EP0678435A1 - Running gear for railway vehicles - Google Patents
Running gear for railway vehicles Download PDFInfo
- Publication number
- EP0678435A1 EP0678435A1 EP95105232A EP95105232A EP0678435A1 EP 0678435 A1 EP0678435 A1 EP 0678435A1 EP 95105232 A EP95105232 A EP 95105232A EP 95105232 A EP95105232 A EP 95105232A EP 0678435 A1 EP0678435 A1 EP 0678435A1
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- European Patent Office
- Prior art keywords
- idler wheels
- idler
- chassis
- steering
- coupling
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- 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
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- 238000010168 coupling process Methods 0.000 claims abstract description 25
- 238000005859 coupling reaction Methods 0.000 claims abstract description 25
- 230000008878 coupling Effects 0.000 claims description 24
- 230000000694 effects Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 239000013641 positive control Substances 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
- 230000033764 rhythmic process Effects 0.000 description 1
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Classifications
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- 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
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- 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, in particular low-floor light rail vehicles, with four idler gears, of which the two idler gears arranged in a transverse plane of the chassis each form a pair of idler gears without coupling the rotary movement of these idler gears.
- a torsionally rigid wheel set shaft that is to say also coupled in terms of their speed.
- Such a wheel set has the property of automatically controlling itself in the track channel along a sine-like line, i. that is, the wheelset always strives to run in the middle of the track channel.
- the wheel flange remains largely free of executives, at least in the straight line and in curves with a large radius.
- wheels that are not tangential to the rail must be moved across the rail in the direction of travel. This so-called turning movement takes place with the participation of the flanges against the effect of the coefficient of friction between the wheel and the rail.
- the coefficient of static friction is reduced due to the presence of the longitudinal slippage.
- EP-A-0 511 949 discloses a method for controlling a chassis without rigid axle connections, in which at least two opposite idler wheels are individually driven by separately controllable electric motors.
- the power of the electric motors of opposing wheels is periodically increased or decreased within predetermined ranges, the power change being in phase opposition he follows.
- Special control devices are required to generate such an artificial clock-push-pull rhythm.
- DE-C-38 08 593 describes a motor bogie with idler gears, of which two idler gears opposite one another in the transverse direction are connected in a torsionally rigid manner by means of gears. This should largely maintain the guiding properties of a wheelset with a continuous wheelset shaft.
- the gear means used as a replacement for the wheelset shaft are subject to extremely high loads, especially when driving through narrow bends.
- the prior art also includes a driven undercarriage with steerable individual drives with positive control (EP-B-0 439 574).
- the articulation angle of articulated car bodies is transmitted to the individual drives for their radial radial adjustment via a steering linkage.
- Such a forced control always means a higher structural effort, the desired radial curve setting of the drives when entering and exiting the articulated trolley into or out of a track curve cannot be exactly present.
- the invention has for its object to give the idler gears of a carriage of the generic type the property of the automatic tangential attitude to the rail, which property should consist both in the straight line and in any track curve.
- the idler wheels arranged one behind the other in the longitudinal direction of the undercarriage are coupled in terms of their speed, the idler wheels being able to pivot to any other vehicle parts independently of the position of the undercarriage about any vertical pivot axis arranged within their track width, and the idler wheels are coupled in their swiveling or steering movements.
- a running gear with the above-mentioned features can advantageously assume a position in the track channel automatically in all situations, which enables the idler wheels to roll without longitudinal and transverse slip without a contact angle to the rail.
- the coupling of the steering movements of the idler gears takes place according to a preferred embodiment of the invention such that the steering angle of the idler gears arranged one behind the other is always of the same magnitude, but in the opposite direction, while the steering angle of the idler wheels each assigned to a transverse plane of the chassis are the same or differ only by the amount that is useful for compensating for the difference in radius between the outer rail and the inner rail.
- positive-locking connection means are provided for the speed coupling of the idler wheels arranged one behind the other, which include length compensation corresponding to the steering movements of the idler wheels.
- Chains or toothed belts with associated gear wheels attached to the respective idler gear are conceivable as form-fitting connecting means.
- the connecting means are each formed from at least two angular gears and a coupling shaft which is variable in length.
- An angular gear of each chassis longitudinal side can be connected to the drive shaft of a traction motor, which, for. B. is arranged on or in the body of the rail vehicle.
- a next embodiment of the invention consists in that the connecting means each have two angular gears, a longitudinal drive motor connected to them, and a compensating clutch arranged between the respective angular gear and the idler wheel.
- the idler wheels are cushioned by primary springs, the springs permitting movements of the idler wheels corresponding to their elasticity not only in the vertical direction but also in the transverse direction and especially for the steering movements of the idler wheels in the longitudinal direction.
- the vertical spring movements of the idler wheels can be compensated for by the same compensating clutches that allow the steering movements of the idler wheels to each other.
- a further, favorable embodiment of the invention consists in the fact that the swivel axes of the idler gears are designed virtually.
- FIG. 1a, 1b, 2, 3 and 4 each show the principle of a coupling wheel undercarriage in a top view.
- the undercarriage has a total of four idler wheels 1, which are rotatably mounted in pairs on an axle bridge 2 each.
- the non-rotating axle bridges 2 can be cranked in the direction of the level of the rails 11 in order to enable a low-floor light rail car with a low-lying floor in the area of the running gear.
