CHASSIS FOR A RAIL VEHICLE

Description

[0001] The invention relates to a chassis for a rail vehicle, comprising a support structure, with at least one first wheelset or at least one pair of wheels, wherein the at least first wheelset or the at least one pair of wheels on each side of the chassis is coupled to the support structure by means of a guide device comprising a guide bushing, a guide pin and an elastic bearing, wherein the guide pin of at least one guide device is designed as an eccentric shaft, wherein a first actuator is connected to an eccentric of the guide pin and to the support structure, and wherein the first actuator is connected in series with the elastic bearing of the first guide device.

[0002] Running gear for rail vehicles must exhibit a high level of driving safety. This can be improved, for example, by the installation of an active wheelset steering system or an active wheel steering system. By means of targeted steering movements of wheelsets or wheels through active rotation of these around their vertical axes, unstable driving conditions are prevented. Furthermore, this increases ride comfort by preventing disruptive vibrations in the rail vehicle. In addition, such steering angle adjustment reduces wear on wheels and rails.

[0003] Actuators of an active wheelset steering system or an active wheel steering system often have to exert large forces and must be dimensioned accordingly. This frequently leads to space problems in bogies, given limited installation space budgets and the large space requirements for components of the active wheelset steering system or the active wheel steering system.

[0004] For example, EP 0 870 664 A2 is known from the prior art, in which a method and a device for

[0005] The wheelset guidance system of rail vehicles is shown, in which a wheelset position is superimposed by an actively set, variable angle of rotation. One example shown is a device in which an actuator is connected to a chassis frame and coupled to an eccentric shaft via a lever. The eccentric shaft and an elastic bushing are mounted in a rocker arm bearing of a rocker arm, which is coupled to a wheelset.

[0006] The aforementioned approach, in its known form, suffers from the disadvantage of low reliability. No devices beyond the actuator are apparent that ensure dynamic stiffness of the wheelset guidance system.

[0007] WO 2017 / 157740 A1 describes a bogie for a rail vehicle in which an actuator and an elastic bearing are arranged in parallel between a bogie frame and a swing arm coupled to a wheelset. The actuator adjusts the steering angle of the wheelset, while the elastic element compensates for dynamic disturbances (for example, from contact between a wheel of the wheelset and a rail).

[0008] The aforementioned approach, in its known form, has the disadvantage of requiring a high actuator force or a large amount of installation space for a force multiplier between the actuator and the swing arm.

[0009] The invention is therefore based on the objective of providing a chassis that is further developed compared to the prior art and includes a redundant yet compact wheelset positioning device or wheel positioning device.

[0010] According to the invention, this problem is solved with a chassis according to claim 1, in which the eccentric and the support structure are coupled to each other even when the first actuator is switched off, via at least one coupling force transmitted by means of the eccentric, which depends on a relative motion state between the eccentric and the support structure.

[0011] The eccentric shaft, acting as a guide pin, is part of the first guide assembly and simultaneously serves as a reset mechanism for the first actuator. Furthermore, the eccentric shaft also functions as a force transmitter for the coupling force, which, depending on a relative motion state (i.e., acceleration, velocity, or displacement, etc.) between the eccentric and the support structure, ensures that the eccentric and the support structure remain coupled even when the first actuator is switched off.

[0012] Both the actuator force and the coupling force are transmitted via the eccentric. The first guide device and the first actuator form an arrangement that places only a moderate burden on the available installation space, yet is still effective.

[0013] The actuator force is used to generate a positioning force on the first wheelset or wheel pair. This coupling force effectively compensates for dynamic disturbances affecting the first wheelset or wheel pair. Because the coupling force between the eccentric and the supporting structure depends on the relative motion between the eccentric and the supporting structure, and also acts when the first actuator is deactivated (e.g., due to a fault, malfunction, damage, or because no active wheelset or wheel positioning process is desired), redundant wheelset or wheel guidance and thus a high level of safety are achieved. With the first actuator deactivated, the running gear exhibits stable running characteristics even at high speeds. Individual components (e.g., the first actuator) can be replaced easily, and retrofitting is also possible.For example, a conventional wheelset guide pin can be replaced by a suitably mounted eccentric shaft, and an actuator and a coupling element can be connected to the eccentric shaft. The actuator and the coupling element can then, for example, be coupled to a chassis frame.

