Running gear for rail vehicle - has guide elements/frames to transmit steering forces between wheel sets and has damping elements integrated with longitudinal parts

The invention relates to a running gear for rail vehicles with a one-part or multi-part frame supported on at least two with radially adjustable wheel sets, with externally mounted wheel set axles, with no additional bearings being arranged between the wheel set axles.

Wheelsets of rail vehicles generally have treads which are essentially conically profiled, so that when one wheel is deflected transversely from the central position, the contact point of one wheel rolls on a larger radius and that of the other wheel rolls on a smaller radius, so that the wheelsets are calibrated when running in a straight line constantly centering towards the center of the track and rolling in curved tracks on the Laif on different wheel radii, which, in the more favorable case, correspond to the difference between the running lengths on the inside and outside of the curve, the wheelset axis aligning with the center of the arc and the wheelset rolling without managerial forces, which is referred to as the radial position of the wheelset.

If at least two wheel sets are arranged in a running gear, the radial position is prevented with a rigid thread set guide, which causes transverse and longitudinal slippage in the wheel contact points and results in high managers in the track curve. Lower managers and a certain approximation of the radial position is achieved through longitudinally soft wheelset guidance. The longitudinal slip forces in the wheel contact points are essentially used here. This causes changes in the position of the wheel sets against the spring force of the longitudinal guides until equilibrium is reached. Radial controls are used to improve the radial position.

A running gear with profiled wheel sets represents a self-excitable oscillation system Jar, which is characterized by a number of characteristic oscillation forms, each of which is damped to a certain extent, the extent of damping generally depending on the vehicle speed. The most important oscillation forms for a running gear are the sinusoidal run of the wheel sets in the track, in which the wheel sets wave-like movements in the track channel, ie Carry out cross movements and turning movements around the vertical axis.

As a result of the frictional forces in the contact points between wheel and rail and as a result of the inertia forces, executives appear on the track, which increase with decreasing damping of the relevant oscillation forms, that is in general with increasing driving speed, mainly due to increasing amplitudes of the transverse wheelset movement and when the permissible executives are reached Limit driving speed, which is also referred to as reaching the running stability limit. A decrease in the longitudinal stiffness of the wheel set guide, which serves to improve the radial position, generally causes a reduction in the damping of the rr aßgebliche oscillation forms, that is, a reduction in the running stability, which increases the management forces and narrows the permissible driving speed.

The use of additional coupling elements between the wheel sets, which improve the steering effect, in particular on the leading wheel set and / or improve the running stability, runs into difficulties if there are no additional bearing parts for drive, braking or coupling elements between the wheels on the wheel set shaft, can be transmitted via the coupling forces to the wheelset. This is the case, for example, with hollow shaft drives, but also when the wheelset shaft is fitted with shaft brake disks. Coupling forces acting on the wheel sets can then only act on the outer bearings. The transmission paths are thus lengthened, which is particularly at the expense of the rigidity of the transmission of the coupling forces, which impairs the running stability and takes up additional installation space in the area between the wheel sets.

DE 26 59 797 A1 is an example of the less favorable space requirements, in particular for drives and the lack of integration of the components. An example of the deterioration in radial adjustability due to the torsional stiffness of the coupling elements is DE 32 23 989 A1.

The object of the invention is to provide a running gear with externally mounted wheel sets

I ^ norcfollan τνι / ΐρ / 'Ήοη rion τι i rioo hfli DriaanfadH ΔιγΛΔ to create additional bearing points between the wheels, the possible radial adjustment of the wheelsets when traveling in curves, the highest possible stability at high driving speed and a stiff arrangement that saves space and construction effort the required guide elements or frames and leaves the space for drive or braking elements other necessary components free.

This object is achieved in that hen and

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a) for the transmission of control forces between the wheel sets guide frames or guide elements are provided that

b) dampers are arranged between the guide frames or guide elements assigned to the wheel sets, that

c) the transverse parts of the guide frame or the guide elements are integrated into one another between two sets of wheels, so that the space requirement is correspondingly reduced and that

d) the dampers acting in the longitudinal direction are integrated in the guide frame or in the guide elements and thus dampen the relative movement of the wheel sets to one another. Advantageous refinements of the invention can be found in the subclaims.