- the speed of the idler wheels 1, which are arranged one behind the other in the longitudinal direction of the running gear, are coupled in terms of their speed by form-fitting connecting means. According to FIGS. 1a and 1b, this coupling takes place via an angular gear 3 connected to each idler gear 1 and a coupling shaft 4 in each case. According to FIG. 2, the idler gears 1 are on each chassis side With the help of a traction motor 5 and the angular gear 3 coupled in the embodiment with further spur gears 3a in their speed and of course driven.
- the two pairs of wheels formed from idler gears 1 of a chassis transverse plane are coupled with one another in their steering movements about vertical pivot axes 12 arranged in the longitudinal center axis of the chassis such that the steering angles of these wheel pairs are always of the same magnitude, but in the opposite direction.
- the steering coupling of the idler gear pairs takes place, for example, through the handlebar 8 shown in FIG. 1b or through the lever 7 and handlebar 8 shown in FIG. 1a and FIG. 2.
- the pivot axes 12 can be physically designed (FIGS. 1a and 1b) or as virtual ones Axes exist (Fig. 2).
- each idler gear 1 and the gear means are telescopically variable in length, for. B. by integrated gears.
- compensating clutches 6 arranged between each idler gear 1 and the gear means enable said steering movements.
- the steering angle is on the order of 2 ° (with one pair of idler gear + 2 °, with the other - 2 °).
- the axle bridges 2 can be cushioned against a chassis frame 10 via primary springs 9.
- the springs 9 - preferably flexicoil springs - should also allow spring movements of the respective axle bridge 2 in the longitudinal direction corresponding to their elasticity, in order to enable the desired steering movement of the idler gear pairs.
- the steering coupling of the two wheel pairs shown in FIG. 2 as an example also allows a transverse elastic wheel pair guidance via these primary springs 9 in the chassis frame 10, without transverse movements of the wheel pairs influencing the steering coupling.
- the compensating clutches 6 compensate for all spring movements of the axle bridges 2 in relation to the chassis frame 10 and any spring movements of the motor-gear units (parts 5 and 3 or 3a), which in turn can be suspended elastically on the chassis frame 10.
- each idler wheel 1 is a separate one within the track width assigned pivot axis 12 assigned.
- the advantage of these separate swivel axes 12 is that, with comparable swivel angles, smaller longitudinal displacement paths of the idler gears 1 compared to the gear means 3 and 3a occur, and the design of the compensating clutches 6 is thereby simplified.
- the idler gears 1 are each rotatably mounted on a steering knuckle 13.
- the steering knuckles 13 of the idler wheels 1 assigned to a transverse plane of the chassis are in turn each fastened to an axle bridge 2 so as to be steerable about the pivot axes 12.
- the axle bridges 2 cannot be pivoted relative to the chassis frame 10; the steering movements are carried out only by the idler wheels 1 and the associated steering knuckles 13, the steering movements of which are in turn coupled via the handlebars 8 and levers 7.
- each idler gear 1 is individually virtual. This is done with the aid of lower wheel links 14, the intersection of the elongated longitudinal axes of the two lower wheel links 14 assigned to an idler gear 1 representing the virtual pivot axis 12.
- the lower wheel control arms 14 take over together with upper wheel links 14a, the transverse guidance of the idler gears 1.
- the idler gears 1 are supported vertically by primary springs 9, specifically in this exemplary embodiment with respect to the drive block formed by the drive motor 5 and the gear means. This drive block thus fulfills the load-bearing function of a longitudinal member of the undercarriage, so that the remaining undercarriage frame 10 can be designed very simply and essentially only has the task of maintaining the track dimension.
- the steering coupling of the idler wheels 1 is also carried out in the example of FIG. 4 by the handlebars 8 and levers 7.
- the handlebars 8 and levers 7 By appropriately arranging the points of engagement of the links 8 on the levers 7, either the same steering angle or according to a desired one can be easily achieved for the idler wheels 1 of a transverse chassis plane Compensation of the difference in radii between the outer rail and the inner rail slightly different steering angles can be achieved.
- This opposite change in the wheelbase on the left and right side of the chassis is synonymous with a pivoting movement of the idler wheels 1 about their respective pivot axis 12.
- the steering angle of the idler wheels 1 is therefore corrected as long as the wheels running one behind the other do not roll on the same diameter.
- the system therefore always endeavors to correct incorrect steering angles, which result in the change in the position of the wheel contact points and thus in the change in the effective wheel diameter.
- this system will drive without a wrong steering angle. If you drive without a wrong steering angle, the centering property of an idler gear, even if it is only slight, can ultimately have an effect.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automatic Cycles, And Cycles In General (AREA)
- Handcart (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
Abstract
Description
Die Erfindung bezieht sich auf ein Fahrwerk für Schienenfahrzeuge, insbesondere Niederflur-Stadtbahnwagen, mit vier Losrädern, von denen die beiden in einer Fahrwerksquerebene angeordneten Losräder jeweils ein Losradpaar ohne Koppelung der Drehbewegung dieser Losräder bilden.The invention relates to a chassis for rail vehicles, in particular low-floor light rail vehicles, with four idler gears, of which the two idler gears arranged in a transverse plane of the chassis each form a pair of idler gears without coupling the rotary movement of these idler gears.
