EP0263283B1 - Bogie for a railroad vehicle - Google Patents

Abstract

The bogie for a rail vehicle comprises a minimum of two wheelsets and at least one passive steering device (30). Each of these connects two wheelsets (3, 3') together so that they can swivel. It has a third control lever (32) with a coupling point (31) for forming a swivel connection with a coach body. The pivot points (38, 39) for swivelling the wheelsets (3, 3') are located on one side of the longitudinal centre plane (4) of the bogie (2, 2') and the coupling point (31) for the coach body on the other side of the longitudinal centre plane (4) or actually in this. This bogie is of particular advantage on vehicles negotiating small radii of curvature such as trams and municipal railways since the flexible rubber elements used on the swivel and pivot points of the steering device have optimum conditions with regard to their angle of torsion. <IMAGE>

Description

The present invention relates to a bogie for a rail vehicle with at least two wheelsets and at least one passive steering device, the steering device consisting of an articulated connection of at least two control rods and a control lever, which at one end has a joint with the car body and in the area of its other end a joint is connected to the bogie and the control rods are articulated on the one hand at articulation points on the wheel sets and on the other hand on both sides of the bogie-side articulation of the control lever via joints on this, in order to use the angle of rotation between the body and the bogie for the radial radial pivoting of the wheel sets.

In rail vehicles with bogies, active and passive steering devices for their wheel set control are known means of eliminating the sliding between wheel and rail that occurs when cornering.

In particular, driving on narrow track arches, such as those that occur in trams and light rail vehicles, represents a high thermal load for the bandages of the wheel sets, which manifests itself in the form of increased wear, along with the annoying "squeaking curves".

Passive steering devices derive their adjustment movement directly from the turning angle, which is only available in sufficient size when cornering through the car body moving relative to the bogie.

CH-PS 183 368 has already attempted to create a steering device which is arranged horizontally between the body and the bogie and uses its relative turning movement. In this horizontally arranged version of the steering linkage, the pivot point of the car body is located on the inside, i.e. its distance from the common longitudinal median plane of the bogie body bogie is smaller than the corresponding distance of the bogie-side fixed point by which the boom is unscrewed.

The position of the articulation point on the car body has a disadvantage because the internal arrangement results in unnecessarily large unscrewing movements of the rod bearings.

In retrospect, this embodiment could not be implemented in previous years, since the advantages (longer service life of the wheel sets) were also opposed to major disadvantages (wear in the pivot points of the steering device).

Also known in the state of the art, DE-A1 455 185 is a multi-part articulated rail vehicle whose uniaxial bogies have their axes coupled to one another for at least approximately the same but opposite horizontal rotations. For this purpose, the single-axle bogies are connected to each other with a horizontally arranged, complex linkage, which must have at least one angle lever per single-axle drive for changing the direction of rotation. An essential requirement with this solution is that the vehicle must be an articulated vehicle, since the axially radial adjustability of the axles is generated exclusively by the articulation angle between two adjacent car body parts.

Although it is possible with the technology available today using rubber-elastic elements in the pivot points of a steering device to carry out this maintenance-free, there is a general restriction for a passive steering device of the aforementioned types, resulting from the permissible turning angles, which in the sense of a Overstress or durability of the rubber-elastic elements must not constantly exceed specified values.

Therefore, the present invention has for its object to provide a bogie with a passive steering device for rail vehicles, especially for vehicles with small radii, such as trams and light rail vehicles, with at least one steering device being arranged approximately horizontally between the bogie and car body, and their relative turning movements be used as an adjustment variable for the wheel set control that the rubber-elastic elements used in the pivot and articulation points of the steering device sought are optimal in terms of their angle of rotation.

The leading and trailing wheelsets of a bogie should m.W. are forcibly aligned to the center of the curve due to the relative unscrewing movement between the car body and the associated bogie as a result of cornering by means of at least one, preferably horizontally arranged linkage.

