EP0619788B1 - Chassis member - Google Patents

Chassis member Download PDF

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Publication number
EP0619788B1
EP0619788B1 EP93902126A EP93902126A EP0619788B1 EP 0619788 B1 EP0619788 B1 EP 0619788B1 EP 93902126 A EP93902126 A EP 93902126A EP 93902126 A EP93902126 A EP 93902126A EP 0619788 B1 EP0619788 B1 EP 0619788B1
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EP
European Patent Office
Prior art keywords
piece
chassis side
wheel
chassis
arms
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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.)
Expired - Lifetime
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EP93902126A
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German (de)
French (fr)
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EP0619788A1 (en
Inventor
Heinrich Scheucken
Hansjochen Girod
Gerhard Korn
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Siemens AG
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Siemens AG
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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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the 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
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel

Definitions

  • the invention relates to a chassis beam for at least one single wheel of a rail vehicle.
  • a wheel guide rocker For single wheels of rail vehicles, a wheel guide rocker has been proposed in DE-C-35 46 493.
  • This wheel guide rocker is vertically movable with one end and horizontally fixed via a bearing block to a car body of the rail vehicle and supported at the other end by a load spring on the car body. Because the wheel guide rocker is supported on the car body only via a load spring, the bearing block must also support the car body in addition to absorbing the longitudinal forces. Driving comfort during acceleration and braking is therefore not yet optimal.
  • the object of the present invention is to provide a chassis beam of the type mentioned at the outset which enables the construction of a passenger-friendly rail vehicle with improved driving comfort, in particular also in acceleration and braking processes.
  • the chassis beam according to the invention is connected via a longitudinal stabilizer to the car body of the rail vehicle and is supported on the car body via at least two load springs.
  • the vehicle support and the longitudinally elastic stabilization of the vehicle when it occurs Propulsion and braking forces are therefore separate. This enables a better absorption of the long vibrations and the transverse forces by the load springs, while at the same time the longitudinal forces occurring during an acceleration or braking process are better transferred from the chassis beam to the car body.
  • FIGS. 1-5 1 denotes a chassis beam, which is designed as a torsionally rigid and rigid support and which can be produced, for example, from steel, light metal, carbon fiber-reinforced plastic or combinations thereof.
  • the chassis beam 1 is vertically movable with its one end via a longitudinal stabilizer 2 and horizontally fixedly connected to the body 3 of a rail vehicle and is supported at both ends by load springs 4 and 5 on the body 3.
  • an individual wheel 6 is horizontally pivoted and can be horizontally steered by means of an actuator 7 relative to the chassis beam 1 about a pivot axis lying in the contact plane of the individual wheel 6.
  • the horizontal steerability of the individual wheel 6 significantly improves the running behavior of the wagon in tight bends.
  • the individual wheel 6 is mounted on the outside in the chassis beam 1. However, it is also possible to mount the individual wheel 6 on the inside.
  • the chassis beam 1 offers the possibility of rotatably mounting the individual wheel 6 in a wheel carrier which is held horizontally pivotably in the chassis beam 1.
  • a wheel carrier which is held horizontally pivotably in the chassis beam 1.
  • Such storage of a single wheel which is known from DE-C-35 46 493, offers the possibility in a simple manner, e.g. to integrate the wheel hub motor known from DE-C-35 38 513 into the wheel carrier.
  • an individual wheel 6 mounted in the chassis beam 1 can also be driven by the drive motor described in EP-B-0 247 389.
  • This traction motor is arranged axially outside the wheel shaft of the individual wheel 6 in the wheel housing 8 of the car body 3 and is axially outside the individual wheel 6 via a bevel gear or worm gear in driving connection with the wheel shaft.
  • the longitudinal stabilizer 2 is mounted in bearings 10, 11 in the body 3 and articulated to the chassis beam 1 with a horizontally guided bolt 12.
  • the chassis beam 1 is thus vertically movable, the transition of Propulsion and braking forces from the chassis beam 1 to the body 3 are longitudinally elastic and structure-borne noise damped. This results in a significantly improved braking and acceleration behavior of the rail vehicle regardless of the arrangement of the individual wheels and regardless of whether it is a rotating or driven single wheel.
  • a guide element 9 is provided in the area of the individual wheel 6.
  • the guide element 9 is fastened at its lower end via a bearing 13 to the chassis beam 1 and at its upper end via a bearing 14 to a vibration absorber element 15 in the side wheel arch 8 of the car body 3.
  • the lower end of the guide element 9 is preferably connected to the chassis beam 1 above the hub of the individual wheel 6.