Bei herkömmlichen Radsätzen sind zwei an ihrer Lauffläche beispielsweise konisch profilierte Räder durch eine verdrehsteife Radsatzwelle miteinander verbunden, also auch in ihrer Drehzahl gekoppelt. Ein solcher Radsatz hat die Eigenschaft, sich im Spurkanal entlang einer sinusähnlichen Linie selbsttätig zu steuern, d. h., der Radsatz ist stets bestrebt, in der Mitte des Spurkanals zu laufen. Dabei bleibt der Spurkranz weitgehend frei von Führungskräften, zumindest in der Geraden und in Gleisbögen mit großem Radius. In engen Gleisbögen müssen nicht tangential zur Schiene ausgerichtete Räder quer zur Fahrtrichtung auf der Schiene verschoben werden. Diese sogenannte Wendebewegung erfolgt unter Beteiligung der Spurkränze gegen die Wirkung des zwischen Rad und Schiene vorliegenden Reibwertes. Hierbei ist für einen Radsatz, der einen engen Bogen ja nur mit Längsschlupf durchfahren kann, von einem durch das Vorhandensein des Längsschlupfes geminderten Haftreibwert auszugehen.In conventional wheel sets, two wheels, for example conically profiled on their tread, are connected to one another by a torsionally rigid wheel set shaft, that is to say also coupled in terms of their speed. Such a wheel set has the property of automatically controlling itself in the track channel along a sine-like line, i. that is, the wheelset always strives to run in the middle of the track channel. The wheel flange remains largely free of executives, at least in the straight line and in curves with a large radius. In narrow bends, wheels that are not tangential to the rail must be moved across the rail in the direction of travel. This so-called turning movement takes place with the participation of the flanges against the effect of the coefficient of friction between the wheel and the rail. In this case, for a wheel set that can only pass through a narrow curve with longitudinal slippage, it is assumed that the coefficient of static friction is reduced due to the presence of the longitudinal slippage.
Bei Fahrwerken mit Losrädern wird auf das Bauelement Radsatzwelle und damit auf eine wesentliche Grundlage der zuvor beschriebenen konventionellen Rad-Schiene-Technik verzichtet. Die oben genannte selbstzentrierende Eigenschaft des Radsatzes im Spurkanal ist bei einem Losradpaar nur gering. Das Losradpaar kann geringste tangentiale Fehlstellungen in bezug auf den Spurkanal selbst nicht korrigieren, wodurch die Spurkränze höher beansprucht werden. Des weiteren ist das Losradpaar zwar in der Lage, auch in engen Gleisbögen ohne Längsschlupf abzurollen; es benötigt jedoch höhere Führungskräfte am Spurkranz als der herkömmliche Radsatz, weil für die notwendige Wendebewegung bei nicht vorhandenem Längsschlupf der Haftreibwert in ungeminderter Größe zwischen Rad und Schiene überwunden werden muß.In the case of running gear with idler gears, the component axle set shaft and thus on an essential basis of the previous described conventional wheel-rail technology waived. The above-mentioned self-centering property of the wheel set in the track channel is only slight with a loose wheel pair. The pair of idler gears cannot correct the slightest tangential misalignments with respect to the track channel itself, as a result of which the wheel flanges are subjected to greater stress. Furthermore, the idler gear pair is able to roll even in narrow bends without longitudinal slippage; However, it requires higher executives on the wheel flange than the conventional wheel set because the static friction coefficient between wheel and rail must be overcome in an undiminished size for the necessary turning movement in the absence of longitudinal slippage.
Durch die EP-A-0 511 949 ist ein Verfahren bekannt zur Steuerung eines Fahrwerks ohne starre Achsverbindungen, bei welchem zumindest zwei gegenüberliegende Losräder einzeln von separat ansteuerbaren Elektromotoren angetrieben werden. Um bei einem solchen Losrad-Fahrwerk wenigstens für einige Fahrtzustände näherungsweise die gleichen Laufeigenschaften zu erzielen, die für selbstzentrierende Radsätze mit fester Querverbindung zwischen den Rädern gelten, wird die Leistung der Elektromotoren einander gegenüberliegender Räder periodisch innerhalb vorbestimmter Bandbreiten erhöht oder erniedrigt, wobei die Leistungsänderung gegenphasig erfolgt. Für das Erzeugen eines solchen künstlichen Takt-Gegentakt-Rhythmus bedarf es spezieller Steuereinrichtungen.EP-A-0 511 949 discloses a method for controlling a chassis without rigid axle connections, in which at least two opposite idler wheels are individually driven by separately controllable electric motors. In order to achieve approximately the same running characteristics for such a loose wheel running gear, at least for some driving conditions, which apply to self-centering wheel sets with a fixed cross-connection between the wheels, the power of the electric motors of opposing wheels is periodically increased or decreased within predetermined ranges, the power change being in phase opposition he follows. Special control devices are required to generate such an artificial clock-push-pull rhythm.
In der DE-C-38 08 593 ist ein Triebdrehgestell mit Losrädern beschrieben, von denen zwei in Querrichtung gegenüberliegende Losräder über Getriebemittel torsionssteif verbunden sind. Dadurch sollen die Führungseigenschaften eines Radsatzes mit durchgehender Radsatzwelle weitgehend erhalten bleiben. Die als Ersatz für die Radsatzwelle dienenden Getriebemittel unterliegen allerdings äußerst hohen Beanspruchungen, vor allem beim Durchfahren enger Gleisbögen.DE-C-38 08 593 describes a motor bogie with idler gears, of which two idler gears opposite one another in the transverse direction are connected in a torsionally rigid manner by means of gears. This should largely maintain the guiding properties of a wheelset with a continuous wheelset shaft. However, the gear means used as a replacement for the wheelset shaft are subject to extremely high loads, especially when driving through narrow bends.