The invention solves this problem according to the wording of claim 1 by, because of its special arrangement, it offers the known advantages of a steering device (avoidance of sheet running noise, longer service life of the wheel sets) and at the same time the disadvantages associated with the use of such devices (high wear and tear) at the pivot points).

The invention will be explained with reference to a drawing, for example, and its effect and mode of operation will be described

• Fig. 1 eine schematische Darstellung eines bekannten, im Gleisbogen stehenden Drehgestell-Schienenfahrzeu­ges in Draufsicht,
• Fig. 2 eine schematische Darstellung der Radialstellung zweier Radsätze eines bekannten Drehgestells in Draufsicht,
• Fig. 3 eine schematische Darstellung verschiedener be­kannter Lenkeinrichtungen, sowie der erfindungs­gemässen Lenkeinrichtung und deren Wirkungen be­züglich dem Verdrehwinkel ihrer gummielastischen Elemente,
• Fig. 4 eine erfindungsgemässe Lenkeinrichtung für die Radialstellung zweier Radsätze eines Drehgestells in Draufsicht.

Show it

• 1 is a schematic representation of a known bogie rail vehicle standing on the track curve in plan view,
• 2 is a schematic representation of the radial position of two wheel sets of a known bogie in plan view,
• 3 shows a schematic representation of various known steering devices, as well as the steering device according to the invention and their effects with regard to the angle of rotation of their rubber-elastic elements,
• Fig. 4 shows a steering device according to the invention for the radial position of two wheel sets of a bogie in plan view.

In a bogie rail vehicle standing in the track curve according to FIG. 1, a bogie 2, 2ʹ is pivoted under a car body 1 by a turning angle α depending on a curve radius R and a pivot distance 2a *. The following results for the resulting turning angle α of a bogie 2, 2ʹ:

Under these conditions, the situation for a required setting angle ψ of a wheel set 3, 3ʹ with a complete radial position due to alignment with a curve center 5 of a track curve with curve radius R is shown in Fig. 2 within a bogie 2, 2ʹ having a center distance 2a +. The following results for the resulting setting angle ψ of a wheel set 3, 3ʹ: $$\text{ψ = arc sin}\frac{\text{a⁺}}{\text{R}}\text{.}$$

.The ratio of the setting angle ψ to the turning angle α finally forms a transmission ratio G, known as "passive steering gain", for the carriage-side forced control of the wheelsets of a bogie by means of a passive steering device. For the translation ratio G, the relationship is: G = $$\frac{\text{ψ}}{\text{α}}$$

.

In Fig. 3, the known from the prior art, horizontal steering devices passive type 10, 20 and their effects in relation to an angle of rotation φ of the rubber-elastic elements 9 provided at all pivot and hinge points are compared to a steering device 30 according to the invention. For the better overview, only one bogie side with steering device is shown, because of the steering devices arranged on both sides of a longitudinal center plane 4 on a bogie 2, 2ʹ in mirror image.

In the upper left quadrant of FIG. 3, a passive steering device 10 mentioned at the beginning of the prior art is shown, which is arranged horizontally in a bogie 2, 2ʹ and has an “inner” articulation point 11 of the body 1. With "inside" is the relation of a distance b₅ of the articulation point 11 to a distance b₄ of a fixed point 13, around which the turning out of the steering device 10 takes place, to the common longitudinal center plane 4 thereof. For a steering device 10 with an internal articulation point 11, the relationship is: b₅ <b₄.

