EP1395477A1 - Railway undercarriage with a radially adjustable wheel axles - Google Patents
Railway undercarriage with a radially adjustable wheel axlesInfo
- Publication number
- EP1395477A1 EP1395477A1 EP01983504A EP01983504A EP1395477A1 EP 1395477 A1 EP1395477 A1 EP 1395477A1 EP 01983504 A EP01983504 A EP 01983504A EP 01983504 A EP01983504 A EP 01983504A EP 1395477 A1 EP1395477 A1 EP 1395477A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- wheel
- wheels
- handlebars
- rail
- carrier
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/44—Adjustment controlled by movements of vehicle body
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
Definitions
- the invention relates to a rail vehicle according to the preamble of the first claim.
- a known rail vehicle of this type (DE 37 25 574 A1) is designed as a two-axle bogie.
- the two wheels of each wheel pair sit on a common wheel axle.
- the wheel bearing of each wheel is designed with two arms and carries two spring elements arranged symmetrically to the wheel axis, which are longitudinally and transversely elastic.
- One arm of the bogie frame is supported on two spring elements.
- the longitudinal and transverse elastic spring elements form the primary suspension, while secondary spring elements are seated on the bogie frame, which in turn can carry an associated car body.
- a handlebar is pivotally connected to the individual wheel carriers via a pivot point. The handlebar runs essentially in the running direction of the wheels to the center of the associated bogie frame side member.
- the handlebars are hinged ah the opposite ends of a two-armed handlebar lever via pivot points.
- the two-armed handlebar lever is pivotally mounted at its center on an axis ' transverse to the direction of the wheels.
- the length of the handlebars is chosen so that the two-armed handlebar is almost vertical when driving straight ahead.
- the aim of this arrangement is that with a simple wheel set coupling which is controlled independently of the car body, an automatic radial adjustment of the wheel axles in curved tracks and at the same time high stability at high driving speeds is achieved and the longitudinal forces resulting from deceleration or acceleration processes are transmitted from the wheel pairs to the undercarriage without reaction ,
- the invention is based on the object at a rail running device according to the preamble of the first claim measures must be taken, by which with simple means the arc radius of the track currently traveled corresponding ' Turning movement of the wheel pair (s) towards the radial arc adjustment is achieved, regardless of the steering forces that result from the wheel-rail geometry.
- the fact is used that when a rail vehicle with excess centrifugal force bends, for example also because the car body tilts radially outwards, a higher load on the wheels on the outside of the bow than on the wheels on the inside of the bow occurs.
- the associated load carrier in the area of the outer wheels is loaded more than on the inner side of the bow.
- the spring elements between the load carrier and the wheel carrier or the outer wheel carriers are additionally compressed in their longitudinal direction, so that the distance between the load carrier and the respective wheel carrier is reduced.
- the wheels in question are relieved, as a result of which the distance between the load carrier and the respective wheel carrier increases in the vertical direction.
- the handlebars can also be used to transmit braking or driving forces between the wheel bearings and the associated car body when the car body is used as a load carrier.
- the handlebars of a pair of wheels are each inclined at the same angle of inclination with respect to the wheel contact plane, which is determined by the wheel contact points of the wheels on the track to be driven.
- a symmetrical pivoting of the associated axis about its vertical axis then takes place under the various operating conditions.
- 1 shows a rail bogie in the form of a two-axle bogie with a car body of a rail vehicle supported thereon
- 4 has a rail vehicle in the form of a rail vehicle shown in half, which has two uniaxial bogies and in which the bogie frame forms the 20 load carriers
- FIG. 5 shows a rail driving device in the form of a rail vehicle, only half of which is shown, in which the car body is supported directly on the wheel carriers by two uniaxial running gear by means of spring elements and in which the handlebars are arranged 25 within the space between the wheel pairs,
- FIG. 6 shows a rail travel device in the form of a rail vehicle shown only in half, in which the car body is supported by spring elements unmi telbaV on the wheel supports of two uniaxial drives and in which the handlebars are arranged 30 outside the space between the wheel pairs,
- Fig. 7 shows a rail vehicle with two separate car bodies and a two-axis Jacobs bogie supporting the ends of these car bodies and
- Fig. 8 is an enlarged sectional view in the region of a rail wheel with an associated handlebar on a bogie in plan view.
- a biaxial bogie forms a rail vehicle, in which the longitudinal members of a bogie frame 1, which are bent at both ends, are supported on two-armed wheel carriers 3 with the interposition of two primary spring elements 2.
- the four wheel carriers 3 are each assigned a rail wheel 4, two rail wheels 4 arranged in the same axis each forming a wheel pair with a common axis or shaft 5.
- Two rail wheels 4 arranged one behind the other in the running direction stand at contact points 6 each on a rail 7 of the rail track currently being traveled on.
