EP1003660B1 - Bogie pour un vehicule sur rails - Google Patents

Bogie pour un vehicule sur rails Download PDF

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Publication number
EP1003660B1
EP1003660B1 EP99926457A EP99926457A EP1003660B1 EP 1003660 B1 EP1003660 B1 EP 1003660B1 EP 99926457 A EP99926457 A EP 99926457A EP 99926457 A EP99926457 A EP 99926457A EP 1003660 B1 EP1003660 B1 EP 1003660B1
Authority
EP
European Patent Office
Prior art keywords
wheels
driven
structure according
undercarriage
steering
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
EP99926457A
Other languages
German (de)
English (en)
Other versions
EP1003660A1 (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 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 Rail Systems GmbH filed Critical DaimlerChrysler Rail Systems GmbH
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

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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
    • 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 chassis of this type (DE 38 08 593, A1), as is the case in particular for low-floor trams has application, has a chassis frame and four single wheels, so 2 pairs of wheels on, each mounted on a pivotable about a horizontal axis on the chassis frame Wheel carriers are rotatably mounted about horizontal axes.
  • the wheel carriers are under attack the free ends of longitudinal members of the chassis frame, adjacent to each individual wheel a primary spring is provided which is located between the wheel carrier and the overlying Side member is used.
  • the axles of the single wheels are rigid with their respective ones Wheel carrier connected.
  • An axle-like wheelset is driven, including each concerned Single wheel is coupled with a gearbox. Both transmissions are shared by a drive motor driven via a coupling gear.
  • the invention is based on the object, according to the preamble of the first claim designed chassis, which with minimal wear, high security and low design effort to pass through both narrow track curves and higher speeds in the straight track can achieve.
  • the usually in Direction of travel of the rail vehicle leading non-driven wheels due to their pivotable about a vertical axis storage and their free rotation due to the wheel-rail geometry automatically set radially to the track and in particular to the track curve, wherein the steering wheel associated with this pair of steering the concurrent steering both
  • the non-driven wheels of the leading wheelset can so as self-regulating single-wheel module due to their pivoting relative to the common Radmoi compensate the occurring at higher speeds sinusoidal, without the resulting movements to transfer in full to the chassis frame, the in turn carries the associated car body via primary springs.
  • the swinging of the driven takes place Radplanes by means of an actively controlled actuator, which depends on the radius of the current traveled track section determines the swing angle of this pair of wheels, this Swing angle against the pivoting direction of the non-driven pair of wheels.
  • the Pivoting takes place in such a way that the wheel axles radially to the track section or the wheel planes are aligned tangentially thereto.
  • the common wheel carrier is in this case hinged about a horizontal axis pivotally mounted on the chassis frame and on the other supported by primary springs against the underside of the chassis frame.
  • the single wheels the non-driven wheel pair are preferably on Einzelradffyn stored, in turn, also on a common, the chassis frame to a horizontal Axis pivotally supported wheel carrier about a vertical axis pivotally mounted are. It is also this wheel by means of primary springs against the underside of the chassis frame supported to provide the necessary ride comfort.
  • This reset device is optionally effective when a control error is registered.
  • the operational steering control disabled and for the reset device activated the one or more pairs of wheels regardless of the radius of the currently traveled track section automatically pivots into a basic position associated with a straight track.
  • a braking operation to reduce the speed of the Vehicle requested or automatically initiated, if the speed is above a predetermined Value is and the radius of the curve curvature of a predetermined value below. The permissible speed then depends on the radius of the curve be controlled.
  • the actuator of the driven wheelset depending on the steering angle at least one of the non-driven, leading single wheels angle-controlled against the same is expediently the actuator of the driven wheelset depending on the steering angle at least one of the non-driven, leading single wheels angle-controlled against the same.
  • the steering device for the non-driven rail wheels is preferably with a Lenkgestfite equipped, which together with the associated common wheel carrier a Parallelogramm Entry forms.
  • the freewheeling individual wheels thus form a wheelset, itself according to the forces resulting from the wheel-rail geometry Aligns radially to the currently traveled track. This advantageous effect arises in particular also in the constant curve.