The steering device 10 shown consists of an inwardly directed control lever 12 which does not protrude beyond the longitudinal center plane 4 and which is rotatably mounted on the bogie 2, 2ʹ in a fixed point 13 on the one hand and on the other hand has the two pivot points 14, 15, one of which is longitudinal Control rod 16, 17 connects to the hinge points 18, 19 of the two wheel sets 3, 3sätze.

oder $$\frac{\text{b₄}}{\text{b₅}}$$

oder $$\frac{\text{b₂}}{\text{b₅}}$$

ergeben.The effect of a steering device 10 with an internal articulation point 11 with respect to the angle of rotation φ of the rubber-elastic elements 9 provided in all pivot points is visible in a graphical representation, which shows the angle of rotation φ of the rubber-elastic elements 9 as a function of those values which result from the ratio of the distances $$\frac{\text{b₁}}{\text{b₅}}$$

or $$\frac{\text{b₄}}{\text{b₅}}$$

or $$\frac{\text{b₂}}{\text{b₅}}$$

surrender.

und $$\frac{\text{b₂}}{\text{b₅}}$$

beinhaltet die Relation eines Abstandes b₁ bzw. b₂ des zugehörigen Gelenkpunktes 18 bzw. 19, als dem Angriffspunkt der betreffenden Steuerstange 16 bzw. 17 am jeweiligen Rad­satz 3 bzw. 3ʹ, gegenüber einem Abstand b₅ des innen­liegenden Anlenkpunktes 11 zu deren gemeinsamer Längs­mittelebene 4. Das Verhältnis $$\frac{\text{b₄}}{\text{b₅}}$$

beschreibt die Rela­tion eines Abstandes b₄ eines Festpunktes 13 am Dreh­gestell 2, 2ʹ, um den die Ausdrehbewegung der Lenkein­richtung 10 erfolgt, gegenüber einem bestand b₅ eines innenliegenden Anlenkpunktes 11, zu deren gemeinsamer Längsmittelebene 4.The ratio of the distances $$\frac{\text{b₁}}{\text{b₅}}$$

and $$\frac{\text{b₂}}{\text{b₅}}$$

includes the relation of a distance b₁ or b₂ of the associated hinge point 18 or 19, as the point of application of the control rod 16 or 17 in question on the respective wheel set 3 or 3ʹ, compared to a distance b₅ of the inner articulation point 11 to their common longitudinal median plane 4. Das relationship $$\frac{\text{b₄}}{\text{b₅}}$$

describes the relation of a distance b₄ of a fixed point 13 on the bogie 2, 2ʹ, around which the turning out of the steering device 10 takes place, compared to an existing b₅ of an internal articulation point 11, to the common longitudinal center plane 4 thereof.

This results in a region J for the size of the twist angle φ of the rubber-elastic elements 9, which is above the ratio 1. Using one of the previously described ratio numbers as an input variable, the effective torsion angles φ for the rubber-elastic elements 9 of each pivot point of the steering device 10 with an external articulation point 11 can be read off immediately from the function curves. Here there is the relationship: φ> ψ.

In the upper right quadrant of FIG. 3, a passive steering device 20 mentioned at the beginning of the prior art is shown, which is arranged horizontally in a bogie 2, 2ʹ and has an “outside” articulation point 21 of the car body 1. "Outside" is the relation of a distance b₅ of the articulation point 21 to a distance b₄ of a fixed point 23 on the bogie 2, 2ʹ, around which the turning-out movement of the steering device 20 takes place, referred to its common longitudinal center plane 4. For a steering device 20 with an external articulation point 21, the relationship is: b₅> b₄.

The steering device 20 shown consists of an outwardly directed control lever 22, which on the one hand is rotatably mounted on the bogie 2, 2ʹ in a fixed point 23 and on the other hand has the two pivot points 24, 25, each of which has a longitudinal control rod 26, 27 to connect the hinge points 28, 29 of the two wheel sets 3, 3ʹ.

