EP0410407B1 - Wheel sub-frames for railway vehicles or bogies - Google Patents

Wheel sub-frames for railway vehicles or bogies Download PDF

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Publication number
EP0410407B1
EP0410407B1 EP90114227A EP90114227A EP0410407B1 EP 0410407 B1 EP0410407 B1 EP 0410407B1 EP 90114227 A EP90114227 A EP 90114227A EP 90114227 A EP90114227 A EP 90114227A EP 0410407 B1 EP0410407 B1 EP 0410407B1
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EP
European Patent Office
Prior art keywords
chassis
bogie
central
frame
group according
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
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EP90114227A
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German (de)
French (fr)
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EP0410407A3 (en
EP0410407A2 (en
Inventor
Helmut Dipl.-Ing. Hiden
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Jenbacher Transportsysteme AG
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Jenbacher Transportsysteme AG
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Publication of EP0410407A3 publication Critical patent/EP0410407A3/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/14—Attaching or supporting vehicle body-structure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/42—Adjustment controlled by buffer or coupling gear

Definitions

  • the invention relates to a chassis group for a rail vehicle or for a bogie of a rail vehicle, with two two-wheeled end carriages adjustable in their steering angle, the chassis frames of which are each cushioned in the vertical direction against the car body of the rail vehicle or the bogie by at least one spring element, and with one between the two end bogies, the middle bogie, the deflection that occurs in track arches transversely to the longitudinal direction of the rail vehicle or the bogie controls the steering angle of the two end bogies via coupling devices, the bogie frame of the middle bogie movable transversely to the longitudinal device of the rail vehicle or the bogie at the central area of the Carriage body or the bogie is mounted or guided relative to this and the chassis frame of the middle chassis via at least one spring element in the vertical direction against the car body or w. the bogie is cushioned.
  • the rolling radius difference between the wheel profiles creates a torque about the vertical axis within certain limits, which leads the wheelset in the curve to an almost radial angular position (self-steering effect). Due to the above-mentioned mutual interaction, which occurs when wheel sets and positive control are used at the same time, there is longitudinal slip and longitudinal forces in the contact surfaces of the wheels (wear) and high forces in the control mechanism. This must therefore have a high strength and thus a high weight.
  • the object of the invention is to provide a chassis group for a rail vehicle or for a bogie of a rail vehicle of the type mentioned, which is characterized by low wear on wheels and rails when driving through bends and which even with larger loads with relatively light compact end carriages gets along.
  • the middle chassis should be precisely guided relative to the rail vehicle.
  • the invention is based initially on the knowledge that the idea of a three-axle rail vehicle which is positively controlled via the transverse deflection of the middle chassis can be implemented cheaply in practice if single wheels (idler wheels) are used.
  • idler gears In contrast to gear sets, idler gears have no self-steering effect. The wear due to the forced longitudinal slip is therefore eliminated. The forces for adjusting the turning angle (steering angle of the two end trolleys) are therefore also small, which allows a light and inexpensive design of the control mechanism.
  • Idler wheels are known per se (DE-A-12 08 329) and, in addition to reduced wheel and rail wear, have stable running at high speeds.
  • the positive control required for the idler gears is mainly derived from the angular position between adjacent follower wagons, which, among other things, requires special couplings.
  • the size of the steering angle of the end chassis is derived from the position of the vehicle's own middle chassis . So you don't need any special couplings and you have an autonomous vehicle that can easily be placed in the normal train set.
  • the middle chassis is guided in this way relative to the car body or bogie or is mounted on the latter that the projection of the imaginary connecting straight line through the wheel center points onto a horizontal plane remains parallel to itself during deflections transverse to the longitudinal direction of the vehicle.
  • the undercarriage frame of the middle undercarriage runs essentially in the longitudinal direction of the rail vehicle or bogie and runs parallel to one another transversely to this longitudinal direction and is arranged between the undercarriage frame and the body or bogie.
  • Such parallel guide links are in general rods of the same length, which are articulated on both sides (for example by means of cardanic joints).
  • the middle chassis In the transverse deflection describes the middle chassis thus a total of an arc, but always remains parallel to itself.
  • the stated center position is the position that the middle running gear occupies on a straight track section.
  • the middle chassis can be moved transversely due to the above-mentioned mounting, that is to say transversely to the longitudinal direction of the rail vehicle or the bogie, but cannot make a steering or turning movement about a vertical axis during this transverse movement.
  • transverse deflection of the middle chassis can be used as a well-defined control variable for the steering angle of the two end chassis via simple mechanical coupling devices, such as, for example, cross-guided coupling rods.
  • simple mechanical coupling devices such as, for example, cross-guided coupling rods.
  • the middle chassis takes over a substantial part of the weight on the chassis group.
  • the two end trolleys therefore do not have to carry the entire load and can be made more compact and lighter.
  • the middle chassis is therefore also a control chassis (its transverse deflection controls the steering angle of the two end chassis) and a load-bearing chassis that takes over part of the load.
  • Another advantage of using individual wheels that are not connected to one another by a wheelset shaft is possibly an acoustic behavior that is favorable compared to wheelsets with rigid axles. Since the undercarriage group according to the invention has positively steered undercarriages or wheels, the disadvantage of the lack of self-steering effect of individual wheels is not present.
  • the chassis group according to the invention therefore has very good running properties both on straight lines and in tight bends.
  • the bogie group according to the invention provides the necessary precise angle adjustment of the wheels in the track curve, ie an exact tangential position of the wheels on the rail (wheel center plane parallel to the tangent to the rail).
  • Non-steered axles have an inclined run across the entire track curve, which leads to wear on wheels and rails.
  • the middle running gear is designed with two wheels ("single-axis").
  • a further guide link is arranged below or above the level of the parallel guide link, which on one end on the chassis frame of the middle chassis and on the other end on the car body or is articulated on the bogie or a part that is fixed to the car body or bogie.
  • the transverse deflection of the middle chassis occurring in track arches will also be small and it is then conceivable that a spring element of the middle chassis is firmly connected to the middle chassis frame at the bottom and firmly to the body or bogie at the top is, the spring element is bent or sheared even with a transverse movement of the middle chassis (for example, so-called flexicoil springs are suitable).
  • the spring element (s) arranged between the car body or the bogie and the chassis frame of the middle chassis preferably on the car body side or bogie-side end, is or are displaceably mounted in at least one slide bearing or roller bearing transversely to the vehicle longitudinal direction or bogie longitudinal direction.
  • other spring-loaded bearings of the middle chassis are also possible, which allow a large transverse displacement.
  • suspended pendulum suspensions are quite conceivable and possible.
  • Mechanical coupling devices such as crossed coupling rods, cable pull mechanisms or rack and pinion drives, can be provided for transmitting the transverse deflection of the middle chassis to the steering movement of the end carriages, but hydraulic and electrical coupling devices are also conceivable and possible.
  • the chassis group according to the invention is suitable for both driven and non-driven wheel sets.
  • FIG. 1 shows a schematic top view of the front and middle undercarriage of an exemplary embodiment of the undercarriage group according to the invention
  • FIG. 2 shows a corresponding side view
  • FIG. 3 shows a schematic top view of the middle undercarriage and the rear end undercarriage of the same rail vehicle as in FIG. 1 (the middle undercarriage is shown both in FIG. 1 and in FIG. 3)
  • FIG. 4 shows a corresponding side view
  • FIG. 5 shows a schematic illustration of an undercarriage group according to the invention in a track curve.
  • the rail vehicle shown in FIGS. 1 to 4 has a car body 1, of which the lower region is shown schematically in the figures. On this car body 1, two end driving stations, generally designated by the reference numbers 2 and 3, and a middle chassis 4 are mounted.
  • the two Endfahrverke 2 and 3 are essentially identical constructed, which is why only the final chassis 2 shown in FIGS. 1 and 2 is described in detail below.
  • the end chassis 2 is mounted on two superimposed parallel guide arms 5 on the carriage part fixed to the holding part 6.
  • the two parallel guide rods 5 have gimbals 7 acting on both sides.
  • the chassis frame 8 is suspended vertically against the body 1 of the rail vehicle via an air spring 9.
  • the air spring 9 is firmly attached to the body 1 at the top and to the chassis frame 8 at the bottom.
  • the end chassis 2 can perform the following movements.
  • the parallel guide link 5 allow compression in the vertical direction.
  • the end gear 2 can perform a steering lock movement about a vertical axis about the cardanic joints 7 of the parallel guide links 5.
  • a transverse displacement transversely to the longitudinal direction of the vehicle is also possible.
  • This transverse displacement movement is known per se, is used for transverse suspension of the vehicle and can be limited by rubber-suspended transverse stops.
  • the end carriage 2 can also execute a so-called roll movement about a central longitudinal axis. The extent of the roll movement is limited by a roll stabilizer 10 in the form of a U-shaped bracket.
  • the wheels 11 of the uniaxial front end chassis 2 are independent wheels mounted independently of one another in the chassis frame 8 (bearings not shown in detail), which can rotate at different angular speeds (idler wheel principle).
  • the rear end chassis 3 shown in FIGS. 3 and 4 is essentially the same as the front end chassis 2 shown in FIGS. 1 and 2, the same reference numerals designating the same or equivalent parts.
  • the middle chassis 4 shown both in FIGS. 1 and 2 and in FIGS. 3 and 4 is, according to the invention, movably mounted on the central region of the car body 1 transversely to the longitudinal direction of the rail vehicle or is guided relative thereto.
  • two parallel guide links 13, which are arranged in the center position of the middle chassis 4 and run essentially in the longitudinal direction of the rail vehicle and are arranged next to one another transversely to this longitudinal direction, are provided for this purpose and are arranged between the chassis frame 12 and the car body 1.
  • the parallel guide arms 13 have gimbal-type joints on both sides, which allow deflection of the middle running gear 4 transversely to the longitudinal direction of the rail vehicle in track curves, as is shown, for example, in FIG. 5.
  • the middle chassis 4 describes a circular movement as a whole, but always remains parallel to itself, that is to say does not perform a turning movement about a vertical axis.
  • a further guide link 14 is arranged below the level of the two parallel guide links 13, which is articulated at one end on the chassis frame 12 and at the other end on the part 15 fixed to the body.
  • the middle undercarriage 4 is designed with two wheels, the wheels 16 being independent individual wheels, which are not connected to one another by a wheelset shaft, and which can rotate at different angular speeds. This also allows the running gear group to have good running properties with low weight.
  • the undercarriage frame 12 of the middle undercarriage 4 is also cushioned in the vertical direction against the car body 1 via the centrally arranged spring element 17, whereby the middle undercarriage 4 takes over a substantial part of the load, that is to say in addition to its control function for the steering angle of the two end undercarriages to be described is also a load-bearing chassis.
  • the spring element 17 is like the spring elements 9 of the front and rear end carriages 2 or 3 according to a preferred embodiment of the invention, an air spring that allows movements of the respective chassis frame relative to the car body. In the case of longer rail vehicles, such as the wagon shown schematically in FIGS.
  • the transverse mobility of such an air spring will not be sufficient to allow sufficient transverse deflection of the middle running gear even in narrow curves. Therefore, in the case of longer rail vehicles with large center distances, according to a preferred embodiment it is provided that the air spring 17 is guided in a slide bearing 18, which allows a displacement transverse to the longitudinal direction of the vehicle. In addition to plain bearings, roller bearings or the like are also conceivable and possible.
  • the middle chassis also allows a roll movement about a central imaginary axis running in the longitudinal direction of the vehicle.
  • the transverse deflection of the middle undercarriage 4 controls the steering angle of the two end undercarriages 2 and 3 in such a way that an exact tangential position of the wheels on the rail is given in a constant circular arc. (In this position, the straight line runs through the wheel centers of the respective trolleys, straight through the center of the circular arc (precise radial setting).)
  • the setting of the undercarriage group in a track curve is shown schematically in FIG. 5.
  • two cross-guided coupling rods 19 are provided in the embodiment shown in FIGS. 1 to 4, which are articulated at one end on the middle chassis frame 12 and are connected at the other end to the end chassis 2 or 3.
  • one coupling rod 19 has an extension with a recess in the area of intersection through which the other coupling rod 19 is passed (not shown in FIGS. 1 and 4).
  • the coupling rods 19 are not articulated directly on the chassis frame 8 of the two end carriages, but on levers 20 which are non-rotatable a torsion bar 21 lying transversely to the longitudinal direction of the vehicle, which is rotatably mounted about its own axis.
  • an electrical or hydraulic device is provided for detecting the transverse deflection of the middle chassis and the steering angle of the end carriages is determined by a hydraulic or electrical actuating device as a function of the transverse deflection of the middle chassis detected by this device.
  • FIGS. 1 to 4 Another advantage of the wagons shown in FIGS. 1 to 4 is that it represents an autonomous rail vehicle that can be coupled with other rail vehicles in a conventional manner.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Wheel sub-frame for a railway vehicle or for a bogie of a rail vehicle, having two two-wheeled end sub-frames (2, 3) whose steering angle can be adjusted and whose bogie frames (8) are sprung in the vertical direction with respect to the carriage body (1) of the rail vehicle or with respect to the bogie (30) via in each case at least one spring element (9). In addition, a central sub-frame (4) which is located between the two end sub-frames (2, 3) is provided, the deflection of which sub-frame which occurs in bends in the tracks transversely with respect to the longitudinal direction of the railway vehicle or of the bogie (30) controls the steering angle of the two end sub-frames via coupling devices (19). According to the invention, provision is made for the bogie frame (12) of the central sub-frame (4) to be movably mounted on the central area of the carriage body (1) or of the bogie (30), or to be guided with respect to the latter (1 and 30), transversely with respect to the longitudinal direction of the rail vehicle or of the bogie (30). Furthermore, the bogie frame (12) of the central sub-frame (4) is sprung in the vertical direction with respect to the carriage body (1) or to the bogie (30) via at least one spring element (17, 17'). The wheels (16) of the preferably two-wheeled central sub-frame (4) and the wheels (11) of the two-wheeled end sub-frames (2, 3) are in each case independent individual wheels which are not connected to one another by a wheel set shaft. <IMAGE>