  • damping elements 16 and 17 connect the chassis beam 1 to the vibration absorber element 15 arranged in the wheel arch 8 (FIG. 1 + 2).
  • the vibration absorber element 15 can be designed as a cross or bell carrier.
  • the vibration absorber element 15 is designed as a cross member, that is to say with four arms.
  • the arms 151 and 152 are parallel to the vehicle longitudinal axis, the other two arms 153 and 154 are parallel to the vehicle transverse axis.
  • Spring elements 18 and 19 are arranged between the arms 151 and 152 pointing in the longitudinal direction and the wheel housing 8. Between the arms 153 and 154 pointing in the transverse direction and the wheel arch 8 Spring elements 20 and 21 arranged.
  • the spring elements 18 and 19 installed in the longitudinal direction absorb the high-frequency vibrations caused by short impacts, which result, for example, from corrugations on the rails or heavy contamination of the rail heads.
  • the spring elements 20 and 21 installed in the transverse direction which can have a different spring characteristic, take over in the transverse direction together with the guide element 9 and the bearings 13 and 14 the elastic stabilization of the lateral forces which occur due to the lateral acceleration of the car body 3 when driving through curves and cause a tipping moment between the wheel contact point and the chassis beam 1.
  • the transverse and torsional forces acting on the chassis beam 1 are absorbed by a guide element 22.
  • the guide element 22 is in turn fastened like the guide element 9 according to FIGS. 1-3 via bearings 13 and 14.
  • a damping element 23 is integrated in the guide element 22. This can be done constructively e.g. daduch be realized that the damping element 23 is integrated in a reinforced guide tube which is provided with arms. In this embodiment of the chassis spar 1, an optimal reduction of the high-frequency shocks is achieved with all payload conditions of the rail vehicle.
  • the load springs 4, 5 and the damping elements 16 and 17 (FIG. 1-3) and the damping element 23 (FIG. 4 + 5) can be connected via a compressed air line 24 (for reasons of clarity only shown in dashed lines in FIG. 4) with compressed air. This achieves a continuous regulation of the damping forces as a function of the air pressure in the load springs 4 and 5 and thus the vehicle load.
  • the load-dependent loading of the load springs 4 and 5 with compressed air and the load-dependent control of the degree of damping of the damping elements 16, 17 and 23 make it possible to regulate the level in a simple manner, which ensures that the lower limit of the ground clearance is not undershot with the smallest possible entry height.
  • the stops 25 and 26 shown in FIG. 5 serve only to prevent the chassis spar 1 from tilting excessively with respect to the car body 3.
  • the chassis beam 1 according to the invention is particularly well suited for being equipped with a rail brake device 27.
  • the rail brake device 27 is in this case arranged on the underside of the chassis spar 1, that is to say on the side facing the rail.
  • the rail brake device 27 comprises a brake body 28 which is fastened to the chassis beam 1 in a height-adjustable manner on a horizontally rotatable brake carrier 29.
  • the brake carrier 29 is horizontally rotatably mounted in a driver device 30 which is firmly connected to the chassis beam 1.
  • the brake body 28 is provided with elongated holes and suspended with springs 31 and 32 on height-adjustable bolts 33 and 34 which can be screwed into the brake carrier 29.
  • the braking force is transferred from the brake body 28 via the driver device 30 directly to the chassis beam 1 and by means of the longitudinal stabilizer 2 to the car body 3.
  • the brake carrier 29 is not loaded by the braking force, since the play between the brake body 28 and the driver device 30 is smaller than the play of the bolts 33 and 34 in the elongated holes of the brake body 28.
  • the brake body 28 is adjusted to the course of the rail by the actuator 7, which is responsible for the horizontal steerability of the individual wheel 6.
  • the actuator 7 has a lever 35 connected to the brake body 28.
  • the determination of the rail profile necessary for steering the individual wheel 6 and for adjusting the brake body 28 can be carried out by means of the rail profile measuring device known from EP-A-0 374 290.
  • This measuring device detects the course of the rail by means of an opto-electronic or (electro-) magnetic sensor device and determines the actuating pulses required for the actuator 7 in an electronic evaluation system depending on the course of the rail.
  • the steering of the single wheel 6 can, however, also be carried out by the single wheel control device according to the European patent applications 91 101 065.0 and 91 111 580.6.
  • the brake body 28 can e.g. be connected to the steering lever for the single wheel 6 via a lever mechanism.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The construction of a railway vehicle providing improved passenger comfort, especially during acceleration and braking, is facilitated by a chassis member (1) for at least an individual wheel (6) in which the chassis member (1) is secured at one end to the body (3) of the railway vehicle via a longitudinal stabiliser (2) to be vertically movable and horizontally fixed and is supported at both ends to the vehicle body (3) via compression springs (4, 5).

Description

Die Erfindung bezieht sich auf einen Fahrwerksholm für wenigstens ein Einzelrad eines Schienenfahrzeugs.The invention relates to a chassis beam for at least one single wheel of a rail vehicle.