[0014] Such an active wheelset or wheel positioning device can be used on the one hand to improve the cornering behavior of the running gear, but on the other hand also to increase the frictional contact between wheel and rail (for example on routes where sand is not permitted as a means of influencing frictional contact).

[0015] Further advantageous embodiments of the chassis according to the invention are set out in the dependent claims.

[0016] For example, in connection with low design and manufacturing costs, it is advantageous if a first guide damper is connected to the eccentric and the supporting structure.

[0017] This achieves a speed-dependent coupling force between the eccentric and the supporting structure. Furthermore, this allows the use of mass-produced components (e.g., hydraulic dampers, such as those used extensively in rail vehicles as yaw dampers, vertical dampers, etc.).

[0018] In this context, it is also helpful if the first guide damper is connected in series with the elastic bearing and in parallel with the first actuator.

[0019] This measure results in a strong stabilization effect on the first wheelset or wheel pair and at the same time allows for easy replacement of the first guide damper.

[0020] However, it can also be advantageous if the first actuator is designed as a damping actuator.

[0021] This measure combines an actuating and a damping function in the first actuator, thus achieving a particularly compact arrangement for wheelset or wheel guidance with a small number of different components.

[0022] A coupling force between the eccentric and the support structure that changes progressively with speed is achieved when the eccentric and the support structure are hydraulically damped and coupled together.

[0023] If a sluggish response of the first guide damper due to a higher breakaway force is acceptable or even necessary, it can be helpful if the eccentric and the support structure are coupled to each other with friction damping.

[0024] This measure eliminates the need for a damping fluid (e.g. hydraulic oil or compressed air) that requires treatment.

[0025] The elimination of the need for a fluid to generate the coupling force between the eccentric and the support structure is also achieved if the first guide damper is designed as an inertial damper.

[0026] The inertial damper can, for example, be designed as an inert or J-damper. An inert or J-damper is a device in which a coupling force is set, depending on the relative acceleration at an inlet to the inert and an outlet from the inert, by means of a rack that interacts with gears movably mounted, for example, in a housing.

[0027] By using an inertial damper, an acceleration-dependent coupling of the eccentric with the supporting structure is achieved.

[0028] A demand-based adjustment of an effective force transmission between the eccentric and the first actuator is achieved when the first actuator is connected to the eccentric via a first lever.

[0029] With regard to a demand-based force transmission between the eccentric and the first guide damper, it is advantageous if the first guide damper is connected to the eccentric via a second lever.

[0030] For example, depending on the requirements of the respective force transmission, the first lever and the second lever can have different lever lengths.

[0031] A reduction in bearing friction is achieved when the guide pin is supported by a rolling bearing in the guide bushing of the first guide device.

[0032] Due to the reduced bearing friction, the actuating force required by the active wheelset or wheel positioning device is reduced.

[0033] However, it can also be helpful if the guide pin is mounted in the guide bushing of the first guide device via a sliding bearing.

[0034] This measure results in a self-locking bearing of the guide pin.

[0035] A smooth-running bearing of the first actuator, adapted to relative movements between the first wheelset or wheel pair, is achieved when the first actuator is articulated to the eccentric and to the support structure.

[0036] It is also advantageous if the first guide damper is articulated to the eccentric and to the support structure.

[0037] This results in a smooth-running bearing of the first guide damper, adapted to relative movements between the first wheelset or wheel pair.

[0038] A further helpful design is achieved if the first actuator can be connected to a sensor-based track curve detection device.

[0039] This allows the chassis to detect curve movements in time, the first actuator can be switched on or off in a targeted manner, and the first wheelset or wheel pair can be adjusted depending on the curve geometry.

[0040] The invention will now be explained in more detail using exemplary embodiments.