Description

Die Erfindung betrifft eine Fahrwerksgruppe für ein Schienenfahrzeug oder für ein Drehgestell eines Schienenfahrzeugs, mit zwei zweirädrigen in ihrem Lenkeinschlag verstellbaren Endfahrwerken, deren Fahrwerksrahmen jeweils über mindestens ein Federelement in vertikaler Richtung gegen den Wagenkasten des Schienenfahrzeugs bzw. das Drehgestell abgefedert sind, und mit einem zwischen den beiden Endfahrwerken liegenden mittleren Fahrwerk, dessen in Gleisbögen auftretende Auslenkung quer zur Längsrichtung des Schienenfahrzeugs bzw. des Drehgestells über Kopplungseinrichtungen den Lenkeinschlag der beiden Endfahrwerke steuert, wobei der Fahrwerkrahmen des mittleren Fahrwerks quer zur Längseinrichtung des Schienenfahrzeugs bzw. des Drehgestells beweglich am mittleren Bereich des Wagenkastens bzw. des Drehgestells gelagert bzw. gegenüber diesem geführt ist und der Fahrwerksrahmen des mittleren Fahrwerks über mindestens ein Federelement in vertikaler Richtung gegen den Wagenkasten bzw. das Drehgestell abgefedert ist.The invention relates to a chassis group for a rail vehicle or for a bogie of a rail vehicle, with two two-wheeled end carriages adjustable in their steering angle, the chassis frames of which are each cushioned in the vertical direction against the car body of the rail vehicle or the bogie by at least one spring element, and with one between the two end bogies, the middle bogie, the deflection that occurs in track arches transversely to the longitudinal direction of the rail vehicle or the bogie controls the steering angle of the two end bogies via coupling devices, the bogie frame of the middle bogie movable transversely to the longitudinal device of the rail vehicle or the bogie at the central area of the Carriage body or the bogie is mounted or guided relative to this and the chassis frame of the middle chassis via at least one spring element in the vertical direction against the car body or w. the bogie is cushioned.