  • a damper with adjustable suspension and damping behavior can be used between the steering linkage and the associated wheel carrier or the chassis frame. It will work then influences from track position disturbances or the like not in full in the control behavior the non-driven wheels.
  • the damping behavior can be dependent on this be controlled from the track curvature and on the straight track very high values accept. It can also be controlled the aforementioned locking.
  • the damper can therefore also be designed as a locking device, not only in the straight track but also suppresses disturbances on the steering behavior in the constant track curve.
  • at least one damper and / or one driven Wheel pair associated actuator or the optionally independent return device assign a distance measuring device whose length changes a measure of the current Steering angle of the so coupled single wheels or pairs of wheels.
  • multi-unit rail vehicle with only one arranged in the car body longitudinal center Suspension, it is expedient to arrange according to the invention trained chassis so that in vehicles with only one direction of travel all non-driven pairs of wheels the driven Advance pairs of wheels of the relevant landing gear.
  • the chassis are arranged so that, anyway the non-driven wheel pairs of the terminal drives relative to the associated driven wheel pair of the relevant chassis to the adjacent free rail train lie down.
  • the arrangement is as far as possible taken in such a way that a driven wheelset another driven wheelset of the neighboring landing gear follows.
  • a chassis, especially a bogie for low floor trams has a Chassis frame of two parallel to the direction of travel extending longitudinal axis directed Langträgem 1 and two in the longitudinal center area perpendicular thereto cross members. 2 and 3 on.
  • a two-armed wheel carrier 4 or 5 to a horizontal axis pivotable in low-wear Elastoellobuchsen 6 by means of the arms stored.
  • the bridge-shaped wheel carrier 4, 5 engage under the respective cranked upwards Ends of the longitudinal beams 1 in the region of the cross member 2, 3 with respect to the horizontal axes of rail wheels 8 have a lowered center part.
  • the wheels 4, 5 are over Primary spring elements 9 against the underside of the free ends 10 of the longitudinal beam 1 elastic supported.
  • Two rail wheels 8 are laterally outside next to the free ends 10 of the Long carrier 1 on the wheel 4 and 2 more rail wheels 8 on the mirror image opposite wheel carrier 5 rotatably mounted about the horizontal axes 7.
  • Rail wheels 8, 8 at the leading wheel carrier 4 without drive, while the pair of wheels 8,8 am assigned wheel carrier 5 by means of a gear assembly 11 via drive shafts 12 with not shown, separate drive motors are coupled.
  • the rail wheels 8 are on Wheel carrier 5 mounted on permanently connected axes 7.
  • the axes are 7 the non-driven pair of wheels 8 fixed to Einzelradismen 13, which in turn to one each vertical vertical axis 14 are pivotally mounted on the associated wheel carrier 4.
  • the wheel carrier 5 of the other, driven wheel pair 8.8 is a common, longitudinal center Vertical axis about a arranged there pivot assembly 18 in a horizontal Level parallel to a cross member 2.3 receiving plane pivotally.
  • the Radley 5 longitudinally coupled via a coupling link 19 with the adjacent cross member 3 and at the other end in the area of the trunnion assembly 18 with the crosspiece of the Wheel carrier 5 hinged.
  • the Trunnion assembly 18 has, for example, one connected to the chassis frame 1 Trunnion, which is arranged between the side, at the associated wheel 5 fixed retaining cheeks is rotatably fixed.
  • a controllable adjusting element 20 is provided, which is hinged to a support pad 21, in turn is firmly connected to a long beam 1 and for the Auflagerung a primary suspension is determined.
  • the actuator 20 is the other end with the axis 7 of the driven Wheels 8 coupled.
  • the actuator 20 is variable in length and can act as an actuator equipped with hydraulic, pneumatic or electromotive spindle drive be.
  • the change in length of this control element 20 is dependent on the radius of curvature controlled the currently traveled rail section.
  • at least a Einzelradisme 13 of the non-driven wheelset 8.8 a rotation angle sensor assign, in dependence of the actuator 20 is controlled.