The arrangement of guide elements or frames allows the wheel set positions to be improved in the arch, whereby different approaches to the radial setting can be selected for the individual wheel sets of a drive, depending on the type of requirement.

The arrangement of longitudinal damping elements acting between the wheelset bearings on one drive side helps to stabilize the run, especially in straight lines and in curves with a large radius, without affecting the desired wheel set position in the curve (except for friction dampers).

The integration of the transverse sections of the guide elements or frames and the longitudinal damping elements allows the rigid design and spatial accommodation even when the installation space is heavily occupied by drive, braking and other necessary components.

The shear-resistant transverse coupling of the guide frame and the damping elements are used to adapt to different requirements and to stabilize the barrel, whereby the integration of the transverse dampers favors the spatial accommodation.

In the dependent claims 9 to 13 further stability-increasing measures are specified and in 14 a lower limit for the effectiveness of the guide frame.

Couplings of wheel sets in the running gear of rail vehicles are already known in various designs, as can be seen, for example, from the devices of GB 1 571 499 A, US 4,300,454 A, US 4,151,801 A, US 4,067,261 A and AU 59 695/80 B. However, a drive of the claimed type is not known from any of these documents or can be derived on the basis of corresponding information. In particular, the combination according to the invention of the features of the characterizing part of claim 1 does not emerge from these documents, as a result of which the stated object according to the invention is only achieved.

In the following the invention is explained in more detail with reference to drawings, in which characteristic and advantageous embodiments are shown.

In the running gear shown in FIG. 1, for example a 2-axle bogie, 1 denotes the wheel sets which are connected to the bogie frame 2 via wheel set bearings in a suitable manner via the elastic longitudinal guide 4 and transverse guides 5. The connecting elements that transmit control forces between the wheel sets 1 are guide frames 21, 22, which are designed to be rigid and rigid in the horizontal plane and are connected to the wheel set bearings at points 24, 24 '. The transverse middle parts of the guide frames 21, 22 are integrated into one another and thus, with a high degree of rigidity, only take up minimal installation space in the area of ​​the middle of the carriage. The longitudinal damper elements 11 and 11 'are integrated into the guide frame, act via the guide frame parts between the wheel set bearings on one drive side without any force on the drive frame 2 and dampen the relative movement, in particular the rotary movement between the wheel sets. For the articulation points 12, 12 ', both spherical bearings and silent blocks and spherical blocks with appropriate rigidity are used. The guide frames 21, 22 are connected to a pin 23 which transmits the forces between the frames. The pin 23 is used for the transmission of tensile force to the wheel sets when the longitudinal guide 4 is to be relieved of this, a transverse force transmission to the running gear or vehicle frame being avoided. A guide 25 is indicated as an example of this.

The installation space requirement is indicated by way of example in FIGS. 1 to 3.

In FIGS. 1 and 2, brake disks 32, 32 ′ are arranged on the wheelset shaft 1 on the wheelset 1. A motor 31 with a hollow shaft drive 34 and brake disks 33, 33 'arranged on the hollow shaft (not shown in more detail) is shown on the wheel set T.

The drive shown in Fig. 2 has rods 43 instead of the guide frame arms,

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43 ', 45, 45' for connecting the integrated middle part 53, 54, 54 'to the wheelset bearings 3, which relieve the longitudinal guide 4 from the transmission of tensile force.

In Fig. 3 a corresponding running gear is shown in which the middle wheel set 1 is used to transmit power between the wheel sets via the guide frame 44, the transverse frame parts being integrated with the corresponding parts of the end wheel sets. The longitudinal damping elements 11 are shown above in the picture only acting between the end gear sets, the damping elements 11 'shown below in the picture also act on or via the center gear set.

In Fig. 4, the integrated middle part of the guide frame 21, 22 consists of a hollow profile! 53 and U-profiles 54, 54 ', to which the frame arms 51, 52 connect.

5 shows an integrated middle part in an embodiment with I and U profiles 63, 64, 64 'and coupling in the transverse direction by means of integrated damping elements 13, 13'.

FIG. 6 shows the same integrated means 53, 54, 54 'as FIG. 4, but with coupling in the transverse direction by means of external damping elements 13, 13'.