Um den Lenkeinschlag (Wendebewegung) der Endfahrwerke eines Schienenfahrzeugs zu steuern, ist es aus der CH-A-126 953 bereits bekannt, zwischen den beiden Endfahrwerken ein mittleres Fahrwerk anzuordnen, an dem Deichseln der beiden Endfahrwerke gelenkig gelagert sind. In Gleisbögen kommt es zu einer Querverschiebung des mittleren Fahrwerks und damit zu einer Wendebewegung der beiden Endfahrwerke derart, daß die Radachsen der Endfahrwerke im Gleisbogen genau radial stehen bzw. die Räder tangential an die Schienen stehen. Durch diese winkelgenaue Einstellung der Räder im Gleisbogen kann auch bei längeren Schienenfahrzeugen ein Schräganlauf auf die Schienen vermieden bzw. herabgesetzt werden, womit sowohl die Räder als auch die Schienen weniger verschleißen. Aus der französischen Patentschrift FR-A-52 461 ist eine Fahrwerksgruppe mit im Lenkeinschlag gesteuerten Endfahrwerken bekannt, wobei die Querauslenkung eines tragenden und gefederten mittleren Fahrwerks die Größe des Lenkeinschlags der beiden Endfahrwerke festlegt. Die dann vorgeschlagene Konstruktion hat allerdings den Nachteil, daß es durch die gleichzeitige Anwendung einer Zwangssteuerung eines Fahrwerkes (hier Festlegung des Lenkeinschlags über Gestänge in Abhängigkeit von der Querauslenkung des mittleren Fahrwerks) und der Verwendung von Radsätzen (d. h. die Räder einer Achse sind durch eine Radsatzwelle starr miteinander verbunden) zu einem Gegeneinanderspiel von Zwangssteuerung und Selbststeuerungseffekt der Radsätze kommt. Beim Radsatz entsteht durch die Rollradiendifferenz der Radprofile innerhalb gewisser Grenzen ein Drehmoment um die Hochachse, welches den Radsatz im Gleisbogen in annähernd radiale Winkelposition führt (Selbststeuerungseffekt). Durch das genannte, bei gleichzeitiger Verwendung von Radsätzen und Zwangssteuerung auftretende Gegeneinanderspiel kommt es zu einem Längsschlupf und Längskräften in den Kontaktflächen der Räder (Verschleiß) sowie zu hohen Kräften im Steuermechanismus. Dieser muß daher eine hohe Festigkeit und damit ein hohes Gewicht aufweisen.In order to control the steering angle (turning movement) of the end bogies of a rail vehicle, it is already known from CH-A-126 953 to arrange a middle bogie between the two end bogies on which the drawbars of the two end bogies are articulated. In track arches there is a transverse displacement of the middle carriage and thus a turning movement of the two end carriages in such a way that the wheel axles of the end carriages in the curve are exactly radial or the wheels are tangential to the rails. This precise angle adjustment of the wheels in the track curve prevents or reduces an inclined run on the rails, even with longer rail vehicles, so that both the wheels and the rails wear less. From the French patent FR-A-52 461 a chassis group is known with the end gear controlled in the steering lock, the transverse deflection of a load-bearing and spring-loaded middle gear defining the size of the steering lock of the two end gear. The construction then proposed, however, has the disadvantage that it is due to the simultaneous application of a forced control of a chassis (here determining the steering angle via linkage depending on the transverse deflection of the middle chassis) and the use of wheelsets (ie the wheels of an axle are rigidly connected to each other by a wheelset shaft) Counterplay of positive control and self-control effect of the wheel sets comes. In the wheelset, the rolling radius difference between the wheel profiles creates a torque about the vertical axis within certain limits, which leads the wheelset in the curve to an almost radial angular position (self-steering effect). Due to the above-mentioned mutual interaction, which occurs when wheel sets and positive control are used at the same time, there is longitudinal slip and longitudinal forces in the contact surfaces of the wheels (wear) and high forces in the control mechanism. This must therefore have a high strength and thus a high weight.

Aufgabe der Erfindung ist es, eine Fahrwerksgruppe für ein Schienenfahrzeug oder für ein Drehgestell eines Schienenfahrzeugs der eingangs genannten Gattung zu schaffen, die sich beim Durchfahren von Gleisbögen durch einen geringen Verschleiß an Rädern und Schienen auszeichnet und die auch bei größeren Lasten mit relativ leichten kompakten Endfahrwerken auskommt. Außerdem soll das mittlere Fahrwerk präzise gegenüber dem Schienenfahrzeug geführt sein.The object of the invention is to provide a chassis group for a rail vehicle or for a bogie of a rail vehicle of the type mentioned, which is characterized by low wear on wheels and rails when driving through bends and which even with larger loads with relatively light compact end carriages gets along. In addition, the middle chassis should be precisely guided relative to the rail vehicle.

Dies wird erfindungsgemäß durch die Merkmale des Patentanspruches 1 erreicht.This is achieved according to the invention by the features of patent claim 1.

Der Erfindung liegt zunächst die Erkenntnis zugrunde, daß man die Idee eines über die Querauslenkung des mittleren Fahrwerkes zwangsgesteuerten dreiachsigen Schienenfahrzeuges günstig in die Praxis umsetzen kann, wenn man Einzelräder (Losräder) verwendet. Losräder weisen im Gegensatz zu Radsätzen keinen Selbststeuerungseffekt auf. Der Verschleiß infolge aufgezwungenen Längsschlupfes fällt daher weg. Die Kräfte zum Einstellen des Wendewinkels (Lenkeinschlag der beiden Endfahrwerke ) sind daher ebenfalls klein, was eine leichte und kostengünstige Bauart des Steuermechanismus ermöglicht.The invention is based initially on the knowledge that the idea of a three-axle rail vehicle which is positively controlled via the transverse deflection of the middle chassis can be implemented cheaply in practice if single wheels (idler wheels) are used. In contrast to gear sets, idler gears have no self-steering effect. The wear due to the forced longitudinal slip is therefore eliminated. The forces for adjusting the turning angle (steering angle of the two end trolleys) are therefore also small, which allows a light and inexpensive design of the control mechanism.