Zum Stand der Technik gehört ferner ein angetriebenes Fahrwerk mit lenkbaren Einzellaufwerken mit einer Zwangssteuerung (EP-B-0 439 574). Hierbei wird der Knickwinkel von gelenkig verbundenen Wagenkästen über ein Lenkgestänge auf die Einzellaufwerke für deren kurvenradiale Einstellung übertragen. Eine solche Zwangssteuerung bedeutet stets einen höheren baulichen Aufwand, wobei die gewollte kurvenradiale Einstellung der Laufwerke bei der Einfahrt und der Ausfahrt des Gelenkwagens in einen bzw. aus einem Gleisbogen nicht exakt vorliegen kann.The prior art also includes a driven undercarriage with steerable individual drives with positive control (EP-B-0 439 574). Here, the articulation angle of articulated car bodies is transmitted to the individual drives for their radial radial adjustment via a steering linkage. Such a forced control always means a higher structural effort, the desired radial curve setting of the drives when entering and exiting the articulated trolley into or out of a track curve cannot be exactly present.
Der Erfindung liegt die Aufgabe zugrunde, den Losrädern eines Fahrwerks der gattungsgemäßen Art die Eigenschaft der selbsttätigen tangentialen Einstellung zur Schiene zu verleihen, wobei diese Eigenschaft sowohl in der Geraden als auch in jedem beliebigen Gleisbogen bestehen soll.The invention has for its object to give the idler gears of a carriage of the generic type the property of the automatic tangential attitude to the rail, which property should consist both in the straight line and in any track curve.
Diese Aufgabe wird erfindungsgemäß dadurch gelöst, daß die in Längsrichtung des Fahrwerks hintereinander angeordneten Losräder in ihrer Drehzahl gekoppelt sind, wobei die Losräder jeweils um eine innerhalb ihrer Spurweite angeordnete senkrechte Schwenkachse unabhängig von der Stellung des Fahrwerks zu irgendwelchen anderen Fahrzeugteilen schwenken können, und die Losräder in ihren Schwenk- bzw. Lenkbewegungen gekoppelt sind.This object is achieved in that the idler wheels arranged one behind the other in the longitudinal direction of the undercarriage are coupled in terms of their speed, the idler wheels being able to pivot to any other vehicle parts independently of the position of the undercarriage about any vertical pivot axis arranged within their track width, and the idler wheels are coupled in their swiveling or steering movements.
Ein Fahrwerk mit den zuvor genannten Merkmalen kann vorteilhaft selbsttätig in allen Situationen eine Stellung im Spurkanal einnehmen, die das längs- und querschlupffreie Abrollen der Losräder ohne Anlaufwinkel zur Schiene hin ermöglicht.A running gear with the above-mentioned features can advantageously assume a position in the track channel automatically in all situations, which enables the idler wheels to roll without longitudinal and transverse slip without a contact angle to the rail.
Die Koppelung der Lenkbewegungen der Losräder erfolgt nach einer bevorzugten Ausführungsform der Erfindung derart, daß die Lenkwinkel der jeweils hintereinander angeordneten Losräder betragsmäßig stets gleich groß sind, jedoch in entgegengesetzter Richtung, während die Lenkwinkel der jeweils einer Fahrwerksquerebene zugeordneten Losräder gleich sind oder nur um das Maß verschieden sind, wie es für den Ausgleich des Radienunterschiedes zwischen der bogenäußeren Schiene und der bogeninneren Schiene sinnvoll ist.The coupling of the steering movements of the idler gears takes place according to a preferred embodiment of the invention such that the steering angle of the idler gears arranged one behind the other is always of the same magnitude, but in the opposite direction, while the steering angle of the idler wheels each assigned to a transverse plane of the chassis are the same or differ only by the amount that is useful for compensating for the difference in radius between the outer rail and the inner rail.
Gemäß einer nächsten vorteilhaften Ausführungsform der Erfindung sind für die Drehzahlkoppelung der hintereinander angeordneten Losräder formschlüssig arbeitende Verbindungsmittel vorgesehen, die einen den Lenkbewegungen der Losräder entsprechenden Längenausgleich beinhalten. Als formschlüssig arbeitende Verbindungsmittel sind beispielsweise Ketten oder Zahnriemen mit zugehörigen, am jeweiligen Losrad befestigten Zahnrädern denkbar.According to a next advantageous embodiment of the invention, positive-locking connection means are provided for the speed coupling of the idler wheels arranged one behind the other, which include length compensation corresponding to the steering movements of the idler wheels. Chains or toothed belts with associated gear wheels attached to the respective idler gear are conceivable as form-fitting connecting means.
Nach einer weiteren Ausgestaltung der Erfindung ist vorgesehen, daß die Verbindungsmittel jeweils mindestens aus zwei Winkelgetrieben und einer in ihrer Länge veränderbaren Koppelwelle gebildet sind. Ein Winkelgetriebe jeder Fahrwerkslängsseite kann mit der Antriebswelle eines Fahrmotors verbunden sein, der z. B. am oder im Wagenkasten des Schienenfahrzeugs angeordnet ist.According to a further embodiment of the invention, it is provided that the connecting means are each formed from at least two angular gears and a coupling shaft which is variable in length. An angular gear of each chassis longitudinal side can be connected to the drive shaft of a traction motor, which, for. B. is arranged on or in the body of the rail vehicle.