Für Einzelräder von Schienenfahrzeugen ist in der DE-C-35 46 493 eine Radführungsschwinge vorgeschlagen worden. Diese Radführungsschwinge ist mit ihrem einen Ende vertikal beweglich und horizontal fest über einen Lagerbock mit einem Wagenkasten des Schienenfahrzeugs verbunden und mit ihrem anderen Ende über eine Lastfeder an dem Wagenkasten abgestützt. Dadurch, daß die Radführungsschwinge nur über eine Lastfeder am Wagenkasten abgestützt ist, muß der Lagerbock neben der Aufnahme der Längskräfte auch die Abstützung des Wagenkastens übernehmen. Der Fahrkomfort während eines Beschleunigungs und Bremsvorganges ist deshalb noch nicht optimal.For single wheels of rail vehicles, a wheel guide rocker has been proposed in DE-C-35 46 493. This wheel guide rocker is vertically movable with one end and horizontally fixed via a bearing block to a car body of the rail vehicle and supported at the other end by a load spring on the car body. Because the wheel guide rocker is supported on the car body only via a load spring, the bearing block must also support the car body in addition to absorbing the longitudinal forces. Driving comfort during acceleration and braking is therefore not yet optimal.

Aufgabe der vorliegenden Erfindung ist es, einen Fahrwerksholm der eingangs genannten Art zu schaffen, der die Konstruktion eines fahrgastfreundlichen Schienenfahrzeugs mit einem, insbesondere auch bei Beschleunigungs- und Bremsvorgängen, verbesserten Fahrkomfort ermöglicht.The object of the present invention is to provide a chassis beam of the type mentioned at the outset which enables the construction of a passenger-friendly rail vehicle with improved driving comfort, in particular also in acceleration and braking processes.

Diese Aufgabe wird erfindungsgemäß durch die Merkmale des Anspruchs 1 gelöst. Vorteilhafte Ausgestaltungen der Erfindung sind in den Ansprüchen 2 bis 18 beschrieben.This object is achieved by the features of claim 1. Advantageous embodiments of the invention are described in claims 2 to 18.

Der erfindungsgemäße Fahrwerksholm ist über einen Längsstabilisator mit dem Wagenkasten des Schienen fahrzeugs verbunden und über wenigstens zwei Lastfedern am Wagenkasten abgestützt. Die Fahrzeugabstützung sowie die längselastische Stabilisierung des Fahrzeugs bei auftretenden Vortriebs- und Bremskräften erfolgt also getrennt. Damit ist eine bessere Aufnahme der langen Schwingungen sowie der Querkräfte durch die Lastfedern möglich, wobei gleichzeitig die während eines Beschleunigungs- oder Bremsvorganges auftretenden Längskräfte besser vom Fahrwerksholm auf den Wagenkasten übergeleitet werden.The chassis beam according to the invention is connected via a longitudinal stabilizer to the car body of the rail vehicle and is supported on the car body via at least two load springs. The vehicle support and the longitudinally elastic stabilization of the vehicle when it occurs Propulsion and braking forces are therefore separate. This enables a better absorption of the long vibrations and the transverse forces by the load springs, while at the same time the longitudinal forces occurring during an acceleration or braking process are better transferred from the chassis beam to the car body.

Weitere Vorteile und Einzelheiten der Erfindung ergeben sich aus der nachfolgenden Beschreibung von Ausführungsbeispielen anhand der Zeichnung und in Verbindung mit den Ansprüchen 2 bis 18. Es zeigen:

FIG 1
eine Seitenansicht einer ersten Ausführungsform des erfindungsgemäßen Fahrwerksholms,
FIG 2
einen Schnitt durch den Fahrwerksholm entlang der Linie II-II in FIG 1,
FIG 3
einen Schnitt durch den Fahrwerksholm entlang der Linie III-III in FIG 1,
FIG 4
eine Seitenansicht einer zweiten Ausführungsform des erfindungsgemäßen Fahrwerksholms,
FIG 5
einen Schnitt durch den Fahrwerksholm entlang der Linie V-V in FIG 4.
Further advantages and details of the invention emerge from the following description of exemplary embodiments with reference to the drawing and in conjunction with claims 2 to 18.
FIG. 1
2 shows a side view of a first embodiment of the chassis spar according to the invention,
FIG 2
2 shows a section through the chassis spar along the line II-II in FIG. 1,
FIG 3
2 shows a section through the chassis spar along the line III-III in FIG. 1,
FIG 4
2 shows a side view of a second embodiment of the chassis spar according to the invention,
FIG 5
4 shows a section through the chassis beam along the line VV in FIG. 4.

