight track but also in the constant track curve. It is also expedient to use at least one damper and / or an actuator assigned to the driven pair of wheels, or also the possibly independent reset device.
  • direction to assign a measuring device the changes in length is a measure of the current steering angle of the coupled individual wheels or wheel pairs.
  • a multi-unit rail vehicle with only one chassis arranged in the longitudinal center of the car body, it is expedient to arrange trolleys designed according to the invention such that in vehicles with only one direction of travel all non-driven wheel pairs lead the driven wheel pairs of the chassis in question.
  • the bogies are arranged in such a way that the non-driven wheel pairs of the end drives lie opposite the associated free wheel pair of the bogie in question to the adjacent free rail end.
  • undercarriages arranged between them the arrangement is made as far as possible in such a way that a driven wheel set is followed by another driven wheel set of the neighboring undercarriage.
  • FIG. 2 shows a side view of the undercarriage
  • FIG. 3 shows a front view of a modified undercarriage with a view of a transmission for a driven wheel set which has only one common drive shaft
  • FIG. 4 shows a top view of the undercarriage according to FIG. 3,
  • FIG. 5 shows an arrangement of undercarriages in a two-part rail vehicle that can be operated in two directions of travel
  • FIG. 6 shows an arrangement of undercarriages in a three-part rail vehicle that can be operated in two directions of travel
  • Fig. 7 shows the arrangement of trolleys in a three-part, only in one direction operating rail vehicle and
  • Fig. 8 shows an arrangement of trolleys in a four-part rail vehicle to be operated in two directions.
  • Fig. 9 shows a chassis with four individual wheels driven in pairs
  • a running gear in particular a bogie for low-floor trams, has a running gear frame consisting of two long beams 1, which are oriented parallel to the longitudinal axis running in the direction of travel, and two transverse beams 2 and 3, which are perpendicular to the longitudinal center area.
  • a two-armed wheel carrier 4 or 5 is pivotally mounted about a horizontal axis in low-wear elastomulti bushings 6 by means of the arms.
  • the bridge-shaped wheel 4, 5 undergre 'RFEN the bent ends of each upwardly 1 the v, area of the cross member 2,? have a lowered central part with respect to the axles of axles of rail wheels 8.
  • DaDei the Kadvic 4, 5 are elastically supported via primary spring elements 9 against the underside of the free ends 10 of the long beams 1.
  • Two rail wheels 8 are mounted laterally on the outside next to the free ends 10 of the long girders 1 on the wheel carrier 4 and 2 further rail wheels 8 on the opposite mirror carrier 5 rotatable about the horizontal axes 7.
  • the rail wheels 8, 8 on the leading wheel carrier 4 are without drive, while the wheel pair 8, 8 on the associated wheel carrier 5 are coupled by means of a gear arrangement 11 via drive shafts 12 with separate drive motors (not shown).
  • the rail wheels 8 are mounted on the wheel carrier 5 on axially connected axles 7.
  • the wheel carrier 5 of the other, driven wheel pair 8, 8 can be pivoted about a common, longitudinal central vertical axis about a pivot arrangement 18 arranged there in a horizontal plane parallel to a plane receiving the cross beams 2, 3.
  • the wheel carrier 5 is coupled in the longitudinal center via a coupling link 19 to the adjacent cross member 3 and at the other end is articulated in the region of the pivot arrangement 1 8 to the cross member of the wheel carrier 5.
  • the pivot pin arrangement 18 has, for example, a pivot pin connected to the chassis frame 1, which is rotatably fixed between holding cheeks arranged on the side and fixed to the associated wheel carrier 5.
  • a controllable adjusting element 20 is provided, which is articulated on a support pad 21, which in turn is fixedly connected to a long beam 1 and is intended for supporting a primary suspension.
  • the actuating element 20 is coupled at the other end to the axis 7 of one of the driven wheels 8.
  • the adjusting element 20 is variable in length and can be equipped as an actuator with a hydraulic, pneumatic or electromotive spindle drive. The change in length of this adjusting element 20 is controlled depending on the radius of curvature of the rail section currently being traveled on.
  • At least one single wheel carrier 13 of the non-driven wheel set 8, 8 is assigned to a rotation angle sensor, depending on which the control element 20 is controlled.
  • the wheel carrier 5 with the driven wheels 8, 8 is pivoted about the pivot pin arrangement 18, so that the axles 7 of this pair of wheels are radial to the track section both when driving straight ahead and when cornering.
  • the pivoting direction of the driven rail wheels 8 is opposite to the pivoting direction of the non-driven individual wheels 8, so that the alignment of both wheel sets is made radially with respect to the track section 7 currently being traveled on.
  • the driven pair of wheels 8, 8 is additionally assigned a controllable reset device 22 which, like the control element 20, is articulated on a support support 21 for a primary spring element assigned to the second long beam 1 and at the other end with the axis 7 of the Rail wheel 8 is articulated, which is not associated with the controllable actuator 20. It is possible to arrange this reset device 22 parallel to the actuating element 20 or to integrate the two elements 21, 22 in one unit and, if necessary, to assign them to both axes 7.
  • the reset device 22 is also variable in length and follows the steering movements of the associated axle 7 in normal steering operation by means of the actuator 20 without counterforce.
  • the reset device is automatically controlled so that an integrated energy store, when the actuator 20 has no effect on the steering, automatically swivels the wheel carrier 5 into a basic position, which corresponds to driving on one is assigned to straight track. It is irrelevant whether the bogie is in a straight track or in a curved track section. It is expedient to also assign a locking device to the reset device, which locks the basic position in this operating case. A release is to be provided again when the correct steering operation is given via the control element 20. It may be expedient to also assign such a reset device to the non-driven pair of wheels 8, 8 in order to ensure stable driving conditions.
  • the driven wheel pair 8, 8 is assigned a gear arrangement in which the two gears 1 1 assigned to the individual wheels 8 are coupled via a common limited slip differential 23 and a transverse shaft 24 to a single drive shaft 1 2 for only one drive motor are.
  • the actuator 20 serving as an actuating element for the active steering of the driven wheel set is placed in the middle of the suspension sound in the place of the coupling link 19 according to FIG. 1, while the axes of the two driven wheels 8 are each assigned a reset device 22, the other one. nends pivotally coupled to the respective support pad 21.
  • the associated wheel carrier 5 is no longer held via a pivot arrangement 18 but via a wishbone 25 on the chassis frame against transverse adjustment.
  • the reset device 22 is also equipped with integrated locking devices which are locked for so long, that is to say do not permit a change in the length of the reset elements, as long as no control signal requiring a change in the steering angle is supplied to the actuator 20 if the steering control functions properly. Provided that no signal is generated by the at least one steering sensor assigned to the non-driven rail wheels 8 that indicates a required change in the steering angle, both locking devices remain blocked in the return elements 22.
  • a damper 27 according to the steering linkage 1, 5.1 6 and, on the other hand, with the wheel carrier 4 or possibly also with the chassis frame.
  • Fig. 1 which has a controllable suspension and damping behavior.
  • the suspension and damping behavior can be controlled depending on the radius of the track curve and possibly also on the driving speed.
  • the damper 27 can also be assigned a position measuring device which, in the undisturbed running operation of the chassis, detects the steering movement of this self-regulating wheel pair 8 resulting from the wheel rail geometry and thereby generates a signal that can be evaluated for the current steering angle. If the damper 27 is not designed to be self-locking, it is also possible to lock the steering linkage with respect to the wheel carrier by means of its own controllable locking device if necessary.
  • a bogie indicated at 26 according to the invention is assigned to the individual bogies 26 of a multi-unit rail vehicle, then they are aligned with respect to the arrangement of the driven and the non-driven wheel pairs depending on the running direction provided during operation.
  • FIG. 5 shows a two-part rail vehicle, in which the non-driven wheel pairs 8 are assigned to the adjacent free ends of the respective car body more closely than the wheel pairs 8 driven by the gearbox 11.
  • the rail vehicle is suitable for bidirectional operation.
  • a third car body 26 is inserted between the arrangement according to FIG. 5, in which the assigned running gear has the same direction-related arrangement of the wheel sets as one of the neighboring running gear.
  • This three-section rail vehicle is also suitable for bidirectional operation, since the first pair of wheels of the foremost car body is designed as a leading, non-driven pair of wheels in each direction of travel and, as a self-steering leading pair of wheels, the steering process when entering a curve as when cornering as well as when exiting into a straight line initiates.
  • Fig. 8 When compiling according to Fig. 8 are two units acc. Fig. 5 coupled to each other, and thus form a four-section rail vehicle, which is equipped for bidirectional operation, each with a non-driven wheel pair leading in the direction of travel at the train ends.
  • the self-steering of the first set of non-driven wheels leading other sets of wheels enables high-speed travel on straight and curved tracks with little wear and high driving comfort.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Abstract