[0041] They show, for example: Fig. 1: A side view of a section of an exemplary first embodiment of a chassis of a rail vehicle according to the invention with an active wheelset positioning device, wherein a first actuator and a first guide damper designed as a telescopic damper are arranged in parallel between an eccentric of a wheelset guidance device and a chassis frame, Fig. 2: A side view of a section of an exemplary second embodiment of a chassis of a rail vehicle according to the invention with an active wheelset positioning device, wherein a first actuator with damping function is arranged between an eccentric of a wheelset guidance device and a chassis frame, Fig.Fig. 3: A side view of a section of an exemplary third embodiment of a chassis of a rail vehicle according to the invention with an active wheelset positioning device, wherein a first actuator and a first guide damper designed as an inertial damper are arranged in parallel between an eccentric of a wheelset guidance device and a chassis frame, Fig. 4: A side view of a section of an exemplary inertial damper, Fig. 5: A plan view of a section of an exemplary fourth embodiment of a chassis of a rail vehicle according to the invention with an active wheelset positioning device, wherein, in each case in parallel, a first actuator and a first guide damper are arranged on a first side of the chassis and a second actuator and a second guide damper are arranged on a second side of the chassis, Fig.Fig. 6: A detailed view of a section of an exemplary wheelset guidance device of a chassis according to the invention coupled with an exemplary active wheelset positioning device, wherein a rolling bearing is arranged between a guide bushing of the wheelset guidance device and a guide pin of the wheelset guidance device designed as an eccentric shaft, and Fig. 7: A detailed view of a section of an exemplary wheelset guidance device of a chassis according to the invention coupled with an exemplary active wheelset positioning device, wherein a sliding bearing is arranged between a guide bushing of the wheelset guidance device and a guide pin of the wheelset guidance device designed as an eccentric shaft.

[0042] Fig. 1 shows a side view of an exemplary first embodiment of a chassis of a rail vehicle according to the invention with an active wheelset positioning device.

[0043] The chassis has a supporting structure 1 designed as a chassis frame, a first wheelset 2 or a first pair of wheels and a second wheelset or a second pair of wheels not shown.

[0044] The first wheelset 2 is connected via a first swing arm 3 to a wheelset bearing housing 5, a in Fig. 1 The first wheelset bearing, which is not visible, as well as one in Fig. 1 non-visible second swing arm 4, as exemplified in Fig. 5 is shown, and an in Fig. 1 The second wheelset bearing, which is not visible, is coupled to the support structure 1.

[0045] Furthermore, the first wheelset 2 is connected to the support structure 1 via a first primary spring 6, which is mounted on a base plate 7 connected to the wheelset bearing housing 5. A [missing information] is also located between the first wheelset 2 and the support structure 1. Fig. 1 A second primary spring, not visible, is arranged, which is designed and mounted according to the same principle as the first primary spring 6. A first secondary spring 9 and a secondary spring 9 are located between the supporting structure 1 and a car body 8 of the rail vehicle. Fig. 1 A second, non-visible secondary spring is arranged.

[0046] The running gear has an active wheelset positioning device, or an active wheel positioning device comprising a pneumatic first actuator 10. The first wheelset 2 is guided by a first guide device comprising a guide bushing 12, a guide pin 13, and an elastic bearing 14, as exemplified in Fig. 6 The guide pin 13 is coupled to the support structure 1, as shown. The guide pin 13 is an eccentric shaft with an eccentric 15, as exemplified in Fig. 6 is shown, formed and coupled on the one hand with the first swing arm 3 and on the other hand, via the eccentric 15, with the first actuator 10 and with a linear, hydraulic first guide damper 16.

[0047] According to the invention, it is also conceivable that the first guide damper 16 is designed as a friction damper or that the telescopic damper has friction elements on a guide tube and a guide rod which are arranged in frictional contact with each other.

[0048] According to the invention, it is also possible that instead of the linear first guide damper 16 a rotary damper is provided which dampens rotational movements of the guide bolt 13.

[0049] The guide pin 13 is connected via the sleeve-shaped elastic bearing 14 and a rolling bearing 18, as exemplified in Fig. 6 shown, mounted in the guide bushing 12. The guide bushing 12 is pressed into the support structure 1. According to the invention, it is also conceivable that a plain bearing 19 is used instead of the rolling bearing 18, as is shown in Fig. 7 has been revealed.

[0050] Furthermore, it is conceivable that the guide bushing 12 is pressed into the first swing arm 3, the guide pin 13 is coupled on one side to the support structure 1 and on the other side to the first actuator 10 and to the first guide damper 16, and the first actuator 10 and the first guide damper 16 are connected to the first swing arm 3.

[0051] Furthermore, it is conceivable that the guide bushing 12 is formed in one piece with the support structure 1 or with the first swing arm 3.