Losräder sind an sich bekannt (DE-A- 12 08 329) und weisen neben einem reduzierten Rad- und Schienenverschleiß einen stabilen Lauf bei hohen Geschwindigkeiten auf. Bei den bekannten Fahrzeugen wird jedoch die für die Losräder nötige Zwangssteuerung hauptsächlich von der Winkelstellung zwischen benachbarten Folgewaggons abgeleitet, womit unter anderem spezielle Kupplungen nötig sind. Mit der Kombination aus Steuerung über die Querauslenkung des mittleren Fahrwerks mit der Verwendung von Einzelrädern lassen sich leichte und für hohen Geschwindigkeiten geeignete Fahrzeuge mit geringem Rad- und Schienenverschleiß realisieren, bei denen die Größe des Lenkeinschlags der Endfahrwerke aus der Stellung des fahrzeugeigenen mittleren Fahrwerks abgeleitet wird. Man benötigt also keine speziellen Kupplungen und hat ein autonomes Fahrzeug, das leicht in den normalen Zugsverband eingereiht werden kann.Idler wheels are known per se (DE-A-12 08 329) and, in addition to reduced wheel and rail wear, have stable running at high speeds. In the known vehicles, however, the positive control required for the idler gears is mainly derived from the angular position between adjacent follower wagons, which, among other things, requires special couplings. With the combination of control via the transverse deflection of the middle chassis with the use of single wheels, light and high-speed vehicles with little wheel and rail wear can be realized, in which the size of the steering angle of the end chassis is derived from the position of the vehicle's own middle chassis . So you don't need any special couplings and you have an autonomous vehicle that can easily be placed in the normal train set.

Um immer eine wohldefinierte Lage des mittleren Fahrwerks und damit eine exakte Übertragung der Querauslenkung des mittleren Fahrwerks auf den Lenkeinschlag der beiden Endfahrwerke zu haben, ist es gemäß einer bevorzugten Ausführungsform der Erfindung günstig, wenn das mittlere Fahrwerk derart gegenüber dem Wagenkasten bzw. Drehgestell geführt ist bzw. an diesem gelagert ist, daß die Projektion der gedachten Verbindungsgeraden durch die Radmittelpunkte auf eine Horizontalebene bei Auslenkungen quer zur Fahrzeuglängsrichtung zu sich selbst parallel bleibt. Dazu ist vorgesehen, daß der Fahrwerksrahmen des mittleren Fahrwerks im wesentlichen in Längsrichtung des Schienenfahrzeugs bzw. Drehgestells verlaufende, quer zu dieser Längsrichtung nebeneinanderliegende Parallelführungslenker, welche zwischen Fahrwerksrahmen und Wagenkasten bzw. Drehgestell angeordnet sind, geführt ist. Solche Parallelführungslenker sind im allgemeinen gleich lange Stangen, die beidseitig gelenkig (etwa durch kardanisch wirkende Gelenke) gelagert sind. Bei der Querauslenkung beschreibt das mittlere Fahrwerk damit insgesamt einen Kreisbogen, bleibt aber jedenfalls immer zu sich selbst parallel. Die genannte Mittenstellung ist jene Stellung, die das mittlere Fahrwerk auf einem geraden Gleisabschnitt einnimmt. Das mittlere Fahrwerk ist durch die genannte Lagerung, also quer zur Längsrichtung des Schienenfahrzeugs bzw. des Drehgestells quer beweglich, kann jedoch bei dieser Querbewegung keine Lenk- bzw. Wendebewegung um eine Hochachse ausführen. Damit läßt sich über einfache mechanische Kopplungseinrichtungen, wie beispielsweise über kreuz geführte Koppelstangen, die Querauslenkung des mittleren Fahrwerks als wohldefinierte Steuergröße für den Lenkeinschlag der beiden Endfahrwerke verwenden. Eine Wankbewegung um eine in Fahrzeuglängsrichtung verlaufende Achse, die auch die beiden Endfahrwerke ausführen können, stört dabei nicht.In order to always have a well-defined position of the middle chassis and thus an exact transmission of the transverse deflection of the middle chassis to the steering angle of the two end chassis, it is advantageous according to a preferred embodiment of the invention if the middle chassis is guided in this way relative to the car body or bogie or is mounted on the latter that the projection of the imaginary connecting straight line through the wheel center points onto a horizontal plane remains parallel to itself during deflections transverse to the longitudinal direction of the vehicle. For this purpose, it is provided that the undercarriage frame of the middle undercarriage runs essentially in the longitudinal direction of the rail vehicle or bogie and runs parallel to one another transversely to this longitudinal direction and is arranged between the undercarriage frame and the body or bogie. Such parallel guide links are in general rods of the same length, which are articulated on both sides (for example by means of cardanic joints). In the transverse deflection describes the middle chassis thus a total of an arc, but always remains parallel to itself. The stated center position is the position that the middle running gear occupies on a straight track section. The middle chassis can be moved transversely due to the above-mentioned mounting, that is to say transversely to the longitudinal direction of the rail vehicle or the bogie, but cannot make a steering or turning movement about a vertical axis during this transverse movement. This means that the transverse deflection of the middle chassis can be used as a well-defined control variable for the steering angle of the two end chassis via simple mechanical coupling devices, such as, for example, cross-guided coupling rods. A roll movement around an axis running in the longitudinal direction of the vehicle, which the two end trolleys can also carry out, does not interfere.

Das mittlere Fahrwerk übernimmt einen wesentlichen Teil des auf der Fahrwerksgruppe lastenden Gewichts. Die beiden Endfahrwerke müssen daher nicht die gesamte Last tragen und können kompakter und leichter dimensioniert werden. Das mittlere Fahrwerk ist also gleichzeitig ein Steuerfahrwerk (seine Querauslenkung steuert den Lenkeinschlag der beiden Endfahrwerke) und ein lasttragendes Fahrwerk, das einen Teil der Last übernimmt.The middle chassis takes over a substantial part of the weight on the chassis group. The two end trolleys therefore do not have to carry the entire load and can be made more compact and lighter. The middle chassis is therefore also a control chassis (its transverse deflection controls the steering angle of the two end chassis) and a load-bearing chassis that takes over part of the load.

Ein weiterer Vorteil der Verwendung von nicht durch eine Radsatzwelle miteinander verbundenen Einzelrädern ist möglicherweise ein gegenüber Radsätzen mit starren Achsen günstiges akustisches Verhalten. Da die erfindungsgemäße Fahrwerksgruppe zwangsgelenkte Fahrwerke bzw. Räder aufweist, ist der Nachteil des fehlenden Selbststeuereffektes von Einzelrädern nicht vorhanden. Die erfindungsgemäße Fahrwerksgruppe weist also sowohl auf Geraden als auch in engen Bögen sehr gute Laufeigenschaften auf. Durch die erfindungsgemäße Fahrwerksgruppe erfolgt die nötige winkelgenaue Einstellung der Räder im Gleisbogen, d. h. eine exakte Tangentialstellung der Räder an die Schiene (Radmittelebene parallel zur Tangente an die Schiene). Bei der Kurveneinfahrt und in S-Bögen kommt es zwar zu einer geringen Lenkwinkelabweichung von der idealen Tangentialstellung der Räder an die Schienen, jedoch ist diese Lenkwinkelabweichung gering und besteht im Gegensatz zu ungelenkten Achsen nicht über den gesamten Gleisbogen hinweg. Ungelenkte Achsen weisen über den gesamten Gleisbogen hinweg einen zu Verschleiß an Rädern und Schienen führenden Schräganlauf auf.Another advantage of using individual wheels that are not connected to one another by a wheelset shaft is possibly an acoustic behavior that is favorable compared to wheelsets with rigid axles. Since the undercarriage group according to the invention has positively steered undercarriages or wheels, the disadvantage of the lack of self-steering effect of individual wheels is not present. The chassis group according to the invention therefore has very good running properties both on straight lines and in tight bends. The bogie group according to the invention provides the necessary precise angle adjustment of the wheels in the track curve, ie an exact tangential position of the wheels on the rail (wheel center plane parallel to the tangent to the rail). At the corner entry and in S-bends it does happen to a small steering angle deviation from the ideal tangential position of the wheels on the rails, but this steering angle deviation is small and, in contrast to unguided axles, does not exist across the entire track curve. Non-steered axles have an inclined run across the entire track curve, which leads to wear on wheels and rails.