L'invention concerne un bogie pour un véhicule sur rails, comportant un châssis de bogie (1, 2, 3) avec quatre roues individuelles (8) qui sont montées de manière à pouvoir tourner autour d'essieux horizontaux et parmi lesquelles une paire de roues (8, 8) est entraînée. L'invention vise à créer un bogie qui, avec une usure minimale, une sécurité élevée et une faible complexité de conception, puisse rouler sur des voies en courbe étroites et, à des vitesses élevées, en ligne droite. A cet effet, la paire de roues entraînée (8, 8) peut être guidée radialement à la courbe autour d'un axe vertical (18) en fonction d'une valeur prescrite déterminée par un système de détection, tandis que les roues individuelles non entraînées (8, 8) sont montées de manière à pouvoir pivoter en tant que module de roue individuelle à autorégulation autour d'un axe vertical (14, 14) qui leur est propre, et sont accouplées les unes aux autres de manière synchronisée et directrice au moyen d'un dispositif de direction (15, 16).
EP99926457A 1998-06-13 1999-05-28 Bogie pour un vehicule sur rails Expired - Lifetime EP1003660B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19826448A DE19826448C2 (de) 1998-06-13 1998-06-13 Fahrwerk für ein Schienenfahrzeug
DE19826448 1998-06-13
PCT/EP1999/003697 WO1999065750A1 (fr) 1998-06-13 1999-05-28 Bogie pour un vehicule sur rails