[0052] The first actuator 10, whose longitudinal axis 20 is inclined to a chassis longitudinal axis 21, has a cylinder 22 and a piston 23 with a piston rod 24. The first actuator 10 is articulated via the piston rod 24 to a first lever 25, which in turn is coupled to the eccentric 15. The cylinder 22 is articulated to the support structure 1. The cylinder 22 is supplied with compressed air via a first compressed air line 27 or a second compressed air line 28, which are connected to an electropneumatic control unit 29 in the car body 8, thereby actuating the first actuator 10.

[0053] The wheelset positioning device is therefore connected to the control unit 29.

[0054] According to the invention, it is also possible for the control unit 29 to be arranged in or on the chassis.

[0055] The first guide damper 16, designed as a telescopic damper, is articulated with a second lever 26 and articulated with the support structure 1. The second lever 26 is coupled to the eccentric 15. The first lever 26 and the second lever 26 have different lever lengths.

[0056] The first actuator 10 and the first guide damper 16 are arranged in parallel to each other and connected in series with the elastic bearing 14.

[0057] The first actuator 10 generates actuator forces, the first guide damper 16 coupling forces between the eccentric 15 and the support structure 1.

[0058] The actuator forces are translated by means of the first lever 25, the coupling forces by means of the second lever 26.

[0059] The force-transmitted actuator forces act as actuating forces on the first wheelset 2 via the guide pin 13, the first swing arm 3 and the first wheelset bearing.

[0060] The coupling forces are damping forces and therefore depend on a relative velocity, i.e., a relative state of motion, between the eccentric 15 and the supporting structure 1.

[0061] The coupling forces also act when the first actuator 10 is switched off, i.e., for example, not supplied with compressed air via the first compressed air line 27 or the second compressed air line 28 and is therefore without force.

[0062] The coupling forces compensate for dynamic disturbances between the first wheelset 2 and the supporting structure 1, which can be caused, for example, by wheel-rail contact.

[0063] The guide pin 13 or the eccentric shaft is in a stable equilibrium position due to an offset of the first primary spring 6 from a wheelset vertical axis 30 in the direction of the chassis longitudinal axis 21, when the first wheelset 2 is in a neutral position before or after a translational deflection and / or a rotational deflection. If the first wheelset 2 deflects, a restoring force is generated due to the deflection of the eccentric shaft from its stable equilibrium position, thus restoring it to the stable equilibrium position. This stabilizes the first wheelset 2 and results in particularly stable running characteristics of the chassis.

[0064] The first actuator 10 and the first guide damper 16 are arranged in the area of ​​a first end of the first wheelset 2 on a first side of the chassis. At a Fig. 1 The non-visible second side of the chassis, in the area of ​​a second end of the first wheelset 2, are, as in Fig. 5 As an example, a second guide device, structurally and functionally identical to the first guide device, a second actuator 11, and a second guide damper 17 are arranged. The first actuator 10 and the second actuator 11 can generate oppositely directed steering angle control forces, thereby actively deflecting the first wheelset 2 and, for example, achieving a steering angle γ, as described in Fig. 5 As shown by way of example, it assumes a value greater or less than 0°. According to the invention, however, it is also possible for the first actuator 10 and the second actuator 11 to apply actuating forces in the same direction to the first wheelset 2.

[0065] The second wheelset is structurally, functionally, and with regard to its connection to the supporting structure 1, identical to the first wheelset 2. The second wheelset is also steered by means of the active wheelset steering device, for which purpose further actuators and guide dampers are arranged between the second wheelset and the supporting structure 1.

[0066] To detect track curves and to actuate the first actuator 10, the second actuator 11, and the other actuators in a timely manner by means of the control unit 29, the active wheelset steering device has a sensor-based track curve detection system. This track curve detection system comprises an inertial measurement unit (IMU) 31, which is arranged on an upper chord of the support structure 1 and has three yaw rate sensors and three accelerometers. By means of data fusion from the measurement data of the yaw rate sensors and the accelerometers, the entry of the bogie into a track curve is detected, whereby, depending on yaw rate and accelerometer signals, which are transmitted to the control unit 29 via a first signal line 32, the control unit 29 determines target steering angles suitable for the track curve.Based on the target steering angles, corresponding compressed air signals are generated in the control unit 29, by means of which the first actuator 10 is supplied via the first compressed air line 27 or the second compressed air line 28, and the second actuator 11 and the other actuators are supplied via further compressed air lines, and the target steering angles are actively set for the first wheelset 2 and the second wheelset.