- a handlebar 9 is pivotally articulated on each wheel carrier 3 at an articulation point 8, the other end of which is likewise articulated in an articulated manner via articulation points 10 directly via a bracket 13 on the load carrier, in this case on the bogie frame 1.
- the two rail wheels 4 assigned to a shaft 5 can be designed to run freely on the shaft 5 as idler wheels or rigidly coupled to the shaft 5 as a wheel set.
- the primary spring elements 2 are not only elastically deflectable for load carrying in their vertical longitudinal direction but also in the transverse direction, that is also parallel to the plane receiving the four contact points 6, so that the wheel sets are mounted for rotation about a virtual vertical axis relative to the bogie frame 1.
- the wheel sets can also be mounted on the bogie frame 1 so as to be pivotable about a real central vertical axis.
- the handlebars 9 project from each other from the axles 5 or the associated wheel carriers 3 and are accordingly articulated at the articulation points 10 in the space between the wheel pairs on the load carrier (bogie frame 1).
- the articulation point 10 on the bogie frame 1 is higher than the articulation points 8 of the articulation rods 9 on the respective wheel carrier 3 relative to the plane receiving the contact points 6.
- a car body 11 of a rail vehicle is supported via two secondary spring elements 12, which are arranged next to one another at a distance transversely to the direction of travel of the bogie, in each case in the region of the longitudinal members of the bogie 1 in the lowered central section.
- the weight load of the bogie frame changes due to the effect of the primary spring elements 2, its height distance from the respective wheel carrier 3 or the level determined by the contact points 6. Due to the direct articulation of the handlebars 9 in the articulation point 10 on the bogie frame 1, their height is also changed accordingly.
- the weight load is increased, the height distance between the articulation points 10 and said plane decreases, while the height distance between the articulation points 8 and this plane remains unchanged.
- the articulation points 10 move perpendicular to the contact plane, with a corresponding reduction in the angle of inclination of the handlebars, their effective length increases in a vertical projection onto this plane, or onto the plane receiving the longitudinal center lines of the shafts 5, so that the respective articulation point 8 and thus the associated wheel carrier 3 or the rail wheel 4 is pushed away from the articulation point 10 in the running direction. If the bogie frame 1 is relieved, the respective articulation point 10 moves upward away from the contact plane or the axial plane, as a result of which the effective length of the respective articulation rod 9 resulting from the vertical projection is reduced and the articulation point 8 in question and thus the wheel carrier 3 or the rail wheel 4 is pulled towards the associated articulation point 10.
- the rail vehicle traverses a track curve, then in particular the car body 1 1 tilts to the outside of the bow as a result of the centrifugal forces that occur, so that the outside rail of the bogie frame 1 is loaded with an increased weight, while the inside rail is generally relieved. Due to the centrifugal force increased weight load of the outer side member of the bogie frame 1, the outer wheel carrier 3 are thus pushed away from each other, so that the distance between the shafts 5 increases outside the arc. Will the Relieved inside the longitudinal member of the bogie, then the distance between the inner wheel carrier 3 is reduced accordingly.
- the shafts 5 of the two pairs of wheels 4, 4; 4, 4 are therefore automatically turned towards a radial setting with respect to the track curve 5 by the centrifugal forces occurring when traveling through bends.
- an ideal radial setting of the wheel pairs can be achieved by varying the spring stiffness of the primary springs and by choosing the length i0 and the angle of attack of the handlebars, especially for the most common arc radius of the track.
- the articulation point 10 moves vertically downward by the distance f when the bogie 1 is deflected
- the car body 11 of a rail vehicle forms the load carrier, which is supported by secondary springs 12 on a bogie frame 1 of a single-axle bogie.
- the bogie frame 1 in turn is supported in the same way as shown in Figure 1 over two
- the handlebar 9 extends here from the articulation point 8 on the wheel carrier 3 over the bogie frame 1 to directly to the articulation point 10 provided there on the car body 11 on a bracket 13.
- the articulation point 10 of the handlebar 9 assigned to the load carrier (car body 11) is also located here
- the handlebar rods 9, which likewise extend in a top view in the running direction of the bogie, are upward from the relevant wheel carrier 3 to the middle section of the car body 1 1 inclined.
- a further bogie is provided on the other part of the car body 11, which is not shown in the figure on the right, and which preferably sits in a mirror-image configuration and arrangement under the relevant part of the car body 11.
- the respective handlebar 9 is not articulated on the body 1 1, but rather on the bogie frame 1, which acts here as a load carrier, with the same structure as in FIG. 3.
- the handlebar 9 is arranged in such a way that it is inclined upwards from the articulation point 8 on the wheel carrier 3 to the further articulation point 10 and in turn points to the middle part of the car body 11.