  • the driven wheel pair 8.8 is additionally assigned a controllable return device 22, the like the actuator 20 at one of the second longitudinal beam 1 assigned Support pad 21 articulated for a primary spring element and the other end with the axis 7 of the Rail wheel 8 is hingedly connected, not assigned to the controllable actuator 20 is. It is possible to arrange this return device 22 also parallel to the actuator 20 or to integrate the two elements 21, 22 in one unit and possibly both axes 7 assign.
  • the return device 22 is also variable in length and follows in normal steering operation by means of the actuator 20 the steering movements of the associated axis. 7 without drag.
  • the reset device automatically so controlled that an integrated energy storage ineffective for the steering actuator 20 the wheel carrier 5 automatically pivots into a basic position, the driving on a straight Track is assigned. It is irrelevant whether the chassis in the straight track or in a curved track section is located. It is expedient, the return device To assign a locking device that locks the basic position in this case. A loosening is to be provided again if the proper steering operation on the Actuator 20 is given. It may be appropriate, even the non-driven Wheel pair 8.8 assign such a reset device to stable driving conditions guarantee.
  • the driven wheel pair 8, 8 is a gear arrangement assigned, in which the two the individual wheels 8 associated gear 11 via a common limited slip differential 23 and a transverse shaft 24 with a single drive shaft 12 are coupled for only one drive motor.
  • this chassis is the as Steflelement for active steering of the driven wheel set serving actuator 20 in the middle of the chassis placed in the place of the coupling link 19 of FIG. 1, while the axes of two driven wheels 8 are each assigned a return device 22, the other ends is pivotally coupled to the respective support pad 21.
  • the associated Wheel carrier 5 no longer a pivot pin assembly 18 but a wishbone 25th held on the chassis frame against transverse adjustment.
  • the return device 22 still equipped with integrated locking devices that are locked so long, a change in length So do not allow the reset elements, so long with proper Function of the steering control no control signal requiring a change of the steering angle is supplied to the actuator 20. If so from the at least one of the non-driven Rail wheels 8 associated steering sensor no signal is generated, which is a change requires the steering angle, both locking devices remain in the return elements 22 blocked.
  • Fig. 1 caused by track noise interference oscillations on self-regulating single wheel module at least largely suppress, on the one hand to the steering linkage 15,16 and on the other hand with the wheel carrier 4 or possibly also with the chassis frame a damper 27 gem.
  • Fig. 1 which has a controllable suspension and damping behavior having.
  • the suspension and damping behavior depending on the traveled Track radius and possibly also be controlled by the driving speed.
  • misalignments are prevented and resulting vibrations about the elastic mounting of the wheel carrier 4 in the primary suspension 9 and the elastic Storage 6 added.
  • the damper 27 also assigned a displacement measuring device be in the undisturbed running of the chassis resulting from the Radschiene geometry resulting steering movement of this self-regulating wheel pair 8 detected and thereby generates a signal that can be evaluated for the current steering angle. If the Damper 27 is not self-locking, it is also possible, the steering linkage opposite the wheel by means of its own, controllable locking device if necessary lock.
  • a two-part rail vehicle in which the non-driven Wheel pairs 8 associated with the adjacent free ends of the respective car body closer are as the driven by the gear 11 pairs of wheels 8.
  • the rail vehicle is suitable for bidirectional operation.
  • a third car body 26 is inserted between the arrangement of FIG. 5 at the assigned chassis has the same directional arrangement of the wheelsets, like one of the neighboring landing gears.
  • this tripartite rail vehicle is suitable for bidirectional operation, after in each direction of the first pair of wheels of the foremost Car body is designed as a leading, non-driven pair of wheels and as Self-steering leading pair of wheels the steering operation when entering a curve like the Curve run itself as well as when extending into the straight line initiates.
  • composition acc. Fig. 8 are two units gem. Fig. 5 coupled together, and thus form a four-membered rail vehicle, which is used for bidirectional operation respectively equipped in the direction of travel leading unpowered pair of wheels at the train ends is. Again, allows the self-steering of the first, other wheelset leading wheel set non-driven wheels travel at high speed on both straight and curved Tracks with low wear and high ride comfort.