oder $$\frac{\text{b₄}}{\text{b₅}}$$

oder $$\frac{\text{b₂}}{\text{b₅}}$$

ergeben. Das Verhältnis der Abstände beinhaltet die Relation eines Abstandes b₁ bzw. b₂ des zugehörigen Gelenkpunktes 28 bzw. 29, als dem Angriffspunkt der betreffenden Steuerstange 26 bzw. 27 am jeweiligen Rad­satz 3 bzw. 3ʹ, gegenüber einem Abstand b₅ des aussen­liegenden Anlenkpunktes 21 zu deren gemeinsamer Längs­mittelebene 4. Das Verhältnis $$\frac{\text{b₄}}{\text{b₅}}$$

beschreibt die Rela­tion eines Abstandes b₄ eines Festpunktes 23 am Dreh­gestell 2, 2ʹ, um den die Ausdrehbewegung der Lenk­einrichtung 20 erfolgt, gegenüber einem Abstand b₅ eines aussenliegenden Anlenkpunktes 21, zu deren gemein­samer Längsmittelebene 4.The effect of a steering device 20 with an external articulation point 21 with respect to the angle of rotation φ of the rubber-elastic elements 9 provided in all pivot points is visible in a graphical representation, which shows the angle of rotation φ of the rubber-elastic elements 9 as a function of those values which result from the ratio of the distances $$\frac{\text{b₁}}{\text{b₅}}$$

or $$\frac{\text{b₄}}{\text{b₅}}$$

or $$\frac{\text{b₂}}{\text{b₅}}$$

surrender. The ratio of the distances includes the relation of a distance b₁ or b₂ of the associated hinge point 28 or 29, as the point of application of the control rod 26 or 27 in question on the respective wheel set 3 or 3ʹ, compared to a distance b₅ of the outer articulation point 21 to their common Longitudinal median plane 4. The ratio $$\frac{\text{b₄}}{\text{b₅}}$$

describes the relation of a distance b₄ of a fixed point 23 on the bogie 2, 2ʹ, around which the turning movement of the steering device 20 takes place, with respect to a distance b₅ an external articulation point 21, to the common longitudinal median plane 4.

This results in a region A for the size of the twist angle φ of the rubber-elastic elements 9. This lies above a zero crossing with the relation φ = α. With one of the ratios described above as an input variable, the effective torsion angle φ for the rubber-elastic elements 9 of each pivot point of the steering device 20 with an external articulation point 21 can be read off immediately from the function curves. Here there is the relationship: φ> α,

A comparative analysis of the effect of a steering device 10 with an internal articulation point 11 compared to a steering device 20 with an external articulation point 21 shows clear disadvantages for the latter type in relation to the twist angle φ of the rubber-elastic elements 9. These result from the fact that the twist angle φ, as is mathematically shows, always assumes a value that is greater than the turning angle α of a bogie 2, 2ʹ under a car body 1 when cornering. As a result, a steering device 20 with an external articulation point 21, in particular for vehicles traveling on small radii of curvature, such as trams and light rail vehicles, is preferably not applicable to the large turning angles α which inevitably result.

In the lower right quadrant of FIG. 3, a passive steering device 30 according to the invention is shown, which is arranged horizontally in a bogie 2, 2ʹ and has an “internal negative” articulation point 31 of the body 1, such that the articulation point 31 extends over the longitudinal center plane 4 protrudes. The term “internally negative” denotes the relation of a distance -b₅ of the articulation point 31 to a spacing distance b₄ of a fixed point 33 on the bogie 2, 2ʹ, about which the turning-out movement of the steering device 30 takes place, to its common longitudinal center plane 4. For a steering device 30 with an internal, negative articulation point 31, the relationship is: -b₅ <ο.

The steering device 30 according to the invention consists of an inwardly directed, beyond the longitudinal center plane 4 control lever 32, which is rotatably mounted on the one hand on the bogie 2, 2punkt in a fixed point 33 and on the other hand has the two pivot points 34, 35, each of which has a longitudinal control rod 36, 37 establishes the connection to the articulation points 38, 39 of the two wheel sets 3, 3ʹ.