[0067] The track curve detection device further comprises a radar antenna 37 connected to the car body 8, via which signals relating to a track curve approaching the rail vehicle are received. These signals are transmitted to the control unit 29 via a second signal line 33. This enables predictive detection of track curves. According to the invention, it is also possible to use a lidar-based device instead of the radar antenna 37 or a radar-based device. Furthermore, it is conceivable to receive position information of the rail vehicle via a Global Positioning System (GPS) antenna and to detect track curves by comparing the position information with track curve position information from a route database.

[0068] The track curve detection device further comprises a first ultrasonic sensor 38, connected to the control unit 29 via a third signal line 34 and located on the support structure 1, and a second ultrasonic sensor 39, connected to the control unit 29 via a fourth signal line 35 and located on the underside of the car body 8. The first ultrasonic sensor 38 and the second ultrasonic sensor 39 detect any turning movements of the running gear under the car body 8. The corresponding results are used to determine the target steering angle.

[0069] According to the invention, it is also possible that optical sensors, for example, are used instead of the first ultrasonic sensor 38 and the second ultrasonic sensor 39.

[0070] A yaw damper 40 is connected to the support structure 1 and the car body 8. The track curve detection device includes a yaw damper acceleration sensor 41, arranged on the yaw damper 40 and connected to the control unit 29 via a fifth signal line 36. This sensor detects changes in the length of the yaw damper 40, thus indicating a rotational movement between the chassis and the car body 8. The detected changes in the length of the yaw damper 40 are also used in the target steering angle determination. However, according to the invention, it is also possible to determine the target steering angle solely based on measurements from the inertial measuring unit 31.

[0071] In Fig. 2 Figure 1 shows a side view of a section of an exemplary second embodiment of a chassis of a rail vehicle according to the invention with an active wheelset positioning device.

[0072] This second embodiment is similar to the first embodiment of a chassis according to the invention, which is described in Fig. 1 as shown. Therefore, in Fig. 2 partially the same reference symbols as in Fig. 1 used.

[0073] Unlike Fig. 1 The wheelset positioning device includes according to Fig. 2 no first guide damper 16. Rather, a first actuator 10 is designed as a damping actuator and therefore has a damping function.

[0074] This damping function is achieved by selectively setting and maintaining pressure conditions in a cylinder 22 of the first actuator 10 by means of a first shut-off valve 42 and a second shut-off valve 43.

[0075] Compressed air signals can be generated via a control unit 29 in a car body 8 of the rail vehicle, by means of which pressure states in the cylinder 22 can be set via a first compressed air line 27 or a second compressed air line 28, from which in turn displacement-dependent actuator forces are generated.

[0076] The first actuator 10 applies both actuating forces to a first wheelset 2 and coupling forces between an eccentric 15, as exemplified in Fig. 6 The figure shows a guide pin 13 of a wheelset guidance device of the chassis and a support structure 1 of the chassis. The first actuator 10 is articulated to the eccentric 15 and the support structure 1.

[0077] The coupling forces depend on velocities and paths, i.e., on a relative state of motion between the eccentric 15 and the supporting structure 1.

[0078] With the first actuator 10 switched off or the compressed air supply to cylinder 22 from the control unit 29 deactivated, compressed air remains trapped in cylinder 22 due to the timely closing of the first shut-off valve 42 and the second shut-off valve 43. As a result, the eccentric 15 and the support structure 1 are coupled to each other, even with the first actuator 10 switched off, via the coupling forces transmitted by the eccentric 15, which depend on the relative position of movement between the eccentric 15 and the support structure 1.

[0079] The first actuator 10 is designed as a pneumatic actuator. However, according to the invention, it is also conceivable to design the first actuator 10 as a hydraulic actuator.

[0080] This is particularly conceivable when a strong damping effect is required.

[0081] Fig. 3 Disclosing a side view of a section of an exemplary third embodiment of a chassis of a rail vehicle according to the invention with an active wheelset positioning device.

[0082] This third embodiment is similar to the first embodiment of a chassis according to the invention, which is described in Fig. 1 as shown. Therefore, in Fig. 3 partially the same reference symbols as in Fig. 1 used.

[0083] Unlike Fig. 1 is in Fig. 3 A first guide damper 16 is designed not as a hydraulic damper, but as an inertial damper. The inertial damper is designed as an inert element and has a rack 44 and a housing 45. A first gear 46 and a second gear 47 are arranged in the housing 45, which are Fig. 4 are visible.