Publications (2)

Publication Number Publication Date
EP1003660A1 true EP1003660A1 (fr) 2000-05-31
EP1003660B1 EP1003660B1 (fr) 2005-01-05

Family

ID=7870832

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99926457A Expired - Lifetime EP1003660B1 (fr) 1998-06-13 1999-05-28 Bogie pour un vehicule sur rails

Country Status (8)

Country Link
US (1) US6418859B1 (fr)
EP (1) EP1003660B1 (fr)
DE (2) DE19826448C2 (fr)
HU (1) HU223286B1 (fr)
IL (1) IL134497A (fr)
NO (1) NO20000421L (fr)
PL (1) PL337849A1 (fr)
WO (1) WO1999065750A1 (fr)

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US20060005739A1 (en) * 2001-03-27 2006-01-12 Kumar Ajith K Railroad system comprising railroad vehicle with energy regeneration
US6871598B2 (en) * 2002-06-14 2005-03-29 General Motors Corporation Arrangement of radial bogie
FR2914609B1 (fr) * 2007-04-05 2009-07-10 Alstom Transport Sa Bogie pour vehicule ferroviaire
DE102007054861A1 (de) * 2007-11-16 2009-05-28 Siemens Ag Verfahren zum Begrenzen des Winkels zwischen den Längsachsen miteinander verbundener Wagenkästen
US20090133599A1 (en) * 2007-11-27 2009-05-28 Alan Aitken Steering links
DE102008027129B4 (de) 2008-05-30 2013-09-26 Andreas Fiedler Drehgestell mit zweigeteiltem Rahmen
DE202008007473U1 (de) 2008-05-30 2009-02-19 Fiedler, Andreas, Dipl.-Kfm. Drehgestell mit zweigeteiltem Rahmen
BRPI0916211B1 (pt) * 2008-07-16 2020-02-18 Electro-Motive Diesel, Inc. Sistema autodirecional para um truque radial de um veículo ferroviário
JP5388695B2 (ja) * 2009-05-26 2014-01-15 川崎重工業株式会社 低床式鉄道車両用台車および低床式鉄道車両
US8794160B2 (en) 2009-05-26 2014-08-05 Kawasaki Jukogyo Kabushiki Kaisha Low-floor railcar bogie and low-floor railcar including the same
DE102014117047B4 (de) * 2014-11-21 2017-12-14 Lothar Thoni Traverse für Schienenfahrzeuge zur Anlenkung eines Wagenkastens eines Schienenfahrzeugs an dessenDrehgestell
AT518697B1 (de) * 2016-05-10 2021-12-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
IT201600088005A1 (it) * 2016-08-30 2018-03-02 Lucchini Rs Spa Ponte-assale di veicoli ferroviari e ferrotranviari a pianale ribassato
GB2566715B (en) * 2017-09-22 2020-05-20 Bombardier Transp Gmbh Rail vehicle provided with running gear with a steering actuator and associated control method
AT520590B1 (de) * 2017-09-27 2020-09-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
CN110435697B (zh) * 2019-08-26 2024-09-13 成都天府轨谷科技有限公司 一种差速轮控径向转向架

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Also Published As

Publication number Publication date
NO20000421D0 (no) 2000-01-27
DE59911398D1 (de) 2005-02-10
NO20000421L (no) 2000-01-27
US6418859B1 (en) 2002-07-16
PL337849A1 (en) 2000-09-11
IL134497A (en) 2004-02-19
HUP0004688A3 (en) 2002-01-28
HU223286B1 (hu) 2004-05-28
EP1003660B1 (fr) 2005-01-05
WO1999065750A1 (fr) 1999-12-23
DE19826448C2 (de) 2001-07-26
HUP0004688A2 (hu) 2001-04-28
DE19826448A1 (de) 2000-01-20
IL134497A0 (en) 2001-04-30

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