oder $$\frac{\text{b₄}}{\text{-b₅}}$$

oder $$\frac{\text{b₂}}{\text{-b₅}}$$

ergeben. Das Verhältnis der Abstände $$\frac{\text{b₁}}{\text{-b₅}}$$

und $$\frac{\text{b₂}}{\text{-b₅}}$$

beinhaltet die Relation eines Abstandes b₁ bzw. b₂ des zugehörigen Gelenkpunktes 38 bzw 39, als dem Angriffspunkt der betreffenden Steuerstange 36 bzw. 37 am jeweiligen Radsatz 3 bzw. 3ʹ, gegenüber einem Abstand -b₅ des innenliegenden, negativen Anlenkpunktes 31 zu deren gemeinsamer Längsmittelebene 4. Das Verhältnis $$\frac{\text{b₄}}{\text{b₅}}$$

beschreibt die Relation eines Abstandes b₄ eines Festpunktes 33 am Drehgestell 2, 2ʹ, um den die Ausdrehbe­wegung der Lenkeinrichtung 30 erfolgt, gegenüber einem Abstand -b₅ eines innenliegenden, negativen Anlenkpunktes 31 zu deren gemeinsamer Längsmittelebene 4.The effect of a steering device 30 according to the invention with an internal, negative articulation point 31 with respect to the angle of rotation φ of the rubber-elastic elements 9 provided in all pivot points is visible in a graphical representation, which shows the angle of rotation φ of the rubber-elastic elements 9 as a function of the values that result from them the ratio of the distances $$\frac{\text{b₁}}{\text{-b₅}}$$

or $$\frac{\text{b₄}}{\text{-b₅}}$$

or $$\frac{\text{b₂}}{\text{-b₅}}$$

surrender. The ratio of the distances $$\frac{\text{b₁}}{\text{-b₅}}$$

and $$\frac{\text{b₂}}{\text{-b₅}}$$

includes the relation of a distance b₁ or b₂ of the associated hinge point 38 or 39, as the point of application of the control rod 36 or 37 in question on the respective wheel set 3 or 3ʹ, with respect to a distance -b₅ of the inner, negative articulation point 31 to their common longitudinal median plane 4 . The relationship $$\frac{\text{b₄}}{\text{b₅}}$$

describes the relation of a distance b₄ of a fixed point 33 on the bogie 2, 2ʹ by which the steering device 30 is rotated relative to a distance -b₅ of an internal, negative articulation point 31 to its common longitudinal center plane 4.

This results in a range N for the size of the twist angle φ of the rubber-elastic elements 9. This lies below a zero crossing with the relationship φ = α. With one of the previously described ratio numbers as the input variable, the effective rotation angle φ for the rubber-elastic elements 9 of each pivot point of the steering device 30 according to the invention with an internal, negative articulation point 31 can be read off immediately from the function curves. Here there is the relationship: ψ <φ <α.

A comparative consideration of the effect of a steering device 20 with an external articulation point 21 compared to a steering device 30 according to the invention with an internal, negative articulation point 31 shows clear advantages for the design according to the invention in relation to the angle of rotation φ of the rubber-elastic elements 9. These result from the fact that the angle of rotation φ, as can be shown mathematically, always assumes a value that is greater than the angle of rotation α of a bogie 2, 2ʹ under a car body 1 when cornering.

A comparative examination of the effect of a steering device 10 with an internal articulation point 11 compared to a steering device 30 according to the invention with an internal, negative articulation point 31 also shows advantages for the design according to the invention in relation to the angle of rotation φ of the rubber-elastic elements 9. These are clearly visible through the position of the area N in the coordinate system or its three limit curves. With one of the ratios described above as the input variable, the effective rotation angle φ for the rubber-elastic elements 9 of each pivot point of a steering device 30 according to the invention can be immediately compared to that of a steering device 20. This results in significantly smaller values for a steering device 30 according to the invention with respect to the unscrewing angle φ of the rubber-elastic elements 9, so that the steering device 30 according to the invention with an internal, negative articulation point 31 in particular Way for vehicles traveling on small curve radii, such as trams and light rail vehicles, with the inevitably resulting large turning angles α.

As a result, the steering device 30 according to the invention with an internal, negative articulation point 31 fulfills a long-standing, unsatisfied need, in that, due to its special arrangement, it offers the advantages of a steering device known per se (avoidance of arc running noise and longer service life of the wheel sets) and at the same time that with disadvantages associated with the use of such devices (high wear in the pivot points) is able to prevent.