Um die Drehzahlkoppelung der hintereinander angeordneten Losräder vorteilhaft mit einem Antrieb zu kombinieren, besteht eine nächste Ausführungsform der Erfindung darin, daß die Verbindungsmittel jeweils zwei Winkelgetriebe, einen damit verbundenen längsliegenden Fahrmotor sowie eine zwischen dem jeweiligen Winkelgetriebe und dem Losrad angeordnete Ausgleichskupplung aufweisen.In order to advantageously combine the speed coupling of the idler wheels arranged one behind the other with a drive, a next embodiment of the invention consists in that the connecting means each have two angular gears, a longitudinal drive motor connected to them, and a compensating clutch arranged between the respective angular gear and the idler wheel.
Im Hinblick auf eine robuste Gestaltung des Fahrwerks mit rein mechanischen Mitteln, ist nach erfindungsgemäßen Weiterbildungen vorgesehen, daß die Lenkkoppelung der Losräder nur über Lenker oder über Hebel und Lenker erfolgt.With a view to a robust design of the chassis with purely mechanical means, it is provided according to further developments according to the invention that the steering coupling of the idler wheels takes place only via handlebars or levers and handlebars.
Um auf besonders einfache Weise Einheiten von Losradpaaren zu schaffen, sieht eine weitere Ausführungsform der Erfindung vor, daß die Losräder einer Fahrwerksquerebene jeweils durch eine nicht rotierende Achsbrücke verbunden sind.In order to create units of idler gear pairs in a particularly simple manner, a further embodiment of the Invention before that the idler wheels of a transverse chassis plane are each connected by a non-rotating axle bridge.
Gemäß einer vor allem für den Fahrkomfort günstigen Ausgestaltung der Erfindung sind die Losräder über Primärfedern abgefedert, wobei die Federn ihrer Elastizität entsprechende Bewegungen der Losräder nicht nur in vertikaler Richtung, sondern auch in Querrichtung und vor allem für die Lenkbewegungen der Losräder in Längsrichtung zulassen. Die vertikalen Federbewegungen der Losräder können über dieselben Ausgleichskupplungen kompensiert werden, welche die Lenkbewegungen der Losräder zueinander erlauben.According to an embodiment of the invention which is particularly advantageous for driving comfort, the idler wheels are cushioned by primary springs, the springs permitting movements of the idler wheels corresponding to their elasticity not only in the vertical direction but also in the transverse direction and especially for the steering movements of the idler wheels in the longitudinal direction. The vertical spring movements of the idler wheels can be compensated for by the same compensating clutches that allow the steering movements of the idler wheels to each other.
Eine weitere, günstige Ausgestaltung der Erfindung besteht darin, daß die Schwenkachsen der Losräder virtuell ausgebildet sind.A further, favorable embodiment of the invention consists in the fact that the swivel axes of the idler gears are designed virtually.
Im weiteren werden Ausführungsbeispiele der Erfindung näher erläutert, die in den Zeichnungen schematisch dargestellt sind. Die Fig. 1a, 1b, 2, 3 und 4 zeigen jeweils das Prinzip eines Koppelradfahrwerks in der Draufsicht.In the following, exemplary embodiments of the invention are explained in more detail, which are shown schematically in the drawings. 1a, 1b, 2, 3 and 4 each show the principle of a coupling wheel undercarriage in a top view.
Wie aus den Fig. 1a, 1b und 2 ersichtlich ist, hat das Fahrwerk insgesamt vier Losräder 1, die paarweise an jeweils einer Achsbrücke 2 drehbar gelagert sind. Die nicht rotierenden Achsbrücken 2 können in Richtung auf das Niveau der Schienen 11 gekröpft ausgebildet sein, um auch im Bereich des Fahrwerks einen Niederflur-Stadtbahnwagen mit tiefliegendem Fußboden zu ermöglichen.As can be seen from FIGS. 1a, 1b and 2, the undercarriage has a total of four
Die in Längsrichtung des Fahrwerks hintereinander angeordneten Losräder 1 sind in ihrer Drehzahl durch formschlüssig arbeitende Verbindungsmittel gekoppelt. Gemäß Fig. 1a und 1b erfolgt diese Koppelung über ein an jedem Losrad 1 angeschlossenes Winkelgetriebe 3 und jeweils eine Koppelwelle 4. Nach Fig. 2 sind die Losräder 1 jeder Fahrwerksseite mit Hilfe eines Fahrmotors 5 und der Winkelgetriebe 3 mit im Ausführungsbeispiel weiteren Stirnrädern 3a in ihrer Drehzahl gekoppelt und natürlich angetrieben.The speed of the