In den FIG 1-5 ist mit 1 ein Fahrwerksholm bezeichnet, der als verwindungs- und biegesteifer Träger ausgebildet ist und der z.B. aus Stahl, Leichtmetall, kohlefaserverstärktem Kunststoff oder deren Kombinationen hergestellt werden kann. Der Fahrwerksholm 1 ist mit seinem einen Ende über einen Längsstabilisator 2 vertikal beweglich und horizontal fest mit dem Wagenkasten 3 eines Schienenfahrzeugs verbunden und mit beiden Enden über Lastfedern 4 und 5 am Wagenkasten 3 abgestützt.In FIGS. 1-5, 1 denotes a chassis beam, which is designed as a torsionally rigid and rigid support and which can be produced, for example, from steel, light metal, carbon fiber-reinforced plastic or combinations thereof. The chassis beam 1 is vertically movable with its one end via a longitudinal stabilizer 2 and horizontally fixedly connected to the body 3 of a rail vehicle and is supported at both ends by load springs 4 and 5 on the body 3.

Im Fahrwerksholm 1 ist ein Einzelrad 6 horizontal schwenkbar gelagert und mittels eines Stellgliedes 7 gegenüber dem Fahrwerksholm 1 um eine in der Aufstandsebene des Einzelrades 6 liegende Schwenkachse horizontal lenkbar. Durch die horizontale Lenkbarkeit des Einzelrades 6 wird das Wagenlaufverhalten in engen Gleisbögen wesentlich verbessert.In the chassis beam 1, an individual wheel 6 is horizontally pivoted and can be horizontally steered by means of an actuator 7 relative to the chassis beam 1 about a pivot axis lying in the contact plane of the individual wheel 6. The horizontal steerability of the individual wheel 6 significantly improves the running behavior of the wagon in tight bends.

Bei den in FIG 1-5 gezeigten Ausführungsbeispielen ist das Einzelrad 6 außenseitig im Fahrwerksholm 1 gelagert. Es ist jedoch auch eine innenseitige Lagerung des Einzelrades 6 möglich.In the exemplary embodiments shown in FIGS. 1-5, the individual wheel 6 is mounted on the outside in the chassis beam 1. However, it is also possible to mount the individual wheel 6 on the inside.

Darüber hinaus bietet der erfindungsgemäße Fahrwerksholm 1 die Möglichkeit, das Einzelrad 6 in einem Radträger, der im Fahrwerksholm 1 horizontal schwenkbar gehalten ist, drehbar zu lagern. Eine derartige Lagerung eines Einzelrades, die aus der DE-C-35 46 493 bekannt ist, bietet die Möglichkeit auf einfache Weise, z.B. den aus der DE-C-35 38 513 bekannten Radnabenmotor in den Radträger zu integrieren. Anstelle eines Radnabenantriebs kann ein im Fahrwerksholm 1 gelagertes Einzelrad 6 auch von dem in der EP-B-0 247 389 beschriebenen Fahrmotor angetrieben werden. Dieser Fahrmotor ist axial außerhalb der Radwelle des Einzelrades 6 im Radkasten 8 des Wagenkastens 3 angeordnet und steht axial außerhalb des Einzelrades 6 über ein Kegelrad- oder Schneckengetriebe in Mitnahmeverbindung mit der Radwelle.In addition, the chassis beam 1 according to the invention offers the possibility of rotatably mounting the individual wheel 6 in a wheel carrier which is held horizontally pivotably in the chassis beam 1. Such storage of a single wheel, which is known from DE-C-35 46 493, offers the possibility in a simple manner, e.g. to integrate the wheel hub motor known from DE-C-35 38 513 into the wheel carrier. Instead of a wheel hub drive, an individual wheel 6 mounted in the chassis beam 1 can also be driven by the drive motor described in EP-B-0 247 389. This traction motor is arranged axially outside the wheel shaft of the individual wheel 6 in the wheel housing 8 of the car body 3 and is axially outside the individual wheel 6 via a bevel gear or worm gear in driving connection with the wheel shaft.

Der Längsstabilisator 2 ist in Lagern 10,11 im Wagenkasten 3 gelagert und mit einem horizontal geführten Bolzen 12 an den Fahrwerksholm 1 angelenkt. Der Fahrwerksholm 1 ist damit vertikal beweglich, wobei die Überleitung der Vortriebs- und Bremskräfte vom Fahrwerksholm 1 auf den Wagenkasten 3 längselastisch federnd und körperschallgedämpft erfolgt. Damit ergibt sich unabhängig von der Anordnung der Einzelräder und unabhängig davon, ob es sich um ein mitlaufendes oder angetriebenes Einzelrad handelt, ein wesentlich verbessertes Brems- und Beschleunigungsverhalten des Schienenfahrzeugs.The longitudinal stabilizer 2 is mounted in bearings 10, 11 in the body 3 and articulated to the chassis beam 1 with a horizontally guided bolt 12. The chassis beam 1 is thus vertically movable, the transition of Propulsion and braking forces from the chassis beam 1 to the body 3 are longitudinally elastic and structure-borne noise damped. This results in a significantly improved braking and acceleration behavior of the rail vehicle regardless of the arrangement of the individual wheels and regardless of whether it is a rotating or driven single wheel.