4 serves to explain the mode of operation of a steering device 30 according to the invention with an internal, negative articulation point 31.

1, the two bogies 2, 2ʹ are seen in a known manner in relation to the car body 1, seen in plan view, in each case in the opposite direction of rotation about their vertical axis of rotation. Assuming the direction of travel according to arrow 8, the bogie 2 is pivoted counterclockwise by a deflection angle α and the bogie 2ʹ by the same deflection angle α clockwise in a left curve, whereby a horizontal between car body 1 by the articulation point 31 visible in FIG. 4 and bogie 2, 2ʹ arranged steering device 30 is put into action. Here, the control lever 32 rotatably mounted on the bogie 2, 2ʹ at a fixed point 33 rotates counterclockwise by the setting angle φ and actuates the two longitudinal control rods 36, 37 each in tension. As a result, the radial setting of the two wheel sets 3, 3ʹ is in each case effected by the setting angle ψ, the wheel set 3 being aligned counterclockwise and the wheel set 3ʹ clockwise towards the center of the curve 5. For the deflection process, the relationship exists with respect to the angular relationships in the steering device 30 shown with an internal, negative articulation point: ψ <φ <α.

A passive steering device 30 shown in FIG. 4 with an internal, negative articulation point 31 is preferably suitable for use with bogies which enable the radial setting of the wheel sets by means of two articulated half frames. In the case of a bogie with a conventional bogie frame, two steering devices 30 must be arranged in mirror images on both sides of a longitudinal center plane 4 for each bogie for the forced radial adjustment of the wheel sets, the relative movements of the radially adjusting wheel sets being able to be accommodated in the wheel set guide or primary suspension. In bogies which have more than two wheel sets, the steering device according to the invention acts on the leading and trailing wheel sets of a bogie,

Claims (7)

1. Bogie for a rail vehicle with at least two wheel sets (3, 3ʹ) and at least one passive steering device (30), the steering device consisting of a pivoting connection of at least two control rods (36, 37) and a control lever (32), which is connected at one end via a joint (31) to the carriage body (1) and in the region of its other end via a joint (33) to the bogie (2, 2ʹ), and the control rods are on the one side attached to the wheel sets (3, 3ʹ) at pivotal points (38, 39) and on the other side are connected to the control lever on both sides of the bogie-side joint (33) of the control lever (32) via joints (35, 39), characterised in that the pivotal points (38, 39) of the control rods (36, 37) and wheel sets (3, 3ʹ) lie on one side of the longitudinal central plane (4) of the bogie (2, 2ʹ) and the pivotal point (31) of the control lever (32) on the carriage body (1) lies on the other side of the longitudinal central plane (4) or in this plane itself, the turning-out angle (α) between the carriage body (1) and the bogie (2, 2ʹ) being used for the curve-radial pivoting of the wheel sets (3, 3ʹ).

2. Bogie according to claim 1, characterised by two steering devices (30) arranged with mirror symmetry relative to the longitudinal central plane (4).

3. Bogie according to claim 1 or 2, with at least three wheel sets, characterised in that the leading and trailing wheel sets respectively are connected pivotably via at least one steering device (30).

4. Bogie according to one of claims 1 to 3, characterised in that the pivotal points (31, 33, 34, 35, 38, 39) are equipped with rubber resilient elements (9).

5. Bogie according to one of claims 1 to 4, characterised by the relation α > φ when travelling on bends.

6. Bogie according to one of claims 1 to 5, characterised in that the angle of incidence (ψ) of one wheel set (3, 3ʹ) is always smaller than the angle of rotation (φ) of the rubber resilient elements (9) and the angle of rotation (φ) is smaller than the turning-out angle (α) of a bogie (2, 2ʹ) under the carriage body (1).

7. Bogie according to one of claims 1 to 6, characterised in that α and φ vary inversely relative to one another.

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