- a correspondingly designed bogie is preferably provided in a mirror-image arrangement under the right section of the car body 11, which is likewise not shown here.
- the adjustment function of the handlebars 9 with respect to the axis 5 is analogous to the method of operation described in relation to FIGS. 1 and 2.
- the outer rail wheel 4 shown or its axis 5 is adjusted towards the nearest left end of the car body 1 shown on the left and thus in the direction of the radial alignment.
- the bogie is adjusted accordingly to the adjacent right free end of the car body and thus also to the radial alignment of the associated axle.
- the rail vehicle again has a car body 1 1 as a load carrier, which is supported via spring elements 2 directly on two-armed wheel carriers 3 of a single-axle running gear.
- the spring elements essentially correspond to the primary springs 2 according to the previously described figures.
- the handlebars 9 here run from the articulation point 8 on the wheel carrier 3 in question upwards to the further articulation point 10 connected to the car body 11 and point to the middle section of the car body 11.
- the vertical stroke of the articulation point 10 is used here, which is fixed directly on the car body 1 1. The stroke results from the forces occurring on the car body and the suspension properties of the spring elements 2 supporting the car body 10.
- a drive according to FIG. 5 is arranged under the car body 11, which in turn acts as a load carrier.
- the handlebar 9 falls here from the articulation point 8 on the wheel carrier 3 down to the wheel contact surface or to the rail 7 and is held at a sufficient height distance from the rail at the articulation point 10 provided there, the articulation point 10 in turn being rigidly connected to the car body 1 1 connected, downward console 13 is connected.
- FIG. 7 shows the use of a two-axis Jacobs bogie as a rail undercarriage according to FIG. 1 between the ends of two car bodies 11.
- the arrangement according to the invention can be used for classic wheel sets, it is special
- the handlebars 9 can be adjustable in length in order to be able to adjust the parallel alignment of the associated shafts 5 if a straight track is present.
- the handlebars 9 can optionally be provided with 0 elastic or inelastic bearings.
- the use of at least one rubber-elastic bearing is particularly advantageous in the case of wheelsets whose wheels are fixed on a common shaft, because then forces arising from the wheel-rail geometry can also be used for the functional reversing movement.
- the angle of inclination of the handlebars 9 can be selected 5 differently, depending on the desired steering angle of the axles 5 for a given inclination of the body 1 1.
- the inclination can be up to about 45 degrees and is preferably chosen to be less than 20 degrees.
- the inclination of the handlebars 9 is optionally adjusted by means of height-adjustable articulation points 8 and / or 10 in particular so that, with 0 axes 5 aligned parallel to one another, the extension of the imaginary central longitudinal axis ⁇ of the handlebar rods 9 intersects the imaginary central longitudinal axis of the associated wheel axis
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Handcart (AREA)
- Lighting Device Outwards From Vehicle And Optical Signal (AREA)
- Metal Rolling (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DK01983504T DK1395477T3 (en) | 2000-09-27 | 2001-09-26 | Rail driver with radial wheel axle adjustment |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10047737A DE10047737A1 (en) | 2000-09-27 | 2000-09-27 | Rail vehicle with a load carrier |
DE10047737 | 2000-09-27 | ||
PCT/EP2001/011099 WO2002026542A1 (en) | 2000-09-27 | 2001-09-26 | Railway undercarriage with a radially adjustable wheel axles |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1395477A1 true EP1395477A1 (en) | 2004-03-10 |
EP1395477B1 EP1395477B1 (en) | 2004-12-29 |
Family
ID=7657740
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01983504A Expired - Lifetime EP1395477B1 (en) | 2000-09-27 | 2001-09-26 | Railway undercarriage with a radially adjustable wheel axles |
Country Status (8)
Country | Link |
---|---|
US (1) | US7066095B2 (en) |