Im Hinblick auf ein geringes Gewicht und einen geringen Verschleiß in Gleisbögen ist es besonders günstig, wenn das mittlere Fahrwerk zweirädrig ("einachsig") ausgebildet ist.With regard to a low weight and a low wear in track arches, it is particularly favorable if the middle running gear is designed with two wheels ("single-axis").

Zur Stabilisierung des mittleren Fahrwerkrahmens gegen Verdrehungen um eine Querachse und zur Aufnahme von Bremsmomenten ist günstigerweise vorgesehen, daß unterhalb oder oberhalb der Ebene der Parallelführungslenker ein weiterer Führungslenker angeordnet ist, der an einem Ende am Fahrwerksrahmen des mittleren Fahrgestells und am anderen Ende am Wagenkasten bzw. am Drehgestell oder einem wagenkastenfesten bzw. drehgestellfesten Teil gelenkig gelagert ist.To stabilize the middle chassis frame against twisting about a transverse axis and to absorb braking torques, it is advantageously provided that a further guide link is arranged below or above the level of the parallel guide link, which on one end on the chassis frame of the middle chassis and on the other end on the car body or is articulated on the bogie or a part that is fixed to the car body or bogie.

Bei Drehgestellen bzw. Schienenfahrzeugen mit relativ kurzem Achsabstand wird auch die in Gleisbögen auftretende Querauslenkung des mittleren Fahrwerks gering sein und es ist dann denkbar, daß ein Federelement des mittleren Fahrwerks unten fest mit dem mittleren Fahrwerksrahmen und oben fest mit dem Wagenkasten bzw. dem Drehgestell verbunden ist, wobei das Federelement selbst bei einer Querbewegung des mittleren Fahrwerks verbogen bzw. verschert wird (beispielsweise eignen sich sogenannte Flexicoilfedern). Bei größeren Radständen und damit größeren Querverschiebungen des mittleren Fahrwerks ist es gemäß einer bevorzugten Ausführungsform der Erfindung günstig, wenn das bzw. die zwischen dem Wagenkasten bzw. dem Drehgestell und dem Fahrwerksrahmen des mittleren Fahrwerks angeordnete(n) Federelement(e), vorzugsweise am wagenkastenseitigen bzw. drehgestellseitigen Ende, in mindestens einem Gleitlager oder Rollenlager quer zur Fahrzeuglängsrichtung bzw. Drehgestelllängsrichtung verschieblich gelagert ist bzw. sind. Es sind jedoch auch andere gefederte Lagerungen des mittleren Fahrwerks möglich, die eine große Querverschiebung erlauben. Beispielsweise sind gefederte Pendelaufhängungen durchaus denkbar und möglich.In bogies or rail vehicles with a relatively short wheelbase, the transverse deflection of the middle chassis occurring in track arches will also be small and it is then conceivable that a spring element of the middle chassis is firmly connected to the middle chassis frame at the bottom and firmly to the body or bogie at the top is, the spring element is bent or sheared even with a transverse movement of the middle chassis (for example, so-called flexicoil springs are suitable). In the case of larger wheelbases and thus larger transverse displacements of the middle chassis, it is advantageous according to a preferred embodiment of the invention if the spring element (s) arranged between the car body or the bogie and the chassis frame of the middle chassis, preferably on the car body side or bogie-side end, is or are displaceably mounted in at least one slide bearing or roller bearing transversely to the vehicle longitudinal direction or bogie longitudinal direction. However, other spring-loaded bearings of the middle chassis are also possible, which allow a large transverse displacement. For example, suspended pendulum suspensions are quite conceivable and possible.

Zur Übertragung der Querauslenkung des mittleren Fahrwerks auf die Lenkbewegung der Endfahrwerke können mechanische Kopplungseinrichtungen, wie überkreuzte Koppelstangen, Seilzugmechanismen oder Zahnstangenantriebe, vorgesehen sein, es sind jedoch auch hydraulische und elektrische Kopplungseinrichtungen denkbar und möglich.Mechanical coupling devices, such as crossed coupling rods, cable pull mechanisms or rack and pinion drives, can be provided for transmitting the transverse deflection of the middle chassis to the steering movement of the end carriages, but hydraulic and electrical coupling devices are also conceivable and possible.

Die erfindungsgemäße Fahrwerksgruppe eignet sich sowohl für angetriebene als auch für nicht angetriebene Radsätze.The chassis group according to the invention is suitable for both driven and non-driven wheel sets.

Weitere Vorteile und Einzelheiten der Erfindung werden in der folgenden Figurenbeschreibung näher erläutert.Further advantages and details of the invention are explained in more detail in the following description of the figures.

Es zeigen die Fig. 1 eine schematische Draufsicht auf das vordere und mittlere Fahrwerk eines Ausführungsbeispiels der erfindungsgemäßen Fahrwerksgruppe und die Fig. 2 eine entsprechende Seitenansicht, die Fig. 3 eine schematische Draufsicht auf das mittlere Fahrwerk und das hintere Endfahrwerk desselben Schienenfahrzeuges wie in Fig. 1 (das mittlere Fahrwerk ist sowohl in Fig. 1 als auch in Fig. 3 dargestellt) und die Fig. 4 eine entsprechende Seitenansicht und die Fig. 5 eine schematische Darstellung einer erfindungsgemäßen Fahrwerksgruppe in einem Gleisbogen.1 shows a schematic top view of the front and middle undercarriage of an exemplary embodiment of the undercarriage group according to the invention, and FIG. 2 shows a corresponding side view, FIG. 3 shows a schematic top view of the middle undercarriage and the rear end undercarriage of the same rail vehicle as in FIG. 1 (the middle undercarriage is shown both in FIG. 1 and in FIG. 3) and FIG. 4 shows a corresponding side view and FIG. 5 shows a schematic illustration of an undercarriage group according to the invention in a track curve.

Das in den Fig. 1 bis 4 dargestellte Schienenfahrzeug weist einen Wagenkasten 1 auf, von dem der untere Bereich in den Figuren schematisch dargestellt ist. An diesem Wagenkasten 1 sind zwei allgemein mit dem Bezugsziffern 2 und 3 bezeichnete Endfahrverke sowie ein mittleres Fahrwerk 4 gelagert. Die beiden Endfahrverke 2 und 3 sind im wesentlichen identisch aufgebaut, weshalb im folgenden nur das in den Fig. 1 und 2 dargestellte Endfahrwerk 2 ausführlich beschrieben wird.The rail vehicle shown in FIGS. 1 to 4 has a car body 1, of which the lower region is shown schematically in the figures. On this car body 1, two end driving stations, generally designated by the reference numbers 2 and 3, and a middle chassis 4 are mounted. The two Endfahrverke 2 and 3 are essentially identical constructed, which is why only the final chassis 2 shown in FIGS. 1 and 2 is described in detail below.