Zusätzlich zu der vorbeschriebenen Drehzahlkoppelung sind die beiden aus Losrädern 1 einer Fahrwerksquerebene gebildeten Radpaare in ihren Lenkbewegungen um senkrechte, in der Längsmittenachse des Fahrwerks angeordnete Schwenkachsen 12 derart miteinander gekoppelt, daß die Lenkwinkel dieser Radpaare betragsmäßig stets gleich groß sind, jedoch in entgegengesetzter Richtung. Die Lenkkoppelung der Losradpaare erfolgt beispielsweise durch den aus Fig. 1b ersichtlichen Lenker 8 oder durch die aus Fig. 1a und Fig. 2 ersichtlichen Hebel 7 und Lenker 8. Die Schwenkachsen 12 können körperlich ausgebildet sein (Fig. 1a und 1b) oder als virtuelle Achsen existieren (Fig. 2). Im Hinblick auf die Lenkbewegungen der Losradpaare sind die Koppelwellen 4 bei Fig. 1a und 1b in ihrer Länge teleskopartig veränderbar, z. B. durch integrierte Verzahnungen. Bei Fig. 2 ermöglichen zwischen jedem Losrad 1 und den Getriebemitteln angeordnete Ausgleichskupplungen 6 die besagten Lenkbewegungen. In engen Gleisbögen mit etwa 25 m Radius und bei einem Achsstand des Fahrwerks von z. B. 1800 mm liegen die Lenkwinkel in einer Größenordnung von 2° (bei dem einen Losradpaar + 2°, bei dem anderen - 2°).In addition to the above-described speed coupling, the two pairs of wheels formed from
Wie in Fig. 2 dargestellt, können die Achsbrücken 2 über Primärfedern 9 gegenüber einem Fahrwerksrahmen 10 abgefedert werden. Die Federn 9 - vorzugsweise Flexicoilfedern - sollen auch ihrer Elastizität entsprechende Federbewegungen der jeweiligen Achsbrücke 2 in Längsrichtung zulassen, um die gewünschte Lenkbewegung der Losradpaare zu ermöglichen. Die beispielhaft dargestellte Lenkkoppelung der beiden Radpaare in Fig. 2 läßt auch eine querelastische Radpaarführung über diese Primärfedern 9 im Fahrwerksrahmen 10 zu, ohne daß Querbewegungen der Radpaare die Lenkkoppelung beeinflussen. Zudem bleiben im Ausführungsbeispiel nach Fig. 2 alle Lagerstellen, die zur Darstellung der virtuellen Schwenkachsen 12 ausgeführt sind, frei von vertikalen Lasten. Die Ausgleichskupplungen 6 kompensieren alle Federbewegungen der Achsbrücken 2 in bezug auf den Fahrwerksrahmen 10 sowie eventuelle Federbewegungen der Motor-Getriebe-Einheiten (Teile 5 und 3 bzw. 3a), die ihrerseits elastisch am Fahrwerksrahmen 10 aufgehängt sein können.As shown in FIG. 2, the
In Fig. 3 und 4 ist im Unterschied zu den Ausführungsbeispielen nach Fig 1a, 1b und 2, bei denen die Schwenkachsen 12 der Losräder 1 einer Fahrwerksquerebene in einer gemeinsamen, in Radpaarmitte liegenden Schwenkachse zusammengefaßt sind, jedem Losrad 1 eine gesonderte, innerhalb der Spurweite liegende Schwenkachse 12 zugeordnet. Der Vorteil dieser gesonderten Schwenkachsen 12 besteht darin, daß bei vergleichbaren Schwenkwinkeln geringere Längsverschiebewege der Losräder 1 gegenüber den Getriebemitteln 3 und 3a auftreten und dadurch die Auslegung der Ausgleichskupplungen 6 vereinfacht wird.In FIGS. 3 and 4, in contrast to the exemplary embodiments according to FIGS. 1a, 1b and 2, in which the
Gemäß Fig. 3 sind die Losräder 1 jeweils an einem Achsschenkel 13 drehbar gelagert. Die Achsschenkel 13 der einer Fahrwerksquerebene zugeordneten Losräder 1 sind ihrerseits jeweils an einer Achsbrücke 2 um die Schwenkachsen 12 lenkbar befestigt. Die Achsbrücken 2 sind in diesem Ausführungsbeispiel gegenüber dem Fahrwerksrahmen 10 nicht schwenkbar; die Lenkbewegungen werden nur von den Losrädern 1 und den zugehörigen Achsschenkeln 13 ausgeführt, wobei deren Lenkbewegungen wiederum über Lenker 8 und Hebel 7 gekoppelt sind.3, the idler gears 1 are each rotatably mounted on a
Nach Fig. 4 sind die Schwenkachsen 12 eines jeden Losrades 1 einzeln virtuell ausgebildet. Dies erfolgt mit Hilfe unterer Radlenker 14, wobei der Schnittpunkt der verlängerten Längsachsen der beiden einem Losrad 1 zugeordneten unteren Radlenker 14 die virtuelle Schwenkachse 12 darstellt. Gleichzeitig übernehmen die unteren Radlenker 14 gemeinsam mit oberen Radlenkern 14a die Querführung der Losräder 1. Vertikal sind die Losräder 1 über Primärfedern 9 abgestützt, und zwar in diesem Ausführungsbeispiel gegenüber dem aus dem Fahrmotor 5 und den Getriebemitteln gebildeten Antriebsblock. Dieser Antriebsblock erfüllt somit die tragende Funktion eines Längsträgers des Fahrwerks, so daß der übrige Fahrwerksrahmen 10 sehr einfach gestaltet werden kann und im wesentlichen nur noch die Aufgabe zu erfüllen hat, das Spurmaß zu wahren. Die Lenkkopplung der Losräder 1 erfogt auch im Beispiel der Fig. 4 durch Lenker 8 und Hebel 7. Durch entsprechende Anordnung der Angriffspunkte der Lenker 8 an den Hebeln 7 können auf einfache Weise für die Losräder 1 einer Fahrwerksquerebene entweder gleiche Lenkwinkel oder aber entsprechend eines gewünschten Ausgleiches des Radienunterschiedes zwischen der bogenäußeren Schiene und der bogeninneren Schiene geringfügig unterschiedliche Lenkwinkel erzielt werden.4, the pivot axes 12 of each