[0084] The rack 44 is guided into the housing 45 and is in contact with the first gear 46.

[0085] The rack 44 is articulated with an eccentric 15, as exemplified in Fig. 6 As shown, a guide pin 13 of a wheelset guidance device of the chassis is coupled, the housing 45 is articulated via a connecting part 48 to a support structure 1 of the chassis.

[0086] By means of the inert, a coupling force between the eccentric 15 and the support structure 1 is set depending on a relative acceleration, i.e., depending on a relative motion state between the eccentric 15 and the support structure 1.

[0087] According to the invention, it is also conceivable, for example, to connect a rotary inertial element to the eccentric 15 instead of the inert element, thus creating a system that is one

[0088] To form a dependent coupling force between the eccentric 15 and the support structure 1, depending on the state of relative motion.

[0089] Fig. 4 shows a first guide damper 16 designed as an inertial damper, as in that in Fig. 3 The illustrated embodiment of a chassis according to the invention is used.

[0090] The first guide damper 16, or inertial damper, is designed as an inert element with a rack 44, a first gear 46, a second gear 47, and a housing 45. The housing 45 includes a connecting part 48. The first gear 46 and the second gear 47 are designed as double gears.

[0091] As in Fig. 3 The first guide damper 16 is shown articulated via the rack 44 to a guide pin 13 of a wheelset guidance device and the connecting part 48 is articulated to a support structure 1 of the chassis.

[0092] The rack 44 is guided into the housing 45 via a first opening 49 in an outer housing wall 51. The rack 44 is slidably mounted in the outer housing wall 51 via the first opening 49 and in the inner housing wall 52 via a second opening 50.

[0093] The first gear 46 has a first toothing 53 on a first radius, via which it is toothed on a top side of the rack 44 with a second toothing 54 of the rack 44.

[0094] The first gear 46 has a third tooth 55 on its outer circumference, i.e., on a second radius larger than the first radius, via which it is coupled to a fourth tooth 56 on a third radius of the second gear 47. The second gear 47 is designed as a flywheel, has no teeth on its outer circumference, i.e., on a fourth radius larger than the third radius, and contacts a housing base plate 57 via its outer circumference.

[0095] The first gear 46 and the second gear 47 are rotatably mounted in the housing 45 via their longitudinal gear axes.

[0096] During relative movements between the guide pin 13 or the rack 44 and the connecting part 48 or the support structure 1, a coupling force is formed between the guide pin 13 and the support structure 1 via the rack 44, the first gear 46 and the second gear 47, which depends on a relative acceleration, i.e., on a state of relative motion between the guide pin 13 and the support structure 1.

[0097] In Fig. 5 Figure 1 shows a plan view of a section of an exemplary fourth embodiment of a chassis of a rail vehicle according to the invention with an active wheelset positioning device.

[0098] The chassis has a supporting structure 1 designed as a chassis frame, with which a first wheelset 2 and a Fig. 5 The second wheelset, not shown, is coupled.

[0099] The first wheelset 2 is connected to a first side of the chassis via a first swing arm 3 and via a first guide device, as exemplified in connection with Fig. 1 as described, and is connected to the supporting structure 1 on a second chassis side via a second swing arm 4 and via a second guide device, which is structurally and functionally identical to the first guide device.

[0100] On the first side of the chassis, a pneumatic first actuator 10 and a hydraulic first guide damper 16 are arranged in parallel. The first actuator 10 and the first guide damper 16 are connected as described in connection with Fig. 1 described and executed as well as in Fig. 1 shown, force-translated and articulated with the first swing arm 3 and articulated with the support structure 1.

[0101] On the second side of the chassis, a second actuator 11 and a second guide damper 17 are arranged in parallel. The second actuator 11 and the second guide damper 17 are functionally identical to the first actuator 10 and the first guide damper 16 and, like the first actuator 10 and the first guide damper 16, are force-transmitted and articulated to the second swing arm 4 and to the support structure 1.

[0102] The second wheelset is structurally, functionally, and in terms of its connection technology to the supporting structure 1, identical to the first wheelset 2. The active wheelset steering device of the bogie also steers the second wheelset. Therefore, connections between the second wheelset and the supporting structure 1 are... Fig. 5 Additional actuators and guide dampers, not shown, are arranged.