Zur Aufnahme und elastischen Stabilisierung von Quer- und Verdrehkräften, die z.B. bei der Seitenbeschleunigung des Wagenkastens 3 beim Durchfahren von Kurven auftreten, ist im Bereich des Einzelrades 6 ein Führungselement 9 vorgesehen. Das Führungselement 9 ist hierzu an seinem unteren Ende über ein Lager 13 am Fahrwerksholm 1 und an seinem oberen Ende über ein Lager 14 an einem Schwingungsabsorberelement 15 im seitlichen Radkasten 8 des Wagenkastens 3 befestigt. Das untere Ende des Führungselements 9 ist hierbei vorzugsweise oberhalb der Nabe des Einzelrades 6 mit dem Fahrwerksholm 1 verbunden.For the absorption and elastic stabilization of transverse and torsional forces, e.g. occur in the lateral acceleration of the car body 3 when driving through curves, a guide element 9 is provided in the area of the individual wheel 6. For this purpose, the guide element 9 is fastened at its lower end via a bearing 13 to the chassis beam 1 and at its upper end via a bearing 14 to a vibration absorber element 15 in the side wheel arch 8 of the car body 3. The lower end of the guide element 9 is preferably connected to the chassis beam 1 above the hub of the individual wheel 6.

Parallel zu den Lastfedern 4 und 5 verbinden Dämpfungselemente 16 und 17 den Fahrwerksholm 1 mit dem im Radkasten 8 angeordneten Schwingungsabsorberelement 15 (FIG 1+2). Das Schwingungsabsorberelement 15 kann als Kreuz- oder Glockenträger ausgebildet sein. Im vorliegenden Ausführungsbeispiel ist das Schwingungsabsorberelement 15 als Kreuzträger, also vierarmig ausgebildet. Die Arme 151 und 152 sind parallel zur Fahrzeuglängsachse, die beiden anderen Arme 153 und 154 liegen parallel zur Fahrzeugquerachse. Zwischen den in Längsrichtung zeigenden Armen 151 und 152 und dem Radkasten 8 sind Federelemente 18 und 19 angeordnet. Zwischen den in Querrichtung zeigenden Armen 153 und 154 und dem Radkasten 8 sind Federelemente 20 und 21 angeordnet. Die in Längsrichtung eingebauten Federelemente 18 und 19 nehmen die von kurzen Stößen verursachten hochfrequenten Schwingungen auf, die z.B. von Schienenverriffelungen oder starken Verschmutzungen der Schienenköpfe herrühren. Die in Querrichtung eingebauten Federelemente 20 und 21, die eine andere Federcharakteristik haben können, übernehmen in der Querrichtung gemeinsam mit dem Führungselement 9 und den Lagern 13 und 14 die elastische Stabilisierung der Seitenkräfte, die aufgrund der Seitenbeschleunigung des Wagenkastens 3 beim Durchfahren von Kurven auftreten und ein Kippmoment zwischen Radaufstandspunkt und Fahrwerksholm 1 entstehen lassen. Durch die Lagerung des Führungselementes 9 in den Lagern 13 und 14 ist eine Längsbewegung des Fahrwerksholms 1 gegenüber dem Wagenkasten 3 innerhalb des Federweges des Längsstabilisators 2 als Folge der auftretenden Vortriebs- und Bremskräfte möglich.In parallel to the load springs 4 and 5, damping elements 16 and 17 connect the chassis beam 1 to the vibration absorber element 15 arranged in the wheel arch 8 (FIG. 1 + 2). The vibration absorber element 15 can be designed as a cross or bell carrier. In the present exemplary embodiment, the vibration absorber element 15 is designed as a cross member, that is to say with four arms. The arms 151 and 152 are parallel to the vehicle longitudinal axis, the other two arms 153 and 154 are parallel to the vehicle transverse axis. Spring elements 18 and 19 are arranged between the arms 151 and 152 pointing in the longitudinal direction and the wheel housing 8. Between the arms 153 and 154 pointing in the transverse direction and the wheel arch 8 Spring elements 20 and 21 arranged. The spring elements 18 and 19 installed in the longitudinal direction absorb the high-frequency vibrations caused by short impacts, which result, for example, from corrugations on the rails or heavy contamination of the rail heads. The spring elements 20 and 21 installed in the transverse direction, which can have a different spring characteristic, take over in the transverse direction together with the guide element 9 and the bearings 13 and 14 the elastic stabilization of the lateral forces which occur due to the lateral acceleration of the car body 3 when driving through curves and cause a tipping moment between the wheel contact point and the chassis beam 1. By mounting the guide element 9 in the bearings 13 and 14, a longitudinal movement of the chassis beam 1 relative to the car body 3 is possible within the spring travel of the longitudinal stabilizer 2 as a result of the propulsion and braking forces that occur.

