EP0658465A1 - Self steering three axle bogie for a railway vehicle - Google Patents

Abstract

A self-steering, three-axle bogie for a railway vehicle is proposed, the two outer wheel sets (3, 4, 7, 8, 9, 11) being coupled to one another in opposite directions by means of connecting rods (20 to 23) and connecting bars (16, 17) which pivot about pivot axes (18, 19) which are fixed with respect to the bogie frame (2, 2'). The two connecting bars (16, 17) have central levers (32, 33) whose ends are connected to one another via a longitudinally displaceable joint (34). One of these central levers (33) is connected to the central wheel set (5, 6, 10) in an articulated fashion by means of a connecting rod (37). <IMAGE>

Description

The invention relates to a self-steering, three-axle bogie for a rail vehicle according to the preamble of claim 1.

• a) einen am Wagenkasten in Seitenrichtung zwischen den Seitenträgern und in Längsrichtung benachbart zu dem mindestens einen Querbalken angeordneten und von dem Wagenkasten nach unten abstehenden Wagenkastenpfosten,
• b) eine schwenkbar an dem Wagenkastenpfosten gehaltene Wagenkastenplatte mit seitlich einander gegenüberliegenden Schwenkstellen, die jeweils zwischen dem Wagenkastenpfosten und einem der Seitenträger angeordnet sind, und
• c) bewegbar angebrachte Verbindungsstäbe, die in Längsrichtung jede Schwenkstelle an der Wagenkastenplatte mit dem benachbarten Querträger verbinden, um Zug- und Bremskräfte zu übertragen und Gier- und Seitenbewegungen des Wagenkastens relativ zum Laufgestellrahmen zuzulassen.

Such a self-steering, three-axle bogie for a rail vehicle is known from DE 38 24 709 C2. There, a railroad vehicle is described with a car body supported by a bogie with at least two wheel / axle arrangements, the bogie containing a bogie frame with two parallel side members, which are connected by at least one transverse beam extending transversely thereto and the bogie frame from the axles Primary suspension means is carried, which allow yawing movements to run along a curved track. A first transmission linkage connects the axles to the bogie frame and includes at least one transverse steering beam connected to an axle and having a center pivotally connected to the bogie frame to steer the associated axle to improve its radial position and transmit longitudinal forces therebetween and to enable the bogie frame. A power transmission assembly connects the bogie frame to the body. The power transmission arrangement is designed as a second transmission linkage with post, plate and rod, which has the following features:

• a) a car body post arranged on the car body in the lateral direction between the side supports and in the longitudinal direction adjacent to the at least one crossbeam and projecting downward from the car body,
• b) a car body plate pivotally held on the car body post with laterally opposite pivot points which are each arranged between the car body post and one of the side members, and
• c) movably attached connecting rods that connect each pivot point on the body plate with the adjacent cross member in the longitudinal direction to transmit tensile and braking forces and allow yaw and lateral movements of the body relative to the bogie frame.

• a) ein von jedem Lenkbalken nach oben abstehendes und schwenkbar an einem der Querbalken angebrachtes Drehmomentrohr mit einem oberhalb des jeweiligen Lenkbalkens angeordneten Hebel, wobei sich die Hebel quer in entgegengesetzte Richtungen erstrecken und
• b) eine die beiden Hebel zu gleichen, entgegengesetzt gerichteten Schwenkbewegungen verbindende Stange, die sich zur Verbindung der Lenkbalken diagonal über einen Abschnitt zwischen den Querbalken erstreckt.

In a further embodiment of this known railway vehicle, the car body is supported on the bogie frame by elastic secondary spring means, which are arranged laterally spaced in the direction of opposite sides of the bogie frame, the bogie containing at least three wheel / axle arrangements. The bogie frame has two crossbeams of the type mentioned, which are each spaced between an end axis and the remaining axes. The first transmission linkage includes two steering beams, each of which is individually connected to each end axle, and connecting means which connect the steering beams so that self-steering yaw motions of the wheel / axle assemblies are opposite to each other. The connecting means have the following features:

• a) a torque tube protruding upwards from each steering beam and pivotably attached to one of the crossbars with a lever arranged above the respective steering beam, the levers extending transversely in opposite directions and
• b) a rod connecting the two levers to the same, oppositely directed pivoting movements, which extends to the Connection of the steering beams extends diagonally over a section between the cross beams.