[0103] By means of a control unit 29, as exemplified in Fig. 1 As shown, the first actuator 10, the second actuator 11, and the subsequent actuators are controlled. This results in a steering angle adjustment of the first wheelset 2 and the second wheelset.

[0104] The first wheelset 2 is in the one in Fig. 5 The steering state shown is rotationally deflected. A transverse axle 58 of the first wheelset 2 has a steering angle γ relative to a longitudinal axle 21 of the chassis.

[0105] According to the invention, it is also conceivable to control the first actuator 10, the second actuator 11 and the further actuators not centrally via the control unit 29, but for example wheel set by wheel set or each actuator separately.

[0106] By means of the first actuator 10 and the second actuator 11, steering angle adjusting forces acting in opposite directions are generated to adjust the steering angle γ. In the Fig. 5 In the depicted steering state, the first actuator 10 and the first guide damper 16 are retracted and the second actuator 11 and the second guide damper 17 are extended.

[0107] By means of the first guide damper 16, the second guide damper 17 and the further guide dampers, speed-dependent coupling forces are formed between the first wheelset 2 and the second wheelset on the one hand and the supporting structure 1 on the other hand, which also act when the first actuator 10, the second actuator 11 and / or the further actuators are switched off.

[0108] According to the invention, it is also conceivable to deflect the first wheelset 2 linearly by means of actuating forces directed in the same direction, i.e. to carry out a translational deflection in the direction of the chassis longitudinal axis 21.

[0109] Before and after rotational and / or translational deflections of the first wheelset 2, it has a neutral position in which the steering angle γ has a value of 0° and / or no deflection of the first wheelset 2 in the direction of the chassis longitudinal axis 21 is set.

[0110] Fig. 6 discloses a detailed representation of a section of an exemplary wheelset guidance device of a chassis according to the invention, coupled with an exemplary active wheelset positioning device, as is shown, for example, in the one in Fig. 1 The exemplary first embodiment of a chassis according to the invention is used as shown.

[0111] A sleeve-shaped elastic bearing 14 of the first guide device and, adjacent to the elastic bearing 14, a rolling bearing 18 of the first guide device are inserted into a guide bushing 12 of a first guide device.

[0112] A guide pin 13 of the first guide device, designed as an eccentric shaft, is connected via the rolling bearing 18 to a first swing arm 3 of the chassis, as exemplified in Fig. 1 The guide pin 13 is coupled. It has an eccentric 15 which is connected to a first lever 25 and a second lever 26. The first lever 25 and the second lever 26 are arranged at an angle to each other and connected to form a double lever.

[0113] As in Fig. 1 As revealed, the first lever 25 is connected to a first actuator 10 and the second lever 26 to a first guide damper 16.

[0114] The first actuator 10 and the first guide damper 16 are arranged in parallel to each other and are connected to a support structure 1 of the chassis, as exemplified in Fig. 1 is shown, connected.

[0115] The first actuator 10 and the first guide damper 16 are connected in series to the elastic bearing 14.

[0116] By means of the first actuator 10, actuator forces are applied to adjust a first wheelset 2, as exemplified in Fig. 1 It is shown that it is formed.

[0117] By means of the first guide damper 16, coupling forces are formed between the eccentric 15 and the support structure 1, which also act when the first actuator 10 is switched off.

[0118] These coupling forces depend on a relative motion state between the eccentric 15 and the supporting structure 1.

[0119] To adjust the first wheelset 2, the actuator forces are transmitted from the first actuator 10 via the first lever 25, the eccentric 15 or the guide pin 13, and the roller bearing 18 against the resistance of the elastic bearing 14 to the first swing arm 3, thereby deflecting the first wheelset 2. The first wheelset 2 can thus achieve a steering angle γ, as exemplified in Fig. 5 As shown, take.

[0120] In Fig. 7 Figure 1 shows a detailed view of a section of an exemplary wheelset guidance device coupled to an exemplary active wheelset positioning device of a chassis according to the invention. This wheelset guidance device or wheelset positioning device is similar to the embodiment shown in Figure 2. Fig. 6 is shown. Therefore, in Fig. 7 partly the same reference symbols as in Fig. 6 used.