In den FIG 4 und 5 werden die auf den Fahrwerksholm 1 wirkenden Quer- und Verdrehkräfte durch ein Führungselement 22 aufgenommen. Das Führungselement 22 ist hierbei wiederum wie das Führungselement 9 gemäß den FIG 1-3 über Lager 13 bzw.14 befestigt. In das Führungselement 22 ist ein Dämpfungselement 23 integriert. Konstruktiv kann dies z.B. daduch realisiert werden, daß das Dämpfungselement 23 in einem verstärkten Führungsrohr, das mit Armen versehen ist, integriert ist. Bei dieser Ausführungsform des Fahrwerksholms 1 wird eine optimale Reduzierung der hochfrequenten Stöße bei allen Zuladungsverhältnissen des Schienenfahrzeugs erzielt.4 and 5, the transverse and torsional forces acting on the chassis beam 1 are absorbed by a guide element 22. The guide element 22 is in turn fastened like the guide element 9 according to FIGS. 1-3 via bearings 13 and 14. A damping element 23 is integrated in the guide element 22. This can be done constructively e.g. daduch be realized that the damping element 23 is integrated in a reinforced guide tube which is provided with arms. In this embodiment of the chassis spar 1, an optimal reduction of the high-frequency shocks is achieved with all payload conditions of the rail vehicle.

Die Lastfedern 4,5 sowie die Dämpfungselemente 16 und 17 (FIG 1-3) sowie das Dämpfungselement 23 (FIG 4+5) können über eine Druckluftleitung 24 (aus Gründen der Übersichtlichkeit nur in FIG 4 gestrichelt dargestellt) mit Druckluft beaufschlagt werden. Hierdurch wird eine stufenlose Regelung der Dämpfungskräfte als Funktion des Luftdruckes in den Lastfedern 4 und 5 und damit der Wagenbelastung erreicht.The load springs 4, 5 and the damping elements 16 and 17 (FIG. 1-3) and the damping element 23 (FIG. 4 + 5) can be connected via a compressed air line 24 (for reasons of clarity only shown in dashed lines in FIG. 4) with compressed air. This achieves a continuous regulation of the damping forces as a function of the air pressure in the load springs 4 and 5 and thus the vehicle load.

Durch die lastabhängige Beaufschlagung der Lastfedern 4 und 5 mit Druckluft sowie durch die lastabhängige Steuerung des Dämpfungsgrades der Dämpfungselemente 16,17 bzw.23 ist auf einfache Weise eine Niveauregulierung möglich, die gewährleistet, daß die untere Grenze der Bodenfreiheit bei kleinstmöglicher Einstiegshöhe nicht unterschritten wird.The load-dependent loading of the load springs 4 and 5 with compressed air and the load-dependent control of the degree of damping of the damping elements 16, 17 and 23 make it possible to regulate the level in a simple manner, which ensures that the lower limit of the ground clearance is not undershot with the smallest possible entry height.

Die in FIG 5 dargestellten Anschläge 25 und 26 dienen lediglich dazu, ein übermäßiges Neigen des Fahrwerksholms 1 gegenüber dem Wagenkasten 3 zu verhindern.The stops 25 and 26 shown in FIG. 5 serve only to prevent the chassis spar 1 from tilting excessively with respect to the car body 3.

Aufgrund seiner längselastischen Stabilisierung durch den Längsstabilisator 2 ist der erfindungsgemäße Fahrwerksholm 1 besonders gut für die Ausstattung mit einer Schienenbremsvorrichtung 27 geeignet.Because of its longitudinally elastic stabilization by the longitudinal stabilizer 2, the chassis beam 1 according to the invention is particularly well suited for being equipped with a rail brake device 27.

Die Schienenbremsvorrichtung 27 ist hierbei an der Unterseite des Fahrwerksholms 1, also an der der Schiene zugewandten Seite angeordnet. Die Schienenbremsvorrichtung 27 umfaßt einen Bremskörper 28, der an einem horizontal drehbeweglichen Bremsträger 29 höhenverstellbar am Fahrwerksholm 1 befestigt ist. Der Bremsträger 29 ist in einer mit dem Fahrwerksholm 1 fest verbundenen Mitnehmereinrichtung 30 horizontal drehbar gelagert. Der Bremskörper 28 ist mit Langlöchern versehen und mit Federn 31 und 32 an höhenverstellbaren Bolzen 33 und 34, die im Bremsträger 29 einschraubbar sind, aufgehängt.The rail brake device 27 is in this case arranged on the underside of the chassis spar 1, that is to say on the side facing the rail. The rail brake device 27 comprises a brake body 28 which is fastened to the chassis beam 1 in a height-adjustable manner on a horizontally rotatable brake carrier 29. The brake carrier 29 is horizontally rotatably mounted in a driver device 30 which is firmly connected to the chassis beam 1. The brake body 28 is provided with elongated holes and suspended with springs 31 and 32 on height-adjustable bolts 33 and 34 which can be screwed into the brake carrier 29.