The invention has for its object to provide a self-steering, three-axle bogie for a rail vehicle of the type mentioned, in which the center wheel set is also involved in the control system.

This object is achieved in connection with the features of the preamble according to the invention by the features specified in the characterizing part of claim 1.

The advantages which can be achieved with the invention consist in particular in the fact that a self-steering, three-axle bogie for a rail vehicle is created, in which all three wheel sets are used for control when cornering, without an increase in the number of parts being necessary. On the contrary, the number of parts is reduced compared to the known railway vehicle according to DE 38 24 709 C2. Due to the active participation of the center wheel set on the control system, the horizontal spring deflection forces of the wheel set springs opposing the control movement are more easily overcome, and in particular in the case of small arc radii, for which larger horizontal deflections of the wheel set springs are required for the radial position, the alignment of the wheel set shaft to the center of the bow is improved.

Figur 1

die Grundbauform des selbstlenkenden, dreiachsigen Schienenfahrzeuges,

Figuren 2, 3

zwei Varianten der Grundbauform mit zusätzlicher Steuerung des Mittelradsatzes über einen Steuerzylinder.

The invention is explained below with reference to the embodiments shown in the drawing. Show it:

Figure 1

the basic design of the self-steering, three-axle rail vehicle,

Figures 2, 3

two variants of the basic design with additional control of the center wheel set via a control cylinder.

The basic design of the self-steering, three-axle rail vehicle is shown in FIG. The view of a self-steering, triaxial bogie 1 movably connected to the body of a rail vehicle is shown. The The bogie 1 has a bogie frame consisting of parallel side members 2 and at least one cross member 2 '. On the longitudinal members 2, wheelset bearings 3 to 8 of the three axles 9 to 11 are fastened via wheelset springs (not shown), namely wheelset bearings 3, 4 for the first axle 9 (outer axle, outer wheel set) assigned to the first drive motor 13, wheelset bearings 5, 6 for the second (middle), the second (middle) drive motor 14 assigned axis 10 (center wheel set) and wheelset bearings 7, 8 for the third, the third drive motor 15 assigned axis 11 (outer axle, outer wheel set).

The wheelset bearings 3, 4, 7, 8 of the two outer axles 9, 11 are, among other things, in the direction parallel to the side member 2 of the bogie frame, i.e. movable in the direction of travel or against the direction of travel of the rail vehicle, which is indicated by directional arrows x1, x2. The wheelset bearings 5, 6 of the central axis 10 are, among other things, in the direction parallel to the cross members 2 'of the bogie frame, i.e. Movable perpendicular to the direction of travel of the rail vehicle, which is indicated by arrows y1, y2.

The e.g. impellers driven by paw bearing motors 13 to 15 are denoted by 12.

Parallel to the cross members 2 'and thus perpendicular to the direction of travel of the rail vehicle, two steering beams 16, 17 are provided which are movable in the center around fixed pivot axes 18, 19 (vertical axes of the vehicle) connected, for example, to the cross member 2' of the bogie frame. The ends of these steering beams 16, 17 are connected via links to the wheelset bearings of the outer axles, namely a links 20 between a joint 24 of the wheelset bearing 3 and a joint 25 of the steering beam 16, a links 21 between a joint 26 of the wheelset bearing 4 and one Joint 27 of the steering beam 16, a link 22 between a joint 28 of the wheel set bearing 7 and a joint 29 of the steering beam 17 and a link 23 between a joint 30 of the wheel set bearing 8 and a joint 31 of the steering beam 17.

The steering beams 16, 17 have central levers 32 and 33, which are each arranged perpendicular to the steering beams 16, 17 and the ends of which are connected to one another via a longitudinally displaceable joint 34. One of the two central levers, lever 33 in the exemplary embodiment, is connected via a joint 35 to a link 37, which on the other hand is connected via a joint 36 to the middle wheel set e.g. is attached to the housing of the middle drive motor 14, which carries out the transverse deflection together with the middle wheel set as a Tatzlager motor.

