• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SU1838167A3
    申请号:SU914895172
    申请日:1991-04-19
    公开日:1993-08-30
    发明作者:Van Eojvijk Villi；Kharsi Gabor
    申请人:Sig Schweiz Industrieges；
    IPC主号:
    专利说明:

    The invention relates to a drive chassis with two interconnected and mutually controlled individual running gears for rail vehicles with a low platform, in particular for articulated rolling stock, which consists of at least two body sections pivotally connected to each other, in which the traction system for installing individual running gears transfers the angle of break of the body sections to the chassis.
    On Fig, -1 shows the running gear, driven on both sides, with separate running gears and wheels, plan view; figure 2 is the same side view; in Fig.Z - the same front view; in FIG. 4 - running gear, driven on the one hand, with uniaxial separate running gears, plan view; figure 5 is the same side view; figure 6 is the same front view; Fig / 7 drive chassis, section VII-VII in Fig.Z, but with two-stage depreciation; on Fig, 8 is another variant of a two-stage depreciation of the drive chassis, a section along the line VI11 — VIII in FIG. 6; in Fig.9 a one-way driven chassis with, separate running gears and wheels according to Fig.4 and a variant of the control system on the curve, a plan view.
    Shown in Fig.1-3 drive chassis 1 consists of two mutually controlled, identical in design separate running gears 2 with independent wheels connected to each other inseparably rigid by bending and non-torsionally rigid by connecting link 3, which fixes the distance between the axles, and also perceives driving and braking forces.
    In this exemplary embodiment, each of the running gears 2 is provided in all its corners with four consoles 4 located below the axial center for supporting the body.
    The body is supported with single-stage cushioning outside the wheel at a very large base on the support arms 4, H-shaped at the ends of the connecting link 3. Eight shock absorbers 5 located on the transverse support arms 4 provide vertical cushioning and horizontal lateral spring suspension of the body, and for each pair of shock absorbers one vertical spring 6 is installed.
    For the movement of twisting around the passage of the curved section, each running gear 2 is equipped with a well-known rotary spherical support
    7, which is located on the bridge 9, connecting to each other two independent wheels 8, and prevents horizontal tipping over of the bridge 9 in a separate running gear 2.
    Thanks to the described spherical support 7 and especially due to the special design of the connecting link 3 for simultaneous support of the body, the movement of the twisting during the passage of the curved section from the shock absorbers 5 is eliminated. As a result, they are loaded only in the vertical and transverse horizontal directions and when passing along the curve remain unchanged in in relation to its bearing height and vertical position. Therefore, lowering the body at sharp turns is eliminated, as is the case with elastically loaded springs.
    As a result, the resistance to twisting of the running gears 2 is reduced to a minimum and their regulation is facilitated depending on the radius of curvature.
    To regulate the running gears 2, depending on the radius of curvature, first, the kink angle between two adjacent body sections pivotally connected to each other through the longitudinal link 11 located in the direction of movement is transmitted to the angular lever 12 connected to the end face with the running gear 2 by located in the longitudinal central plane 10 of the swivel bearing 17, deflecting across the direction of movement of the rod 13, which is connected to the protrusion 14, located on one side of the bridge 9. For mutual control of the chassis by mechanisms 2, each of the bridges 9 is equipped with a tongue-and-groove protrusion 15 extending outside the plane 10, which are axisymmetrically facing each other and at points 18 are pivotally connected to each other by a rod 16.
    The engagement in the longitudinal direction between the chassis and the body is carried out mainly by means of two parallel rods 19 parallel to each other, for example, on both sides of the plane 10, pivotally connected to the running gear 2 in the trolleys 18,
    Equipped with engines, both of the running gears 2 described above, connected to each other, form a driving running gear 1.
    For this, a drive motor 21 with gearboxes 22 and with brake discs 23 from the power take-off side 5 along with the corresponding brake drives on the sprung body section is installed on each longitudinal side of the chassis.
    The force is transmitted through 25 'telescopic articulated shafts to the rods:
    (vol. 51, bevel gears 26. kotoz located on the axle axle of the independent wheels 8 outside of the latter.
    Figure 4-6 shows another variant lightweight) of the proposed chassis, which consists of two mutually controlled uniaxial running gears 52 of essentially the same design, which are inseparably connected to each other by the same flexible bending and torsion-free connecting link 3, which fixes the distance between the axes , and also perceives driving and braking forces.
    ro
    In this exemplary embodiment, each of the code mechanisms 52 is provided with its outer and corners with two consoles 4 located below the axial center to support the body.