Durch die im Bremsträger 29 einschraubbaren Bolzen 33 und 34 kann auf einfache Weise der am Bremskörper 28 auftretende Bandagenverschl iß berücksichtigt werden. Die Bremskraft wird vom Bremskorper 28 über die Mitnehmereinrichtung 30 direkt auf den Fahrwerksholm 1 und mittels des Längsstabilisators 2 auf den Wagenkasten 3 übergeleitet. Der Bremsträger 29 wird von der Bremskraft nicht belastet, da das Spiel zwischen dem Bremskörper 28 und der Mitnehmereinrichtung 30 kleiner ist als das Spiel der Bolzen 33 und 34 in den Langlöchern des Bremskörpers 28.Due to the bolts 33 and 34 which can be screwed into the brake carrier 29, the bandage closure occurring on the brake body 28 can be taken into account in a simple manner. The braking force is transferred from the brake body 28 via the driver device 30 directly to the chassis beam 1 and by means of the longitudinal stabilizer 2 to the car body 3. The brake carrier 29 is not loaded by the braking force, since the play between the brake body 28 and the driver device 30 is smaller than the play of the bolts 33 and 34 in the elongated holes of the brake body 28.

Die Einstellung des Bremskörpers 28 auf den Schienenverlauf erfolgt im vorliegenden Ausführungsbeispiel durch das Stellglied 7, welches für die horizontale Lenkbarkeit des Einzelrades 6 verantwortlich ist. Das Stellglied 7 weist hierzu einen mit dem Bremskörper 28 verbundenen Hebel 35 auf.In the present exemplary embodiment, the brake body 28 is adjusted to the course of the rail by the actuator 7, which is responsible for the horizontal steerability of the individual wheel 6. For this purpose, the actuator 7 has a lever 35 connected to the brake body 28.

Die zur Lenkung des Einzelrades 6 und zur Einstellung des Bremskörpers 28 notwendige Ermittlung des Schienenverlaufs kann durch die aus der EP-A-0 374 290 bekannte Schienenverlauf-Meßeinrichtung erfolgen. Diese Meßeinrichtung erfaßt den Schienenverlauf mittels einer opto-elektronischen oder (elektro-)magnetischen Sensoreinrichtung und ermittelt in Abhängigkeit vom Schienenverlauf die für das Stellglied 7 erforderlichen Stellimpulse in einer Auswerteelektronik.The determination of the rail profile necessary for steering the individual wheel 6 and for adjusting the brake body 28 can be carried out by means of the rail profile measuring device known from EP-A-0 374 290. This measuring device detects the course of the rail by means of an opto-electronic or (electro-) magnetic sensor device and determines the actuating pulses required for the actuator 7 in an electronic evaluation system depending on the course of the rail.

Die Lenkung des Einzelrades 6 kann jedoch auch durch die Einzelrad-Steuervorrichtung gemäß den europäischen Patentanmeldungen 91 101 065.0 und 91 111 580.6 erfolgen. Der Bremskörper 28 kann in diesem Fall z.B. über einen Hebelmechanismus mit dem Lenkhebel für das Einzelrad 6 verbunden sein.The steering of the single wheel 6 can, however, also be carried out by the single wheel control device according to the European patent applications 91 101 065.0 and 91 111 580.6. In this case, the brake body 28 can e.g. be connected to the steering lever for the single wheel 6 via a lever mechanism.

Claims (18)