The mode of operation of the self-steering, three-axle bogie 1 is described below. The configuration of the handlebars 20 to 23 / steering beams 16, 17 / central levers 32, 33, in conjunction with the wheelset bearings 3, 4, 7, 8 of the outer axles 9, 11, which are movable in the direction of travel / opposite to the direction of travel of the rail vehicle, results in an opposite coupling of the Outer wheel sets when the rail vehicle is cornering. For example, if the wheelset bearing 3 moves in the x2 direction, the wheelset bearing 4 must inevitably move in the x1 direction due to the coupling of the handlebar 20 / steering beam 16 with pivot axis 18 / handlebar 21. As a result of the pivoting of the steering beam 16 about the fixed pivot axis 18, the central lever 32 and thus also the longitudinally displaceable joint 34 and the central lever 33 move in the direction y2, which results in an opposite pivoting of the steering beam 17 about the pivot axis 19, whereupon the wheelset bearing 7 can be moved via the handlebar 22 in the direction x1 and the wheelset bearing 8 via the handlebar 23 in the direction x2.

The center wheel set is also advantageously involved in the control system. When cornering, the central drive motor 14 with the axis 10 moves outward of the curve, which is made possible by the wheelset bearings 5, 6, which can be moved transversely to the direction of travel of the rail vehicle.

This geometric deflection of the center wheel set towards the outside of the arc is transmitted via the link 37 to the central levers 32, 33 as a control movement, in the example mentioned above towards y2. If there is excess centrifugal force in the arc, the centrifugal force of the middle wheel set consequently acts in the same way as an additional control force for the radial adjustment of the outer wheel sets. This helps to overcome the horizontal spring deflection forces of the wheelset springs which oppose the control movement and improves the wheelset setting towards the center of the bow, particularly in the case of small curve radii.

So that the transverse movements of the center wheel set in the straight track as a result of track position errors do not exert any control movements on the end wheel sets which reduce the stability of the bogie run, the link 37 has play in the joints 35 and / or 36.

In the exemplary embodiment explained above, a three-axle bogie for a locomotive, which is driven by Tatzlagermotoren, is always assumed. In the case of drives which are not fixedly connected to the center wheel set and in the case of a non-driven center wheel set or a non-driven bogie, the link 37 is articulated to a fastening part which is mounted on the middle wheel set.

The radial control explained above reduces or in the ideal case avoids the lateral forces caused by the wheel / rail friction.

Lateral forces due to centrifugal force or excess downforce in the bend must always be transferred from the wheel sets (axles) to the track. With triaxial bogies (bogies), the centrifugal force is usually only transferred from the end wheel sets to the rails, since these wheel sets perform the guidance in the curve. While with the two-axle bogie each wheelset transmits the centrifugal force corresponding to the axle load, with the three-axle bogie each end wheel set has to transmit about half of the lateral forces caused by centrifugal force if no special precautions are taken so that the center wheel set also transmits the centrifugal force corresponding to the axle load.

In Figure 2, therefore, a variant of the basic design with additional control of the center wheel set is shown - the additional control being carried out by means of a control cylinder between the bogie frame and the center wheel set - in which the centrifugal force component is shifted to the center wheel set such that all three wheel sets each have a third of the lateral forces caused by centrifugal force.

The bogie according to FIG. 2 has all the structural components described above under FIG. 1, but the wheelset bearing 6 is not shown in the drawing in order to be able to clearly show the additional structural components. A control cylinder 41 (generally: active actuator) is provided, the movable piston 40 of which acts on the central lever 33 via a piston rod 39 with an additional joint 38. The control cylinder 41 is, on the other hand, fastened via a connecting rod 42 with a joint 43 to the side member 2 of the bogie frame.

The control cylinder 41 acting transversely to the direction of travel is e.g. a double-acting compressed air or hydraulic cylinder. Via connecting lines, e.g. Hydraulic hoses, the control cylinder can be pressurized in a suitable manner, so that an additional compressive force or tensile force is exerted between the center wheel set and bogie via the piston 40 and the piston rod 39, which additionally pushes or pulls the center wheel set towards the outside of the arc. The control cylinder 41 is controlled as a function of the centrifugal force that occurs. As a result, the active actuator (control cylinder) loads the center wheel set with a centrifugal force component and relieves the end wheel sets accordingly.

The following additional effect results from the control cylinder between the center wheel set and the bogie frame: The restoring effect of the primary springs, which opposes the curve adjustment of all three wheel sets and which can only be overcome by the frictional forces between wheel and rail with larger curve radii, is also overcome by the actuating force.

The actuating force then only has to be correspondingly higher than the centrifugal force component of the center wheel set.