Das Endfahrwerk 2 ist an zwei übereinanderliegenden Parallelführungslenkern 5 am wagenkastenfesten Halteteil 6 gelagert. Die beiden Parallelführungsstangen 5 weisen beidseitig kardanisch wirkende Gelenke 7 auf. Der Fahrwerksrahmen 8 ist über eine Luftfeder 9 vertikal gegen den Wagenkasten 1 des Schienenfahrzeugs abgefedert. Die Luftfeder 9 ist oben am Wagenkasten 1 und unten am Fahrwerksrahmen 8 fest befestigt. Gegenüber dem Wagenkasten 1 kann das Endfahrwerk 2 folgende Bewegungen ausführen. Zunächst erlauben die Parallelführungslenker 5 ein einfedern in vertikaler Richtung. Weiters kann das Endfahrwerk 2 um die kardanischen Gelenke 7 der Parallelführungslenker 5 eine Lenkeinschlagbewegung um eine Hochachse ausführen. Durch die Lagerung an den beidseitig kardanisch angelenkten Parallelführungslenkern 5 ist neben einer solchen Lenkeinschlagbewegung (Wendebewegung) des Endfahrwerks 2 auch eine Querverschiebung quer zur Fahrzeuglängsrichtung möglich. Diese Querverschiebebewegung ist an sich bekannt, dient zur Querfederung des Fahrzeugs und kann durch gummifederte Queranschläge begrenzt sein. Schließlich kann das Endfahrwerk 2 noch um eine mittlere Längsachse eine sogenannte Wankbewegung ausführungen. Durch einen Wankstabilisator 10 in Form eines U-förmigen Bügels wird das Ausmaß der Wankbewegung begrenzt.The end chassis 2 is mounted on two superimposed parallel guide arms 5 on the carriage part fixed to the holding part 6. The two parallel guide rods 5 have gimbals 7 acting on both sides. The chassis frame 8 is suspended vertically against the body 1 of the rail vehicle via an air spring 9. The air spring 9 is firmly attached to the body 1 at the top and to the chassis frame 8 at the bottom. Compared to the car body 1, the end chassis 2 can perform the following movements. First, the parallel guide link 5 allow compression in the vertical direction. Furthermore, the end gear 2 can perform a steering lock movement about a vertical axis about the cardanic joints 7 of the parallel guide links 5. As a result of the mounting on the parallel guide links 5 articulated on both sides, in addition to such a steering lock movement (turning movement) of the end chassis 2, a transverse displacement transversely to the longitudinal direction of the vehicle is also possible. This transverse displacement movement is known per se, is used for transverse suspension of the vehicle and can be limited by rubber-suspended transverse stops. Finally, the end carriage 2 can also execute a so-called roll movement about a central longitudinal axis. The extent of the roll movement is limited by a roll stabilizer 10 in the form of a U-shaped bracket.

Die Räder 11 des einachsigen vorderen Endfahrwerks 2 sind unabhängig voneinander im Fahrwerksrahmen 8 gelagerte Einzelräder (Lagerungen nicht im einzelnen dargestellt), die mit unterschiedlichen Winkelgeschwindigkeiten rotieren können (Losrad-Prinzip).The wheels 11 of the uniaxial front end chassis 2 are independent wheels mounted independently of one another in the chassis frame 8 (bearings not shown in detail), which can rotate at different angular speeds (idler wheel principle).

Wie bereits erwähnt, ist das in den Fig. 3 und 4 dargestellte hintere Endfahrwerk 3 im wesentlichen gleich ausgebildet wie das in den Fig. 1 und 2 dargestellte vordere Endfahrwerk 2, wobei gleiche Bezugsziffern gleiche bzw. äquivalente Teile bezeichnen.As already mentioned, the rear end chassis 3 shown in FIGS. 3 and 4 is essentially the same as the front end chassis 2 shown in FIGS. 1 and 2, the same reference numerals designating the same or equivalent parts.

Das sowohl in den Fig. 1 und 2 als auch in den Fig. 3 und 4 gezeigte mittlere Fahrwerk 4 ist erfindungsgemäß quer zur Längsrichtung des Schienenfahrzeugs beweglich am mittleren Bereich des Wagenkastens 1 gelagert bzw. gegenüber diesem geführt. Gemäß einer bevorzugten Ausführungsform der Erfindung sind dazu zwei in der dargestellten Mittenstellung des mittleren Fahrwerks 4 im wesentlichen in Längsrichtung des Schienenfahrzeugs verlaufende, quer zu dieser Längsrichtung nebeneinander liegende Parallelführungslenker 13 vorgesehen, welche zwischen dem Fahrwerksrahmen 12 und dem Wagenkasten 1 angordnet sind. Die Parallelführungslenker 13 weisen beidseitig kardanisch wirkende Gelenke auf, die in Gleisbögen eine Auslenkung des mittleren Fahrwerks 4 quer zur Längsrichtung des Schienenfahrzeugs ermöglichen, wie dies beispielsweise in Fig. 5 dargestellt ist. Bei dieser Querauslenkung beschreibt das mittlere Fahrwerk 4 insgesamt eine Kreisbewegung, bleibt aber zu sich selbst immer parallel, führt also keine Wendebewegung um eine Hochachse aus. Um Bremsmomente aufnehmen zu können, ist unterhalb der Ebene der beiden Parallelführungslenker 13 ein weiterer Führungslenker 14 angeordnet, der an einem Ende am Fahrwerksrahmen 12 und am anderen Ende am wagenkastenfesten Teil 15 gelenkig gelagert ist.The middle chassis 4 shown both in FIGS. 1 and 2 and in FIGS. 3 and 4 is, according to the invention, movably mounted on the central region of the car body 1 transversely to the longitudinal direction of the rail vehicle or is guided relative thereto. According to a preferred embodiment of the invention, two parallel guide links 13, which are arranged in the center position of the middle chassis 4 and run essentially in the longitudinal direction of the rail vehicle and are arranged next to one another transversely to this longitudinal direction, are provided for this purpose and are arranged between the chassis frame 12 and the car body 1. The parallel guide arms 13 have gimbal-type joints on both sides, which allow deflection of the middle running gear 4 transversely to the longitudinal direction of the rail vehicle in track curves, as is shown, for example, in FIG. 5. With this transverse deflection, the middle chassis 4 describes a circular movement as a whole, but always remains parallel to itself, that is to say does not perform a turning movement about a vertical axis. In order to be able to absorb braking torques, a further guide link 14 is arranged below the level of the two parallel guide links 13, which is articulated at one end on the chassis frame 12 and at the other end on the part 15 fixed to the body.

Das mittlere Fahrwerk 4 ist gemäß einer bevorzugten Ausführungsform der Erfindung zweirädrig ausgebildet, wobei die Räder 16 wiederum unabhängige, nicht durch eine Radsatzwelle miteinander verbundene Einzelräder sind, die mit unterschiedlichen Winkelgeschwindigkeiten rotieren können. Auch damit lassen sich bei geringem Gewicht gute Laufeigenschaften der Fahrwerksgruppe erzielen.According to a preferred embodiment of the invention, the middle undercarriage 4 is designed with two wheels, the wheels 16 being independent individual wheels, which are not connected to one another by a wheelset shaft, and which can rotate at different angular speeds. This also allows the running gear group to have good running properties with low weight.

