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
  • B61F3/00—Types of bogies
  • B61F3/16—Types of bogies with a separate axle for each wheel
• • 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 single wheel undercarriage for rail vehicles, in particular commuter railways, consisting of a chassis frame guided to the car body via handlebars, in the chassis frame about single wheels mounted horizontally pivotably about bearing axles and air springs which cushion the car body relative to the chassis frame.
• an axle of the bogie normally used is dispensed with, in particular in the case of commuter railways, taking into account the maximum permissible axle load.
• the weight of the trolleys can be significantly reduced.
• special measures must be taken, however. to achieve this radial adjustment of the wheels.
• the aim of such a construction must be the most economical possible arrangement of all chassis components. This applies to all the necessary components, such as motors, gear stages, braking devices, spring stages and linkage elements, as well as the arrangement of these components with regard to low-maintenance maintenance.
• a single wheel chassis to meet the above requirements is described in European Patent Application No. 03 08 720.
• the individual wheels which can be individually pivoted about a vertical axis, automatically adjust themselves radially in the arc due to their geometric arrangement.
• the steering knuckles are mounted in a chassis frame, which in turn accommodates engine, transmission and brake elements.
• a multi-stage spur gear is required to bridge the spatial distance between the single wheel and the motor.
• additional supports which are described, for example, in European Patent Applications No. 03 11 868 and 03 08 760.
• the outlay on technical gear components is therefore very high in this construction described above.
• a further disadvantage of this construction is that a large percentage of the shocks occurring between the wheel and the rail are transferred directly into the vehicle by the rocker arm bearing on the body. Furthermore, the rocker arm sets itself obliquely when shock loads occur and when the air spring is vented relative to the top edge of the rail, so that the arrangement of elements which have to be guided horizontally to the top rail edge, for example a magnetic rail brake, is not readily possible on this rocker arm .
• the object of the present invention was to provide a single wheel chassis for rail vehicles with idler wheels, in which the required swivel angle is measured when cornering, transmitted to the wheel and adjusted accordingly, with the objective of a low-effort, simple construction, the necessary units for drive and braking are arranged that a safe driving behavior of the chassis is guaranteed.
• this object is achieved in that on each bearing housing, in front of and behind each wheel contact point, a sensor is arranged which scans the rail and from which a control cylinder adjusts the deflection of the individual wheel in accordance with the measured rail curvature.
• the sensors which pivot with the wheel determine the deviation of the rail position from the set wheel turning angle of the wheel and enter this information as an input variable in a control circuit for controlling the actuating cylinder and thus for correcting the wheel turning angle.
• a high level of operational reliability is achieved through a redundant arrangement or design of the components of this control loop.
• the active steering of the individual wheels makes it possible to dispense with angular gearboxes and torque supports.
• the wheel lock is insensitive to changes in the geometric conditions, for example due to manufacturing tolerances of the chassis frame or changes in the wheel and rail profile when worn.
• the position of the vertical axis can be chosen freely and can thus be adapted to the conditions of the vehicle.
• the bearing housings of each individual wheel of a chassis frame are connected to one another in an articulated manner by an adjusting rod.
• This actuating rod represents an additional safeguard for averaging in the event of measured deviations in the rail position of the individual individual wheels and enables the actuating cylinders required to be minimized.
• the handlebars guiding the chassis frame are designed as parallelogram links. This construction ensures that the undercarriage frame with all components attached to it always remains in a horizontal position when the car body is deflected relative to the undercarriage frame.
• Each air spring is advantageously arranged on the undercarriage frame, for example above the bearing housing. As a result, the chassis frame is largely kept free from disturbing bending moments.
• the drive motor, gearbox and brake are integrated in the bearing housing of each single wheel.