When cornering with a high acceleration excess, the centrifugal force causes a quasi-static deflection of the transverse suspension between the vehicle body and the bogie. This exhausts the transverse play under certain circumstances, so that the transverse oscillatory play is restricted or even the transverse stop is reached for dynamic transverse movements as a result of track errors, which horizontally deteriorates the running quality. An increase in the cross clearance limits the vehicle width.

In Figure 3, therefore, a variant of the basic design is shown with additional control of the center wheel set - the additional control being carried out by means of a control cylinder between the vehicle body and the center wheel set - in which the quasi-static transverse deflection between the vehicle body and the bogie which occurs when the centrifugal force is excessive is avoided or reduced. At the same time, the center wheel set is used to transfer centrifugal force to the rails in order to relieve the two end wheel sets.

The bogie has all the structural components described above in FIG. 1. In addition, a control cylinder 41 'is provided, the movable piston 40' of which acts on the central lever 33 via a piston rod 39 'with an additional joint 38'. The control cylinder 41 '(generally: active actuator), on the other hand, is fastened to the vehicle body 45 via a connecting rod 42' with a joint 44.

The control cylinder 41 'acting transversely to the direction of travel is, for example, a double-acting compressed air or hydraulic cylinder. The control cylinder can be pressurized in a suitable manner via connecting lines, so that an additional compressive force or tensile force is exerted between the center wheel set and the vehicle body via the piston 40 'and the piston rod 39', which pushes or pulls the vehicle body towards the inside. The control cylinder 41 'is controlled in dependence the centrifugal force and / or the radius of the arc. As a result, the active actuator (control cylinder) loads the center wheel set with a centrifugal force component and relieves the end wheel sets. The reaction force acts on the vehicle body and reduces the deflection of the transverse suspension.

The level of the control force corresponds to the centrifugal force component to be transmitted from the center wheel set plus the spring force for the rotational deflection of the end wheel sets and the spring force of the center wheel set, which arises from the arrow height of the track arch between the end wheel sets.

The proportion of the possible resetting of the centrifugal force deflection of the vehicle body / bogie depends on the bogie weight in relation to the vehicle body, on the curve radius and on the horizontal restoring force of the wheelset springs. The heavier the bogie, the narrower the bow (the greater the arrow height), the higher the horizontal rigidity of the wheelset springs, the greater the proportion of the possible reduction in the quasi-static transverse deflection. It is assumed that the centrifugal force load on the wheel sets is the same.

If, however, the centrifugal force load of the center wheel set is chosen to be higher than that of the end wheel sets, which is possible because of its lower dynamic transverse load, the resetting of the centrifugal force deflection can be increased further. In this way, an optimal reset of the centrifugal force deflection, distribution of the centrifugal force to the three wheel sets and radial position of the wheel sets can be achieved.

It is also possible to provide both measures according to FIG. 2 and FIG. 3 in the basic design of the self-steering, three-axle rail vehicle according to FIG. 1.

Claims (5)

Self-steering, three-axle bogie for a rail vehicle, the two outer wheel sets (3, 4, 7, 8, 9, 11) via handlebars (20 to 23) and steering beams (16, 17), which move around the bogie frame (2,2 ' ) pivoting fixed pivot axes (18, 19), coupled in opposite directions to one another, characterized in that the two steering beams (16, 17) have central levers (32, 33), the ends of which are connected to one another via a longitudinally displaceable joint (34), and in that one of these central levers (33) is connected in an articulated manner to the central wheel set (5, 6, 10) via a link (37). Running gear according to claim 1, characterized in that one of the central levers (33) is articulated via a link (37) to the housing of the drive motor (14) of the center wheel set (5, 6, 10) mounted on the wheel set shaft. Running gear according to claim 1 and / or 2, characterized in that an active actuator, preferably a control cylinder (41), which is effective transversely to the direction of travel of the vehicle, is provided between the center wheel set (5, 6, 10) and the running gear (1), which depends on the centrifugal force is controlled in such a way that the center wheel set is additionally pressed or pulled towards the outside of the arc. Running gear according to one of claims 1 to 3, characterized in that an active actuator, preferably a control cylinder (41 '), is provided between the center wheel set (5, 6, 10) and the vehicle body (45), which acts transversely to the direction of travel of the vehicle the centrifugal force and / or the radius of the curve is controlled in such a way that the vehicle body is pressed or pulled towards the center of the curve and the center wheel set towards the outside of the curve. Running frame according to one of claims 1 to 4, characterized in that the link (37) has play in at least one of its joints (35 and / or 36).

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