Der das Koppelradfahrwerk bestimmende Grundgedanke der Spurführung ist vereinfacht ausgedrückt folgender:
Befindet sich das Fahrwerk in einer Schrägstellung im Spurkanal, d. h., es liegt ein Fehllenkwinkel vor, so führt dies zwangsläufig dazu, daß das vorlaufende Losradpaar beispielsweise an der linken Schiene 11 anläuft, während das nachlaufende Radpaar an der anderen, rechten Schiene 11 anläuft. Dies bedeutet, daß die hintereinander angeordneten, drehzahlgekoppelten Losräder 1 ihren Radaufstandspunkt bei verschiedenen Raddurchmessern haben. Bei der in diesem Beispiel betrachteten Stellung des Fahrwerks würde das linke vorlaufende Losrad 1 auf großem Raddurchmesser abrollen und das linke nachlaufende Rad 1 auf kleinem Durchmesser. Beide Räder 1 haben dieselbe Drehzahl, legen aber aufgrund der unterschiedlichen Raddurchmesser unterschiedliche Wege in gleicher Zeit zurück, d. h., ihr Radstand ändert sich. In umgekehrter Richtung läuft der gleiche Vorgang auf der anderen Seite des Fahrwerks ab.To put it simply, the basic idea of guiding the coupling wheel undercarriage is as follows:
If the undercarriage is in an inclined position in the track channel, that is, there is an incorrect steering angle, this inevitably leads to the leading idler wheel pair running on the
Diese gegensätzliche Veränderung des Radstandes auf der linken und der rechten Fahrwerksseite ist gleichbedeutend mit einer Schwenkbewegung der Losräder 1 um ihre jeweilige Schwenkachse 12. Es erfolgt also eine Korrektur des Lenkwinkels der Losräder 1 solange, wie die hintereinander laufenden Räder nicht auf gleichem Durchmesser abrollen. Das System ist also stets bestrebt, Fehllenkwinkel zu korrigieren, die ihr Resultat in der Veränderung der Lage der Radaufstandspunkte haben und somit in der Veränderung der wirksamen Raddurchmesser. Letztlich wird also dieses System ohne Fehllenkwinkel fahren. Wenn ohne Fehllenkwinkel gefahren wird, kann schließlich die, wenn auch nur geringe, zentrierende Eigenschaft eines Losrades wirken.This opposite change in the wheelbase on the left and right side of the chassis is synonymous with a pivoting movement of the
Bei dem erfindungsgemäß ausgebildetenen Koppelradfahrwerk werden also nicht nur alle Nachteile eines Losrades gegenüber einem konventionellen Radsatz vermieden, sondern die Vorteile des Radsatzes für die Fahrt in der Geraden und im Gleisbogen mit großem Radius auch in engen Gleisbögen beibehalten.With the coupling wheel undercarriage designed in accordance with the invention, not only are all the disadvantages of an idler gear compared to a conventional gear set avoided, but the advantages of the gear set for driving in a straight line and on a curved track with a large radius are retained even in narrow curved tracks.
- 11
- LosradIdler gear
- 22nd
- AchsbrückeAxle bridge
- 33rd
- WinkelgetriebeAngular gear
- 3a3a
- StirnräderSpur gears
- 44th
- KoppelwelleCoupling shaft
- 55
- FahrmotorTraction motor
- 66
- AusgleichskupplungCompensating coupling
- 77
- Hebellever
- 88th
- LenkerHandlebars
- 99
- PrimärfederPrimary spring
- 1010th
- FahrwerksrahmenUndercarriage
- 1111
- Schienenrails
- 1212th
- SchwenkachseSwivel axis
- 1313
- AchsschenkelSteering knuckle
- 1414
- unterer Radlenkerlower wheel handlebar
- 14a14a
- oberer Radlenkerupper wheel handlebar
Claims (10)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4414293A DE4414293C1 (en) | 1994-04-23 | 1994-04-23 | Running gear for rail vehicles |
| DE4414293 | 1994-04-23 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0678435A1 true EP0678435A1 (en) | 1995-10-25 |
| EP0678435B1 EP0678435B1 (en) | 1998-06-24 |
Family
ID=6516314
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP95105232A Expired - Lifetime EP0678435B1 (en) | 1994-04-23 | 1995-04-07 | Running gear for railway vehicles |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0678435B1 (en) |
| AT (1) | ATE167649T1 (en) |
| DE (2) | DE4414293C1 (en) |