Erfindungsgemäß ist weiters der Fahrwerksrahmen 12 des mittleren Fahrwerks 4 über das mittig angeordnete Federelement 17 gegen den Wagenkasten 1 in vertikaler Richtung abgefedert, womit das mittlere Fahrwerk 4 einen wesentlichen Teil der Last übernimmt, also neben seiner noch zu beschreibenden Steuerfunktion für den Lenkeinschlag der beiden Endfahrwerke auch ein lasttragendes Fahrwerk ist. Das Federelement 17 ist wie die Federelemente 9 der vorderen und hinteren Endfahrwerke 2 bzw. 3 gemäß einer bevorzugten Ausführungsform der Erfindung eine Luftfeder, die Bewegungen des jeweiligen Fahrwerksrahmens gegenüber dem Wagenkasten zuläßt. Bei längeren Schienenfahrzeugen wie bei dem in den Fig. 1 bis 4 schematisch dargestellten Waggon wird jedoch die Querbeweglichkeit einer solchen Luftfeder nicht ausreichen, um auch in engen Gleisbögen eine ausreichende Querauslenkung des mittleren Fahrwerks zuzulassen. Deshalb ist bei längeren Schienenfahrzeugen mit großen Achsabständen gemäß einer bevorzugten Ausführungsform vorgesehen, daß die Luftfeder 17 in einem Gleitlager 18 geführt ist, das eine Verschiebung quer zur Fahrzeuglängsrichtung erlaubt. Neben Gleitlagern sind auch Rollenlager od. dgl. denkbar und möglich. Das mittlere Fahrwerk erlaubt weiters eine Wankbewegung um eine mittlere in Fahrzeuglängsrichtung verlaufende gedachte Achse.According to the invention, the undercarriage frame 12 of the middle undercarriage 4 is also cushioned in the vertical direction against the car body 1 via the centrally arranged spring element 17, whereby the middle undercarriage 4 takes over a substantial part of the load, that is to say in addition to its control function for the steering angle of the two end undercarriages to be described is also a load-bearing chassis. The spring element 17 is like the spring elements 9 of the front and rear end carriages 2 or 3 according to a preferred embodiment of the invention, an air spring that allows movements of the respective chassis frame relative to the car body. In the case of longer rail vehicles, such as the wagon shown schematically in FIGS. 1 to 4, the transverse mobility of such an air spring will not be sufficient to allow sufficient transverse deflection of the middle running gear even in narrow curves. Therefore, in the case of longer rail vehicles with large center distances, according to a preferred embodiment it is provided that the air spring 17 is guided in a slide bearing 18, which allows a displacement transverse to the longitudinal direction of the vehicle. In addition to plain bearings, roller bearings or the like are also conceivable and possible. The middle chassis also allows a roll movement about a central imaginary axis running in the longitudinal direction of the vehicle.

Bei der erfindungsgemäßen Fahrwerksgruppe steuert die Querauslenkung des mittleren Fahrwerks 4 im Gleisbogen den Lenkeinschlag der beiden Endfahrwerke 2 und 3 gerade so, daß in einem konstanten Kreisbogen eine exakte Tangentialstellung der Räder an die Schiene gegeben ist. (In dieser Stellung verläuft die Verbindungsgerade durch die Radmittelpunkte der jeweiligen Fahrwerke gerade durch den Mittelpunkt des Kreisbogens (winkelgenaue radiale Einstellung)). Die Einstellung der Fahrwerksgruppe in einem Gleisbogen ist in Fig. 5 schematisch dargestellt.In the undercarriage group according to the invention, the transverse deflection of the middle undercarriage 4 controls the steering angle of the two end undercarriages 2 and 3 in such a way that an exact tangential position of the wheels on the rail is given in a constant circular arc. (In this position, the straight line runs through the wheel centers of the respective trolleys, straight through the center of the circular arc (precise radial setting).) The setting of the undercarriage group in a track curve is shown schematically in FIG. 5.

Zur Übertragung der Querauslenkung des mittleren Fahrwerks auf eine Lenkeinschlagbewegung (Wendebewegung) der beiden Endfahrwerke 2 und 3 sind bei dem in den Fig. 1 bis 4 dargestellten Ausführungsbeispiel jeweils zwei überkreuz geführte Koppelstangen 19 vorgesehen, die an einem Ende gelenkig am mittleren Fahrwerksrahmen 12 gelagert sind und am anderen Ende mit dem Endfahrwerk 2 bzw. 3 in Verbindung stehen. Jeweils eine Koppelstange 19 weist im Kreuzungsbereich eine Erweiterung mit einer Ausnehmung auf, durch die die andere Koppelstange 19 hindurchgeführt ist (in den Fig. 1 und 4 nicht dargestellt). Um dem Umstand Rechnung zu tragen, daß sich bei einer Querauslenkung des mittleren Fahrwerks 4 auch der Abstand zwischen mittlerem Fahrwerk 4 und den Endfahrwerken 2 bzw. 3 ändert und dennoch eine präzise Lenkeinschlagstellung der beiden Endfahrwerke 2 und 3 zu gewährleisten, sind die Koppelstangen 19 nicht direkt an den Fahrwerksrahmen 8 der beiden Endfahrwerke gelenkig gelagert, sondern an Hebeln 20, die drehfest an einer quer zur Fahrzeuglängsrichtung liegenden Torsionsstange 21 befestigt sind, welche um ihre eigene Achse drehbar gelagert ist.To transfer the transverse deflection of the middle chassis to a steering angle movement (turning movement) of the two end carriages 2 and 3, two cross-guided coupling rods 19 are provided in the embodiment shown in FIGS. 1 to 4, which are articulated at one end on the middle chassis frame 12 and are connected at the other end to the end chassis 2 or 3. In each case one coupling rod 19 has an extension with a recess in the area of intersection through which the other coupling rod 19 is passed (not shown in FIGS. 1 and 4). To take into account the fact that with a transverse deflection of the middle chassis 4, the distance Changes between the middle chassis 4 and the end carriages 2 and 3 and still ensure a precise steering lock position of the two end carriages 2 and 3, the coupling rods 19 are not articulated directly on the chassis frame 8 of the two end carriages, but on levers 20 which are non-rotatable a torsion bar 21 lying transversely to the longitudinal direction of the vehicle, which is rotatably mounted about its own axis.

Durch diese relativ einfache mechanische Kopplung ist eine robuste und präzise Lenkeinschlageinstellung der beiden Endfahrwerke 2 und 3 in Abhängigkeit von der Querauslenkung des mittleren Fahrwerks 4 möglich. Es eignen sich jedoch auch andere mechanische Kopplungseinrichtungen, wie beispielsweise Seilzugmechanismen oder ein Zahnstangenübertragungsmechanismus, bei dem zur Übertragung der Querauslenkung des mittleren Fahrwerks 4 auf die Lenkbewegung der Endfahrwerke 2, 3 am mittleren Fahrwerksrahmen eine Zahnstange angeordnet ist, die über ein Ritzel eine in im wesentlichen Fahrzeuglängsrichtung bzw. Drehgestelllängsrichtung verlaufende drehbare Welle antreibt, welche ihrerseits, beispielsweise über einen Stirnradantrieb, eine Lenkbewegung des entsprechenden Endfahrwerks 2, 3 festlegt. Neben mechanischen Kopplungseinrichtungen kann auch vorgesehen sein, daß eine elektrische oder hydraulische Einrichtung zur Erfassung der Querauslenkung des mittleren Fahrwerks vorgesehen ist und der Lenkeinschlag der Endfahrwerke in Abhängigkeit von der durch diese Einrichtung erfaßten Querauslenkung des mittleren Fahrwerks über eine hydraulische oder elektrische Stelleinrichtung festgelegt wird.This relatively simple mechanical coupling enables a robust and precise steering angle adjustment of the two end carriages 2 and 3 as a function of the transverse deflection of the middle chassis 4. However, other mechanical coupling devices are also suitable, such as, for example, cable pull mechanisms or a rack and pinion transmission mechanism, in which, in order to transmit the transverse deflection of the central undercarriage 4 to the steering movement of the end undercarriages 2, 3, a toothed rack is arranged on the central undercarriage frame, which is essentially a via a pinion Drives longitudinal shaft of the vehicle or bogie longitudinal direction which rotates, which in turn, for example via a spur gear drive, defines a steering movement of the corresponding end gear 2, 3. In addition to mechanical coupling devices, it can also be provided that an electrical or hydraulic device is provided for detecting the transverse deflection of the middle chassis and the steering angle of the end carriages is determined by a hydraulic or electrical actuating device as a function of the transverse deflection of the middle chassis detected by this device.