    The support of the body is carried out with a one-25-step depreciation outside of a very large base, supporting the consoles 4, T-shaped on the console of the connecting link 3. Four * shock absorbers 5, located on the transverse 1 supporting consoles 4, provide vertical / shock absorption and horizontal transverse spring suspension of the body I with a vertical spring 6 (not shown).
    ova, and each shock absorber is supplemented
    For the movement of twisting during the passage of the curved section, each ho / o mechanism 52 is equipped with a rotary spherical support 7, known per se, which is mounted on the frame 59 that runs parallel to the axis 56 on both sides of it and contains the internal supports 70 of the wheelset 58 and prevents horizontal tipping axial frame 59 in the running gear 52.
    Thanks to the described spherical support 7 and especially due to the special implementation of the connecting link 3 for the one-time support of the body, the movement of turning out during the passage of the curved section from the shock absorbers 5 is eliminated.
    •about
    As a result of this, they are loaded! In both the vertical and transverse horizontal directional directions and when passing along the curve they remain unchanged at 0TN (cal! Onyi dividing their bearing height and vertical position. Therefore, the body will not be bent at sharp turns, as is the case with elastically loaded springs.
    As a result, the resistance to twisting of the running gears 2 is reduced to a minimum and their regulation is facilitated depending on the radius of curvature.
    . Longitudinal engagement and adjustment of the running gears 52 depending on the radius of curvature is carried out in the same way as described in connection with FIGS. 1-3. For mutual regulation of the running gears 52, a pivot point 18 is provided on each axial frame 59, offset diagonally from the same point on the opposite axial frame, both points connected by at least one connecting rod 77 extending diagonally beneath the connecting link 3.
    Provided with an engine, both running gears 52 connected to each other in the above-described manner form a driving running gear 51.
    To do this, on one longitudinal side of the chassis, a drive motor 21 with gearboxes 22 is installed, as well as a brake disc 23 located on the power take-off side with a corresponding brake drive 24 on the sprung body section.
    Both of the above-described embodiments of the proposed design allow us to perceive the reaction forces emanating from the drive and the brake, as well as to perceive differences in the diameter of the wheels by the system without affecting the possibility of adjustment depending on the radius of curvature.
    At the same time, the torsion-free connection of both running gears satisfies all safety conditions regarding derailment due to uneven loads on the wheels, as well as changes in the load of the wheels on the rail, due to the passage of a curved section when the track is skewed.
    7 shows the already described drive chassis 1, but with two-stage shock absorption of the body. Moreover, between the bridges 9 and the corresponding spherical "rotary support" are additional shock absorbers 55, serving only 55 for vertical shock absorption.
    Another variant of the two-stage depreciation of the body is shown in Fig. 8. In this case, the axial frames 59 are supported through shock absorbers 78 known per se, located on both sides of the internal supports 70.
    With two-stage depreciation on both sides of the bridge 9 or axial frame 59 and to ensure the lowest possible construction, staggered segments of spherical rotary support, known per se, can be provided, which are staggered in height, on which shock absorbers 55 are mounted.
    Figure 9 shows an example of the drive chassis 51 described above, an option with different mutual control of the running gears 52. In this case, the beam 66 is mounted on the connecting link 3 in the support 17 with the possibility of rotation in the middle between the axles and its hinge 18 by means of rods 79 connected as shown with corresponding hinges 18 on both axial frames 59.
    The chassis variants 1, 51 shown in FIGS. 1 to 9 may also contain a combination of these features (for example, drive, shock absorption, control), all of which relate to the idea of the invention according to the text of the claims.
    权利要求:
    Claims (10)
    [1]
    Claim
    1. Drive carriage of a rail vehicle having two pivotally interconnected body sections with a low floor, comprising wheels pairwise interconnected by bridges bearing spherical bearings connected to a longitudinal beam located under the axles of the wheels, elastic bearings and shock absorbers for connections to the body section that carries at least one brake and engine located on the outside of the wheels with output shafts connected via telescopic driveshafts: bevel gears and bevel gears with corresponding wheels, characterized in that. that it is equipped with wheel pair control mechanisms in a curve, and the longitudinal beam at the ends is made with transverse consoles bearing said elastic supports and shock absorbers.
    [2]
    2. The trolley according to claim 1, characterized in that the longitudinal beam is rigid in bending and malleable for torsion.
    [3]
    3. A trolley according to claims 1 and 2, which is isolated from the fact that the longitudinal beam at each end is made with one or two pairs of transverse consoles, between which in the second case there are corresponding wheels, while the elastic supports are installed at the ends of the transverse consoles on the outside of the wheels.
    [4]
    4. A trolley according to claims 1 to 3, characterized in that the wheel pair control mechanism in a curve includes a two-arm lever fixed to a longitudinal beam, with one shoulder pivotally connected to a rod fixed to the body section and the other with a transverse rod connected to one of the bridges, which is centrally symmetrically connected to the other by a bar.
    [5]
    5. The trolley according to claim 4, characterized in that the elastic supports include springs and are parallel to the shock absorbers.