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  • 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)

Claims (11)

  1. Train de roulement pour véhicule ferroviaire comportant un châssis de train de roulement et quatre roues individuelles qui s'appuient en rotation autour d'essieux horizontaux, une paire de roue étant motrice,
    caractérisé en ce que
    la paire de roues motrice (8, 8) s'appuie de manière pivotable autour d'un axe de lacet vertical commun (18) et les roues individuelles non motrices (8, 8) s'appuient autour d'un axe de lacet vertical propre (14, 14) respectivement et que les roues individuelles non motrices (8, 8) sont couplées au moyen d'un dispositif de direction (15, 16, 17) pour un pivotement commun synchrone autour de leurs axes de lacet verticaux (14, 14).
  2. Train de roulement selon la revendication 1,
    caractérisé en ce que
    la paire de roues motrice (8, 8) s'appuie sur un support de roues commun (5) et est couplée à un actionneur (20) qui est commandé en fonction du rayon de courbe de voie ferrée actuellement parcourue et fait pivoter le support de roues commun (5) en fonction du rayon, le support de roues (5) étant d'une part articulé autour de l'essieu horizontal sur le châssis du train de roulement (1, 3) et d'autre part soutenu au moyen de ressorts primaires (9) par rapport à la face inférieure du châssis du train de roulement (1).
  3. Train de roulement selon la revendication 1 ou 2,
    caractérisé en ce qu'un dispositif de rentrée contrôlable (22) est couplé à au moins une paire de roues (8, 8), lequel dispositif de rentrée fait automatiquement pivoter, au choix, le jeu de roues associé (8, 8) indépendamment du rayon de la section de voie ferrée actuellement parcourue dans une position de base associée à une voie ferrée rectiligne.
  4. Train de roulement selon la revendication 1, 2 ou 3,
    caractérisé en ce que
    les roues individuelles (8, 8) de la paire de roues non motrice s'appuient en rotation libre autour d'essieux horizontaux (7) sur des supports de roues individuelles (13), que les supports de roues individuelles (13) s'appuient en pivotement individuellement sur un support de roues commun maintenu en pivotement autour d'un essieu horizontal sur le châssis du train de roulement (1, 2), support de roues sur lequel le châssis du train de roulement (1) s'appuie à son extrémité au moyen de ressorts primaires (9).
  5. Train de roulement selon au moins l'une quelconque des revendications 1 à 4,
    caractérisé en ce que
    l'actionneur (20) du jeu de roues motrice (8, 8) est commandé, en fonction de l'angle de direction d'au moins une des roues individuelles non motrices (8, 8), en sens inverse angulaire.
  6. Train de roulement selon au moins l'une quelconque des revendications 1 à 5,
    caractérisé en ce que
    le dispositif de direction présente une barre de direction (15, 16, 17) qui forme, avec le support de roues commun associé (4), un guide en parallélogramme.
  7. Train de roulement selon la revendication 6,
    caractérisé en ce qu'entre la barre de direction (15, 16, 17) et le support de roues associé (4) ou le châssis de train de roulement est inséré au moins un amortisseur (27) à caractéristiques de ressort et d'amortissement réglables.
  8. Train de roulement selon au moins l'une quelconque des revendications 2 à 7,
    caractérisé en ce qu'est associé à au moins un amortisseur (27) et/ou à un actionneur (20) et/ou à un dispositif de rentrée (22) un dispositif de mesure de course, dont les changements de longueur sont un indice de l'angle de direction respectif actuel des roues individuelles ou paires de roues couplées à celui-ci.
  9. Train de roulement selon la revendication 7 ou 8,
    caractérisé en ce que
    l'amortisseur (27) est blocable.
  10. Train de roulement selon la revendication 9,
    caractérisé en ce que
    le blocage de l'amortisseur est commandé en fonction de la vitesse de circulation et/ou de la courbe de la voie ferrée.
  11. Train de roulement selon au moins l'une quelconque des revendications 4 à 10,
    caractérisé en ce que
    les supports de roues individuelles (13) de la paire de roues non motrice (8, 8) sont couplés au moyen d'un accouplement hydraulique qui commande une rotation d'angle égal des supports de roues individuelles (13) autour de leur axe de lacet (14).
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 EP1003660A1 (fr) 2000-05-31
EP1003660B1 true 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
EP1003660A1 (fr) 2000-05-31
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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