Zu der in den Fig. 1 bis 4 dargestellten Ausführungsform der erfindungsgemäßen Fahrwerksgruppe ist noch zu erwähnen, daß die Kopplungseinrichtungen 19 keinen direkten Kontakt zum Wagenkasten 1 haben, womit - unabhängig von der momentanen Stellung des Wagenkastens 1 - immer eine richtige Fahrwerkstellung gegeben ist. Ein weiterer Vorteil des in den Fig. 1 bis 4 dargestellten Waggons besteht darin, daß dieser ein autonomes Schienenfahrzeug darstellt, der in herkömmlicher Weise mit anderen Schienenfahrzeugen gekuppelt werden kann.1 to 4, it should also be mentioned that the coupling devices 19 have no direct contact with the car body 1, so that - regardless of the current position of the car body 1 - there is always a correct chassis position. Another advantage of the wagons shown in FIGS. 1 to 4 is that it represents an autonomous rail vehicle that can be coupled with other rail vehicles in a conventional manner.

Claims (14)

  1. A chassis group for a rail vehicle or for a bogie of a rail vehicle, comprising two two-wheel end chassis (2, 3) which are displaceable in respect of their turning lock and the chassis frames (8) of which are respectively sprung by way of at least one spring element (9) in a vertical direction relative to the car body of the rail vehicle or the bogie, and a central chassis (4) which is disposed between the two end chassis and the deflection of which, that occurs in track curves, transversely to the longitudinal direction of the rail vehicle or the bogie, by way of coupling devices (19) controls the turning lock of the two end chassis (2, 3), wherein the chassis frame (12) of the central chassis (4) is mounted at the addle region of the car body or the bogie or is guided relative thereto movably transversely to the longitudinal direction of the rail vehicle or the bogie and the chassis frame (12) of the central chassis (4) is sprung by way of at least one spring element (17) in a vertical direction relative to the car body or the bogie, characterised in that the wheels of the preferably two-wheel central chassis (4) and the wheels of the two-wheel end chassis (2, 3) are respectively independent individual wheels which are not connected together by a wheel set axle and that the chassis frame (12) of the central chassis (4) is guided by parallel guide links (13) which in the central position of the central chassis (4) extend substantially in the longitudinal direction of the rail vehicle or the bogie (30) and which are disposed in juxtaposed relationship transversely to said longitudinal direction and which are arranged between the chassis frame (12) and the car body (1) or bogie.
  2. A chassis group according to claim 1 characterised in that disposed beneath or above the plane of the parallel guide links (13) is a further guide link (14) which is pivotably mounted at one end to the chassis frame (12) of the central chassis (4) and at the other end to the car body (1) or to the bogie or to a portion (15) which is fixed with respect to the car body or the bogie respectively.
  3. A chassis group according to claim 1 or claim 2 characterised in that the central chassis (4) is mounted pivotably about an axis extending in the longitudinal direction of the vehicle.
  4. A chassis group according to one of claims 1 to 3 characterised in that a single centrally arranged air spring (9, 17) is provided as the spring element for each chassis (2, 3, 4).
  5. A chassis group according to one of claims 1 to 4 characterised in that a torsion bar (21) which is disposed transversely to the longitudinal direction of the vehicle or the bogie is rotatably mounted to the end chassis frame (8) and/or the central chassis frame (12), two non-rotatably fixed levers (20) projecting at the ends of the torsion bar, and that pivotably mounted to the ends of said levers (20) are two per se known coupling bars (19) which are disposed in crossed-over relationship and which connect the central chassis (4) and a respective end chassis (2, 3).
  6. A chassis group according to one of claims 1 to 4 characterised in that transmission of the transverse deflection of the central chassis to the steering movement of the end chassis is effected by way of a pull cable mechanism.
  7. A chassis group according to one of claims 1 to 4 characterised in that for transmission of the transverse deflection of the central chassis to the steering movement of the end chassis, arranged at the central chassis is a rack which by way of a pinion drives a rotatable shaft which extends in substantially the longitudinal direction of the vehicle or bogie and which in turn, for example by way of a spur gear drive, determines a steering movement of the corresponding end chassis.
  8. A chassis group according to one of claims 1 to 4 characterised in that there is provided an electrical or hydraulic device for detecting the transverse deflection of the central chassis and the turning lock of the end chassis is established by way of a hydraulic or electrical control device in dependence on the transverse deflection of the central chassis, which is detected by said detection device.
  9. A chassis group according to one of claims 1 to 8 characterised in that two linkage assemblies (22, 23, 26, 27, 28, 29) are provided for transmission of the transverse deflection of the central chassis to the steering movement of the end chassis, which linkage assemblies are arranged on both sides laterally outside the wheels (11, 16), preferably symmetrically relative to the longitudinal central plane of the vehicle or bogie.
  10. A chassis group according to claim 9 characterised in that each linkage assembly has a shaft (23) mounted rotatably to the car body (1) or the bogie or a portion (24) connected thereto and from which projects a lever (22) which is non-rotatably connected to the shaft and which at the end is pivotably connected to the central chassis frame (12), from which shaft at least one further lever (26, 27) non-rotatably connected thereto (23) projects preferably at a right angle to said lever (22), said further lever (26, 27) being connected to an end chassis frame (8) by way of a bar (28, 29) which is pivotably mounted at both ends.
  11. A chassis group according to claim 10 characterised in that two further levers project fro the shaft (23), preferably in opposite directions, of which the one lever (26) is connected to the front end chassis frame (8) by way of a bar (28) and the other (27) is connected to the rear end chassis frame (8) by way of a bar (29).
  12. A chassis group according to claim 10 or claim 11 characterised in that the shaft (23) is perpendicular and the levers (22, 26, 27) project therefrom at locations disposed one above the other.
  13. A chassis group according to one of claims 1 to 12 characterised in that each of the two end chassis is guided by way of two parallel guide links (5) which are disposed one above the other and which are each pivotably mounted at one end to the chassis frame (8) of an end chassis (2, 3) and at the respective other end to the car body (1) or bogie or a portion (6) which is fixed with respect to the car body or bogie respectively.
  14. A chassis group according to one of claims 1 to 13 characterised in that the two end chassis are respectively loaded by way of springs which when turning lock is applied produce a return force for urging the towards the central straight-ahead running position.
EP90114227A 1989-07-27 1990-07-25 Wheel sub-frames for railway vehicles or bogies Expired - Lifetime EP0410407B1 (en)

Applications Claiming Priority (2)

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

Publications (3)

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

Family

ID=3521564

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90114227A Expired - Lifetime EP0410407B1 (en) 1989-07-27 1990-07-25 Wheel sub-frames for railway vehicles or bogies

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

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995029085A1 (en) * 1994-04-26 1995-11-02 Sig Schweizerische Industrie-Gesellschaft Single spring-mounted wheelset bogie
DE19507021C2 (en) * 1995-03-01 1999-12-16 Wax Ebeling Juergen Chassis for railway vehicles
DE102018210880A1 (en) * 2018-07-03 2020-01-09 Siemens Aktiengesellschaft Intermediate wheelset for a rail vehicle
DE102018133153A1 (en) 2018-12-20 2020-06-25 Bombardier Transportation Gmbh CHASSIS DEVICE FOR A RAIL VEHICLE

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH126953A (en) * 1927-03-11 1928-07-16 Jacob Werz Articulated underframe for three-axle rail traction vehicles.
DE590867C (en) * 1931-11-06 1934-01-12 Waggonfabrik A G Steering axle control, especially for rail vehicles with a central control axle
DE1208329B (en) * 1959-08-29 1966-01-05 Friedrich Helmrich Dipl Ing Three-part rail articulated trolley
DE3718254A1 (en) * 1987-05-30 1988-12-15 Fritz Prof Dr Ing Frederich CHASSIS FOR RAIL VEHICLES

Also Published As

Publication number Publication date
ATE117635T1 (en) 1995-02-15
DE59008340D1 (en) 1995-03-09
EP0410407A3 (en) 1991-11-27
EP0410407A2 (en) 1991-01-30

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