EP (1) | EP1395477B1 (en) |
AT (1) | ATE285922T1 (en) |
CA (1) | CA2423600C (en) |
DE (2) | DE10047737A1 (en) |
ES (1) | ES2234913T3 (en) |
PT (1) | PT1395477E (en) |
WO (1) | WO2002026542A1 (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2430421A (en) * | 2005-09-22 | 2007-03-28 | Bombardier Transp Gmbh | Rail vehicle bogie |
CN2905578Y (en) * | 2006-04-30 | 2007-05-30 | 中国南车集团眉山车辆厂 | Auxiliary truss bogie |
ES2478279T3 (en) | 2011-07-28 | 2014-07-21 | Bombardier Transportation Gmbh | Rail vehicle with self-driving undercarriage |
US9771088B2 (en) | 2015-05-13 | 2017-09-26 | Electro-Motive Diesel, Inc. | Locomotive truck steering system |
CN105460040B (en) * | 2016-01-04 | 2017-08-11 | 西南交通大学 | A kind of radial steering mechanism |
CN108001475A (en) * | 2016-10-31 | 2018-05-08 | 中车大同电力机车有限公司 | A kind of Self-Steering Power Bogie mechanism and railway locomotive steering |
CN113212620B (en) * | 2021-06-11 | 2022-05-03 | 浙江群英车业有限公司 | Electrodynamic balance swing car |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
NL24854C (en) * | 1928-07-27 | |||
DE2419989B2 (en) * | 1974-04-25 | 1980-02-14 | Brown, Boveri & Cie Ag, 6800 Mannheim | Axle arrangement movable in the axial direction |
DE3208168A1 (en) * | 1981-05-15 | 1983-09-08 | Krauss-Maffei AG, 8000 München | WHEELSET ARRANGEMENT |
EP0072328B1 (en) * | 1981-08-07 | 1985-05-08 | SOCIETE M T E Société anonyme | Bogie with orientatable wheel axles |
US4676755A (en) * | 1985-11-13 | 1987-06-30 | Erse Yagan | Pedal driven device |
DE3725574A1 (en) * | 1987-08-01 | 1989-02-16 | Messerschmitt Boelkow Blohm | CHASSIS FOR A RAIL VEHICLE |
US4891024A (en) * | 1988-04-20 | 1990-01-02 | Benjamin Robert J | Pedal boat propulsion system |
US4943251A (en) * | 1989-08-02 | 1990-07-24 | Yamaha Hatsudoki Kabushiki Kaisha | Pedal operated outboard motor for watercraft |
US5131332A (en) * | 1989-09-27 | 1992-07-21 | Utdc Inc. | Railway truck with steered axles and primary suspension |
US5282762A (en) * | 1991-08-08 | 1994-02-01 | John Cerreto | Propeller drive and steering mechanism for small craft |
EP0649782B1 (en) * | 1993-10-21 | 1999-11-17 | SLM Schweizerische Lokomotiv- und Maschinenfabrik AG | Railway vehicle and railway train for such a vehicle |
DE4400615C1 (en) * | 1994-01-12 | 1995-03-02 | Talbot Waggonfab | Wheel set guiding system with virtual wheel-set pivot axis |
EP0759390B1 (en) * | 1995-08-23 | 2000-03-08 | SLM Schweizerische Lokomotiv- und Maschinenfabrik AG | Running gear for a railway vehicle with adjustable wheelsets and railway vehicle with such a running gear |
DE19533263A1 (en) * | 1995-09-08 | 1997-03-13 | Duewag Ag | Bogie for rail vehicles |
ES2133229B1 (en) * | 1996-12-24 | 2000-04-16 | Talgo Patentes | SINGLE AXIS ROLLER WITH INDEPENDENT MOVABLE WHEELS FOR ARTICULATED CARS FOR CAR TRANSPORTATION. |
US6083065A (en) * | 1999-01-22 | 2000-07-04 | Hall; William R. | Paddle wheel propulsion device kit |
US6165030A (en) * | 2000-04-25 | 2000-12-26 | Lewis; Robert M. | Pedal driven propulsion device |
-
2000
- 2000-09-27 DE DE10047737A patent/DE10047737A1/en not_active Withdrawn
-
2001
- 2001-09-26 US US10/381,520 patent/US7066095B2/en not_active Expired - Fee Related
- 2001-09-26 AT AT01983504T patent/ATE285922T1/en active
- 2001-09-26 ES ES01983504T patent/ES2234913T3/en not_active Expired - Lifetime
- 2001-09-26 CA CA2423600A patent/CA2423600C/en not_active Expired - Fee Related
- 2001-09-26 DE DE50104999T patent/DE50104999D1/en not_active Expired - Lifetime
- 2001-09-26 EP EP01983504A patent/EP1395477B1/en not_active Expired - Lifetime
- 2001-09-26 PT PT01983504T patent/PT1395477E/en unknown
- 2001-09-26 WO PCT/EP2001/011099 patent/WO2002026542A1/en active IP Right Grant
Non-Patent Citations (1)
Title |
---|
See references of WO0226542A1 * |
Also Published As
Publication number | Publication date |
---|---|
EP1395477B1 (en) | 2004-12-29 |
DE10047737A1 (en) | 2002-04-11 |
WO2002026542A1 (en) | 2002-04-04 |
US7066095B2 (en) | 2006-06-27 |
CA2423600A1 (en) | 2003-03-26 |
US20040112248A1 (en) | 2004-06-17 |
CA2423600C (en) | 2011-07-05 |
DE50104999D1 (en) | 2005-02-03 |
PT1395477E (en) | 2005-03-31 |
ATE285922T1 (en) | 2005-01-15 |
ES2234913T3 (en) | 2005-07-01 |
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