| ES (1) | ES2117321T3 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2826328A1 (en) * | 2001-06-26 | 2002-12-27 | Alstom | MOTOR BOGIE FOR RAILWAY VEHICLE WITH INTEGRAL LOW FLOOR |
| CN108657213A (en) * | 2017-03-30 | 2018-10-16 | 比亚迪股份有限公司 | Bogie and rail vehicle and Rail Transit System with it |
| CN114407958A (en) * | 2020-10-28 | 2022-04-29 | 湖南中车智行科技有限公司 | Rubber wheel guiding bogie device for articulated automobile train |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR680756A (en) * | 1928-08-24 | 1930-05-06 | Cie J G Brill | Improvements to railway cars |
| FR1014449A (en) * | 1950-03-14 | 1952-08-14 | Bogie with independent wheels for rail vehicles | |
| FR2511962A1 (en) * | 1981-08-31 | 1983-03-04 | South African Inventions | WHEEL TRAIN FOR A STABILIZED RAIL VEHICLE |
| GB2202813A (en) * | 1987-03-31 | 1988-10-05 | Krauss Maffei Ag | Track vehicle |
| DE3808593A1 (en) * | 1988-03-15 | 1989-09-28 | Gutehoffnungshuette Man | WHEELSET GUIDE FOR BOGGES OF RAILWAY VEHICLES, ESPECIALLY VEHICLES OF LOCAL TRANSPORT |
| EP0369241A2 (en) * | 1988-11-17 | 1990-05-23 | Bergische Stahl-Industrie | Spatial suspension of individually sprung railway vehicle wheels |
| WO1991002673A1 (en) * | 1989-08-21 | 1991-03-07 | Sig Schweizerische Industrie-Gesellschaft | Driven running gear with steerable individual units |
| EP0511949A2 (en) * | 1991-04-30 | 1992-11-04 | SGP Verkehrstechnik Gesellschaft m.b.H. | Method of controlling a running gear without rigid axle connection |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0144821B1 (en) * | 1983-11-28 | 1989-07-05 | Duewag Aktiengesellschaft | Double drive for rail vehicles |
-
1994
- 1994-04-23 DE DE4414293A patent/DE4414293C1/en not_active Expired - Fee Related
-
1995
- 1995-04-07 ES ES95105232T patent/ES2117321T3/en not_active Expired - Lifetime
- 1995-04-07 EP EP95105232A patent/EP0678435B1/en not_active Expired - Lifetime
- 1995-04-07 DE DE59502630T patent/DE59502630D1/en not_active Expired - Fee Related
- 1995-04-07 AT AT95105232T patent/ATE167649T1/en not_active IP Right Cessation
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR680756A (en) * | 1928-08-24 | 1930-05-06 | Cie J G Brill | Improvements to railway cars |
| FR1014449A (en) * | 1950-03-14 | 1952-08-14 | Bogie with independent wheels for rail vehicles | |
| FR2511962A1 (en) * | 1981-08-31 | 1983-03-04 | South African Inventions | WHEEL TRAIN FOR A STABILIZED RAIL VEHICLE |
| GB2202813A (en) * | 1987-03-31 | 1988-10-05 | Krauss Maffei Ag | Track vehicle |
| DE3808593A1 (en) * | 1988-03-15 | 1989-09-28 | Gutehoffnungshuette Man | WHEELSET GUIDE FOR BOGGES OF RAILWAY VEHICLES, ESPECIALLY VEHICLES OF LOCAL TRANSPORT |
| EP0369241A2 (en) * | 1988-11-17 | 1990-05-23 | Bergische Stahl-Industrie | Spatial suspension of individually sprung railway vehicle wheels |
| WO1991002673A1 (en) * | 1989-08-21 | 1991-03-07 | Sig Schweizerische Industrie-Gesellschaft | Driven running gear with steerable individual units |
| EP0439574A1 (en) * | 1989-08-21 | 1991-08-07 | Sig Schweiz Industrieges | CHASSIS DRIVEN WITH INDIVIDUAL MAN BEARING DEVICES. |
| EP0511949A2 (en) * | 1991-04-30 | 1992-11-04 | SGP Verkehrstechnik Gesellschaft m.b.H. | Method of controlling a running gear without rigid axle connection |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2826328A1 (en) * | 2001-06-26 | 2002-12-27 | Alstom | MOTOR BOGIE FOR RAILWAY VEHICLE WITH INTEGRAL LOW FLOOR |
| EP1270359A1 (en) * | 2001-06-26 | 2003-01-02 | Alstom | Motorized bogie for a low-floor railway vehicle |
| US6601520B2 (en) | 2001-06-26 | 2003-08-05 | Alstom | Motor bogie for a vehicle having an integral low-slung floor |
| AU779297B2 (en) * | 2001-06-26 | 2005-01-13 | Alstom Transport Technologies | A motor bogie for a vehicle having an integral low-slung floor |
| CN108657213A (en) * | 2017-03-30 | 2018-10-16 | 比亚迪股份有限公司 | Bogie and rail vehicle and Rail Transit System with it |
| CN108657213B (en) * | 2017-03-30 | 2020-04-24 | 比亚迪股份有限公司 | Bogie and have its rail vehicle and rail transit system |
| CN114407958A (en) * | 2020-10-28 | 2022-04-29 | 湖南中车智行科技有限公司 | Rubber wheel guiding bogie device for articulated automobile train |
Also Published As
| Publication number | Publication date |
|---|---|
| ATE167649T1 (en) | 1998-07-15 |
| ES2117321T3 (en) | 1998-08-01 |
| EP0678435B1 (en) | 1998-06-24 |
| DE4414293C1 (en) | 1995-09-14 |
| DE59502630D1 (en) | 1998-07-30 |
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