  1. Chassis side-piece (1) for at least one single wheel (6) of a rail vehicle, whereby the chassis side-piece (1) is connected at one end by way of a longitudinal stabilizer (2) to a car body (3) of the rail vehicle so as to be vertically moveable and horizontally fixed and it is supported at both ends on the car body (3) by way of load springs (4, 5).
  2. Chassis side-piece (1) according to claim 1, whereby the single wheel (6) is mounted in the chassis side-piece (1) so as to be horizontally pivoted and it can be controlled horizontally relative to the chassis side-piece (6) by means of at least one actuator (7).
  3. Chassis side-piece (1) according to claim 1 or 2, whereby the load springs (4, 5) are formed as compressed-air springs which can be loaded with compressed air in a load-dependent manner.
  4. Chassis side-piece (1) according to one of claims 1 to 3, whereby in the region of the single wheel (6) at least one guide element (9,22) is provided to absorb transverse and torsional forces, which element is fastened at its lower end to the chassis side-piece (1) and at its upper end in the lateral wheel case (8) of the car body (3).
  5. Chassis side-piece (1) according to claim 4, whereby the guide element (9,22) is connected to the chassis side-piece (1) above the hub of the single wheel (6).
  6. Chassis side-piece (1) according to one of claims 1 to 5, whereby in the region of the single wheel (6) there is provided a vibration-absorber element (15) acting in the longitudinal and/or transverse direction, which element is connected to the chassis side-piece (1) and is arranged in the lateral wheel case (8) of the car body (3).
  7. Chassis side-piece (1) according to claim 6, whereby the vibration-absorber element (15) is formed with four arms, and two arms (151,152) point parallel to the longitudinal vehicle axis and two arms (153,154) point parallel to the transverse vehicle axis.
  8. Chassis side-piece (1) according to claim 7, whereby between the arms (151,152) of the vibration-absorber element (15) pointing in the longitudinal direction and the wheel case (8) spring elements (18,19) are arranged to absorb the high-frequency collision excitations.
  9. Chassis side-piece (1) according to claim 7, whereby at the arms (153,154) of the vibration-absorber element (15) pointing in the transverse direction and at the wheel case (8) spring elements (20,21) are arranged to absorb the transverse acceleration forces.
  10. Chassis side-piece (1) according to one of claims 1 to 9, whereby between the load springs (4,5) and the hub of the single wheel (6) there is arranged in each case an absorbing element (16,17) connected to the wheel case (8) of the car body (3) to absorb the longitudinal vibrations.
  11. Chassis side-piece (1) according to claim 7 and 10, whereby the absorbing element (16,17) is connected to the arms (151,152) of the vibration-absorber element (15) which are arranged parallel to the longitudinal vehicle axis.
  12. Chassis side-piece (1) according to claim 5, whereby an absorbing element (23) is integrated into the guide element (22).
  13. Chassis side-piece (1) according to claim 10 or 12, whereby the degree of absorption of the absorbing elements (16,17,23) can be controlled in a load-dependent manner.
  14. Chassis side-piece (1) according to one of claims 1 to 13, whereby at its side facing the rail a rail braking device (27) is arranged, which includes a height-adjustable brake body (28) which can be rotated horizontally.
  15. Chassis side-piece (1) according to claim 14, whereby the brake body (28) is fastened in a height-adjustable manner to the chassis side-piece (1) by way of a horizontally rotatable brake support (29).
  16. Chassis side-piece (1) according to claim 15, whereby the rail braking device (27) includes a carrier device (30) firmly connected to the chassis side-piece (1), in which device the brake support (29) is mounted in a horizontally rotatable manner.
  17. Chassis side-piece (1) according to claim 16, whereby the brake body (28) can be displaced relative to the brake support (29) in the longitudinal direction until limitation by way of the carrier device (30).
  18. Chassis side-piece (1) according to claim 17, whereby the brake body (28) is provided with slots in which bolts (33,34) are guided which can be screwed into the brake support (29).
EP93902126A 1992-01-09 1992-12-22 Chassis member Expired - Lifetime EP0619788B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP93902126A EP0619788B1 (en) 1992-01-09 1992-12-22 Chassis member

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
EP92100279 1992-01-09
EP92100279 1992-01-09
EP93902126A EP0619788B1 (en) 1992-01-09 1992-12-22 Chassis member
PCT/EP1992/002979 WO1993013970A1 (en) 1992-01-09 1992-12-22 Chassis member

Publications (2)

Publication Number Publication Date
EP0619788A1 EP0619788A1 (en) 1994-10-19
EP0619788B1 true EP0619788B1 (en) 1995-11-15

Family

ID=8209227

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93902126A Expired - Lifetime EP0619788B1 (en) 1992-01-09 1992-12-22 Chassis member

Country Status (4)

Country Link
EP (1) EP0619788B1 (en)
AT (1) ATE130260T1 (en)
DE (1) DE59204378D1 (en)
WO (1) WO1993013970A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4404091A1 (en) * 1994-02-09 1995-08-10 Duewag Ag Arrangement of a magnetic rail brake on a single axle chassis
EP1050449A1 (en) * 1999-05-04 2000-11-08 Alusuisse Technology & Management AG Wheel support for vehicle
ES2435273T3 (en) * 2010-03-18 2013-12-17 Vossloh España S.A. Rail vehicle, in particular a low-floor rail vehicle

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB872389A (en) * 1957-07-17 1961-07-12 English Electric Co Ltd Improvements relating to bogies for rail vehicles
DE2552192A1 (en) * 1975-11-21 1977-06-02 Magirus Deutz Ag Compact suspension for beam axle - with trailing arms and single vertical brace in pivotted sleeve for lateral stability
DE3546493A1 (en) * 1985-10-30 1987-08-20 Siemens Ag Wheel guide rocker for horizontally swivellable rail wheels and control thereof
DE3707898A1 (en) * 1987-03-12 1988-09-22 Waggon Union Gmbh SINGLE-AXLE CHASSIS WITH LOOSE WHEELS FOR RAIL VEHICLES

Also Published As

Publication number Publication date
EP0619788A1 (en) 1994-10-19
ATE130260T1 (en) 1995-12-15
WO1993013970A1 (en) 1993-07-22
DE59204378D1 (en) 1995-12-21

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