• This arrangement advantageously forms chassis components that can be prefabricated, which can be assembled economically and are easy to maintain.
• brackets for receiving the sensors and magnetic rail brakes are arranged on each bearing housing. By ensuring the horizontal position of the bearing housing, sensors and magnetic rail brakes can be arranged economically and reliably on the bracket attached to the bearing housing.
• the chassis frame is U-shaped in plan, the vertical axis for receiving the bearing housing being arranged near the free ends of the legs of the U-profile and the handlebars being arranged at the base of the chassis frame.
• stops are arranged further in the center of the base of the undercarriage frame, which, in cooperation with a stop piece of the car body, limit the required transverse play of the undercarriage frame with respect to the car body.
• the drive motor in the case of a driven single wheel, is fastened to the car body and is connected in a rotationally fixed manner to the transmission arranged in the bearing housing of the single wheel via a variable-length cardan shaft.
• the drive is not integrated directly into the wheel hub, but is arranged in such a way that there is a variable-length cardan shaft for torque transmission between the motor and the wheel unit.
• the driving motor can be attached to the chassis frame as well as in the vehicle itself. This considerably simplifies the design compared to the previous publications.
• the invention allows the design of a low-effort, lightweight and economical chassis.
• the effort for the active control of the wheel lock is compensated for by the elimination of complex gear technology elements, complicated swing arm bearings and extreme accuracy requirements in the production of passively self-steering single wheel chassis.
• FIG. 1 shows a top view of a single wheel undercarriage according to the invention in a schematic illustration
• FIG. 3 shows a side view of the independent wheel undercarriage according to FIG. 1 in a schematic illustration
• FIG. 4 shows the single wheel undercarriage according to FIG. 1 according to a second exemplary embodiment of the invention
• FIG. 5 shows the single wheel undercarriage according to FIG. 1 according to a third exemplary embodiment of the invention.
• the chassis frame 1 which is approximately U-shaped in its layout, is longitudinally guided via handlebar rods 2 arranged as parallelogram links and is vertically articulated on the body 3.
• handlebar rods 2 arranged as parallelogram links and is vertically articulated on the body 3.
• individual wheels 5 are arranged on bearing housings 7 so as to be pivotable horizontally about a vertical axis 4.
• An air spring 6 is mounted vertically above the vertical axis 4 between the chassis frame 1 and the body 3, cushioning the body 3 relative to the chassis frame 1.
• stops 18 are arranged in the center of the base of the chassis frame 1, which act with play on both sides against a stop piece 19 of the car body 3.
• Each individual wheel 5 is rotatably supported on the bearing housing 7, which is pivoted horizontally about the vertical axis 4 via pivot bearings 8, contains the drive motor 9 and gear 10 and axially carries a brake disk 11 on its outside.
• a bracket 14 is further attached, which carries the magnetic rail brake 15.
• the cantilevers 14 of each bearing housing 7 are connected to one another by an actuating rod 16 which is articulated to them.
• an inductively acting sensor 12 is arranged in front of and behind the wheel contact point of each individual wheel.
• Each pair of sensors 12 detects the deviation when the rail position deviates from the set setting angle of the individual wheel and passes this information on as an input variable to a control circuit (not shown) for actuating the setting cylinder 13.
• the actuating cylinder 13 then adjusts the required wheel setting angle.
• the bearing housing 7 contains only the gear 10 and axially carries the brake disk 11 on its outside.
• the drive motor 9 is attached to the car body 3 itself.
• Length-variable cardan shafts 17 each connect drive motor 9 and gear 10.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Vehicle Body Suspensions (AREA)
• Body Structure For Vehicles (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

Publications (1)

Family

ID=6420551

Family Applications (1)

Country Status (4)

Families Citing this family (12)

Citations (2)

• 1990
  • 1990-12-17 DE DE4040303A patent/DE4040303A1/de not_active Withdrawn
• 1991
  • 1991-12-03 DE DE59101516T patent/DE59101516D1/de not_active Expired - Fee Related
  • 1991-12-03 JP JP4500343A patent/JPH06504502A/ja active Pending
  • 1991-12-03 WO PCT/EP1991/002298 patent/WO1992011152A1/de active IP Right Grant
• 1992
  • 1992-07-17 EP EP92900069A patent/EP0549731B1/de not_active Expired - Lifetime

Patent Citations (2)

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