    [6]
    6. The trolley according to claim 4, characterized in that the bar is located diagonally.
    [7]
    7. A trolley according to claims 1 to 3, characterized in that the wheel pair control mechanism in the curve includes two two-arm levers fixed to the longitudinal beam, one of which is pivotally connected with a rod fixed to the body section with one shoulder, and the other - with a transverse rod connected to one of the bridges, and two rods, one ends connected with the corresponding shoulders of the other two-shouldered lever, and the other with the corresponding bridges on one side.
    [8]
    8. The trolley according to claims 1-7, with the fact that the bevel gears are mounted on the axles of the wheels from their outer sides.
    [9]
    9. A trolley according to claims 1 to 8, characterized in that two longitudinal rods are pivotally mounted on the longitudinal beam for communication with the body section.
    [10]
    10. The trolley according to claims 1 to 9, which is characterized in that the spherical bearings are fixed on the bridges elastically.
    5 70 26 I 7 5625 23.1241
    Figure 4
    5 70 50 10 5977
    4 58 26/25 22 21 22 25 26 58 4
    52 Wed Ig 5 52 / IL I 'II
    52 4 26 70 59 70 26 4 (pl & 7 ri * 8
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    同族专利:
    公开号 | 公开日
    EP0439574B1|1993-09-29|
    JPH04501244A|1992-03-05|
    GR1000948B|1993-03-16|
    CS405890A2|1991-12-17|
    WO1991002673A1|1991-03-07|
    YU160090A|1994-05-10|
    AU635557B2|1993-03-25|
    DD297121A5|1992-01-02|
    EP0439574A1|1991-08-07|
    NO911559D0|1991-04-19|
    ZA906569B|1991-05-29|
    HUT57135A|1991-11-28|
    FI911895A0|1991-04-19|
    PT95048B|1998-04-30|
    AU6157590A|1991-04-03|
    PL286557A1|1991-03-25|
    NO177049C|1995-07-12|
    BG60049A3|1993-08-16|
    DK0439574T3|1994-02-21|
    HU906758D0|1991-07-29|
    DE59002942D1|1993-11-04|
    AT95126T|1993-10-15|
    YU47663B|1995-12-04|
    CA2039139A1|1991-02-22|
    GR900100602A|1991-12-30|
    PL164166B1|1994-06-30|
    NO177049B|1995-04-03|
    ES2045940T3|1994-01-16|
    NO911559L|1991-04-19|
    PT95048A|1992-03-31|
    RO114108B1|1999-01-29|
    引用文献:
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    DE1096399B|1957-05-24|1961-01-05|Uerdingen Ag Waggonfabrik|Separable, two-axle bogie for rail vehicles|
    US3066617A|1960-03-24|1962-12-04|Sidney H Bingham|Light weight rapid transit truck|
    NL300386A|1962-11-13|
    DE2258645A1|1972-11-30|1974-06-20|Orenstein & Koppel Ag|ELECTRIC MOTORS FOR THE SIMULTANEOUS DRIVE OF TWO AXES MOUNTED IN A RAILWAY TURNTABLE|
    AT44367T|1983-11-28|1989-07-15|Duewag Ag|DOUBLE CHASSIS FOR RAIL VEHICLES.|
    IT1174114B|1984-05-30|1987-07-01|Umberto Vigliani|ARTICULATION WITH NON-CONVENTIONAL TROLLEY WITH INDEPENDENT WHEELS FOR VEHICLES ON LOW-FLOOR RAIL|
    CH679767A5|1986-03-25|1992-04-15|Sig Schweiz Industrieges|IT219394Z2|1990-03-13|1993-02-26|INDEPENDENT WHEEL MOTORIZED TROLLEY FOR LOWERED VEHICLES|
    DE4414293C1|1994-04-23|1995-09-14|Duewag Ag|Running gear for rail vehicles|
    DE4419362A1|1994-06-03|1995-12-07|Bergische Stahlindustrie|Articulated carriage with low corridor, for inner city rail networks|
    DE4422109C2|1994-06-24|1996-05-09|Sig Schweiz Industrieges|Couplable undercarriage arrangement for supporting and transverse inclination of a car body|
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    AT406569B|1995-03-23|2000-06-26|Elin Ebg Traction Gmbh|CHASSIS FOR A RAIL VEHICLE, IN PARTICULAR LOW-FLOOR TRAM|
    DE29508462U1|1995-05-24|1996-09-26|Duewag Ag|Running gear for rail vehicles, especially low-floor light rail vehicles, and vehicle drive module equipped with them|
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    DE102013001973B3|2013-02-05|2014-01-16|Josef Staltmeir|Track guide for high-speed train, has traction motors controlled to optimize operation behavior of driving module and head bogie on railway and backwardly guide head bogie into central position, and sensors arranged in flange of wheel|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    CH304289|1989-08-21|
    PCT/CH1990/000195|WO1991002673A1|1989-08-21|1990-08-17|Driven running gear with steerable individual units|
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