[0121] Unlike the one in Fig. 6 The illustrated version includes the wheelset guidance device according to Fig. 7 instead of one in Fig. 6 The rolling bearing 18 shown is a sleeve-shaped sliding bearing 19. List of designations

[0122] 1 Support structure 2 First wheelset 3 First swing arm 4 Second swing arm 5 Wheelset bearing housing 6 First primary spring 7 Base plate 8 Car body 9 First secondary spring 10 First actuator 11 Second actuator 12 Guide bushing 13 Guide pin 14 Elastic bearing 15 Eccentric 16 First guide damper 17 Second guide damper 18 Rolling bearing 19 Plain bearing 20 Longitudinal axis 21 Chassis longitudinal axis 22 Cylinder 23 Piston 24 Piston rod 25 First lever 26 Second lever 27 First compressed air line 28 Second compressed air line 29 Control unit 30 Wheelset vertical axis 31 Measuring unit 32 First signal line 33 Second signal line 34 Third signal line 35 Fourth signal line 36 Fifth signal line 37 Radar antenna 38 First ultrasonic sensor 39 Second ultrasonic sensor 40 Yaw damper 41 Yaw damper acceleration sensor 42 First shut-off valve 43 Second shut-off valve 44 Rack 45 Housing 46 First gear 47 Second gear 48 Connection part 49 First opening 50 Second opening 51 Housing outer wall 52 Housing inner wall 53 First tooth 54 SecondGear 55 Third gear 56 Fourth gear 57 Housing base plate 58 Wheelset transverse axle γ steering angle

Claims

1. Bogie for a rail vehicle, with a support structure (1), with at least one first wheel set (2) or at least one wheel pair, wherein the at least first wheel set (2) or the at least one wheel pair per side of the bogie is coupled to the support structure (1) by means of a guide facility, which has a guide bushing (12), a guide pin (13) and an elastic bearing (14), wherein the guide pin (13) of at least one first guide facility is designed as an eccentric shaft, wherein a first actuator (10) is connected to an eccentric (15) of the guide pin (13) and to the support structure (1), and wherein the first actuator (10) is connected in series to the elastic bearing (14) of the first guide facility, characterised in that the eccentric (15) and the support structure (1) are also coupled to one another when the first actuator (10) is switched off, via at least one coupling force transferred by means of the eccentric (15), which is dependent on a relative movement state between the eccentric (15) and the support structure (1).

2. Bogie according to claim 1, characterised in that a first guide damper (16) is connected to the eccentric (15) and to the support structure (1).

3. Bogie according to claim 2, characterised in that the first guide damper (16) is connected in series to the elastic bearing (14) and is connected in parallel to the first actuator (10).

4. Bogie according to claim 1, characterised in that the first actuator (10) is designed as a damping actuator.

5. Bogie according to one of claims 1 to 4, characterised in that the eccentric (15) and the support structure (1) are coupled to one another in a hydraulically damped manner.

6. Bogie according to one of claims 1 to 4, characterised in that the eccentric (15) and the support structure are coupled to one another in a frictionally damped manner.

7. Bogie according to claim 2 or 3, characterised in that the first guide damper (16) is designed as an inertia damper.

8. Bogie according to one of claims 1 to 7, characterised in that the first actuator (10) is connected to the eccentric (15) via a first lever (25).

9. Bogie according to claim 2 or 3, characterised in that the first guide damper (16) is connected to the eccentric (15) via a second lever (26).

10. Bogie according to one of claims 1 to 9, characterised in that the guide pin (13) is mounted in the guide bushing (12) of the first guide facility via a roller bearing (18).

11. Bogie according to one of claims 1 to 9, characterised in that the guide pin (13) is mounted in the guide bushing (12) of the first guide facility via a slide bearing (19).

12. Bogie according to one of claims 1 to 11, characterised in that the first actuator (10) is connected in an articulated manner to the eccentric (15) and to the support structure (1).

13. Bogie according to claim 2 or 3, characterised in that the first guide damper (16) is connected in an articulated manner to the eccentric (15) and to the support structure (1).

14. Bogie according to one of claims 1 to 13, characterised in that the eccentric (15) is arranged in a stable state of equilibrium when the at least first wheel set (2) or the at least one wheel pair has a neutral position prior to or following a translational and / or rotational deflection.

15. Bogie according to one of claims 1 to 14, characterised in that the first actuator (10) can be connected to a sensor-based track curve detection facility.