EP0649782A1 - Railway vehicle and railway train for such a vehicle - Google Patents

Abstract

The railway vehicle has at least one bogie (1) with two wheel set units (12, 12') which are connected to one another in an articulated fashion via a coupling arrangement. This bogie 1 is constructed as a frameless bearing arrangement and the vehicle body (17) is mounted on spring elements (10) and has at leats one guide device or at least one pendulum (11) between the bogie (1) and the vehicle body (17). By omitting the complex rotary bogie frame, the structure is greatly simplified and thus lightweight and compact. The radially adjustable wheel set units (12, 12') can be additionally arranged at a small distance from one another. The frameless bogie (1) is therefore in particular highly suitable for railway vehicles on rail networks which have tight bends. <IMAGE>

Description

The invention relates to a rail vehicle according to the preamble of claim 1.

Both locomotives and wagons of the type mentioned essentially consist of a vehicle body, which is built on and carried by one or more bogies. The wheel sets or wheel set units are installed in the frame of the bogie. In some of these bogies, the wheel sets are arranged to be movable relative to one another in order to improve the cornering properties.

Regardless of whether it is pure wheel sets or drive wheel sets driven by motors, the wheel set units have so far been arranged in a frame construction on which the vehicle body is spring-supported. Such chassis with so-called paw bearing units, which are rotatably mounted against each other in a frame, and their function are described in detail, for example, in EP-A1-0.420.801.

Such bogies or undercarriages with the traditional, previous frame construction are relatively complex and heavy, especially as far as the manufacture is concerned. The construction becomes particularly complex for rail vehicles for track systems and rail networks with relatively narrow curve radii, since the relatively short spring levels between the wheel set units and the frame construction have to absorb large relative movements in the horizontal plane when the wheel set units are set radially.

The object of the invention is to provide a chassis for rail vehicles and thus a rail vehicle, which can be manufactured with less effort and in a lighter design than previous designs and in which the wheelsets of a chassis even with tight radii of curvature of the track an automatic radial adjustment of these wheelsets enable.

According to the invention, this object is achieved with a rail vehicle which has the features in the characterizing part of independent claim one. A running gear for such a rail vehicle has the features of independent claim 15. The dependent claims relate to particularly advantageous developments of the invention.

The new chassis is no longer a traditional bogie, in which the wheel sets are mounted in a frame. This simplified construction saves weight and, above all, also saves a great deal of money, and also enables the wheelsets to be automatically adjusted radially within a relatively large angular range. This in turn means that even with tight curve radii of less than 300 meters, the run-up angle of the wheels remains small, which keeps track and wheel wear low, as lateral and longitudinal slip is strong is lowered. At the same time, the typical squeaking noises that occur when driving through tight bends with conventional bogies can be avoided. The proposed construction is particularly advantageous, for example, for articulated railcars, in which the drive train is arranged as a separate unit between two car parts.

Undercarriages according to the invention and with a connecting joint between the two wheel set units adjust themselves practically unaffected by the radius of the curve under the influence of traction or braking force. To transmit these traction forces (longitudinal forces), the vehicle body can be coupled to one of the wheel set units via a push-pull rod which is arranged in such a way that the extension of its axis below the connecting joint between the two wheel set units meets the plane of the top edges of the rails. Accordingly, it is achieved that under the effect of the traction forces, there are no axle load differences between the two wheel set units.

The new undercarriage according to the invention also allows a very compact design with a minimal center distance and at the same time good accessibility for maintenance work, since the actual frame structure of previous bogies is missing.

The bogie frame, which has a complex structure and on which the box is supported, is therefore omitted in a chassis according to the invention. Instead, in the case of the support arrangement according to the invention, essentially only the spring stages, which can be long-stroke and can preferably be arranged on the axle bearings, and a guide device or a pendulum arrangement and means for longitudinal force transmission are present between the box and the wheel sets. The pendulum between the chassis and the vehicle body are spherically suspended pendulums, for example.

The construction according to the invention gives the chassis, in comparison to a bogie with a rigid frame of a previously customary design, a high degree of torsional flexibility of the axles, as a result of which practically balanced wheel loads, e.g. when driving on track twists, can be achieved. This increases safety against derailment when the track is poor.

In a construction with e.g. Two pendulums, the roll stiffness between the chassis and the vehicle body can be determined by the choice of the distance in the transverse direction of the vehicle and by the stiffness of the pendulums and their attachment eyes. With a pendulum arrangement with inclined pendulums, the position of the roll pole can also be influenced and e.g. be chosen so that it is approximately at the body height of passengers. The comfort conditions for the passenger can thus be improved.

For resetting the wheel set units rotated in opposite directions about the vehicle vertical axis, connecting rods, e.g. be provided between the axle bearing housings of the wheel sets, the resetting being passive with tension-compression springs, but also actively with the aid of pneumatic or hydraulic cylinders, servomotors, etc. can be done. In the latter case, the rotation of the wheel set units can also be controlled, regulated or locked according to predetermined values.

However, compression springs, tension springs or tension compression springs can also be arranged between the wheel set units or, in the case of drive axles with carrier bearing units, between the drive units. To improve the properties that determine the running stability, eg to dampen vibrations in the upper one Speed range, the twisting movement can also be damped by, for example, dampers arranged parallel to the return springs. The formation of the return springs as rubber springs, which have damping properties in themselves, is particularly advantageous. The resetting could also be achieved in that the connecting joint between the wheel set units is designed to be torsionally rigid and generates the resetting forces when deflected. Other design options can also consist, for example, in that the springs between the vehicle body and the chassis are designed to be transversely rigid in the longitudinal or driving direction.

For example, so-called FLEXICOIL springs of known design are used for the transverse guidance of the box. Other options for transverse guidance are, for example, laterally spring-loaded limits over one or both axes. It is also possible to arrange a transverse stiffener within the springs or to install transverse buffers between the connecting rods of the wheel sets and side walls of the vehicle body. However, there is also the option of using the pendulum or pendulums to generate a restoring force if e.g. the pendulum is short and / or is attached on one or both sides with rubber joints, which generate the restoring moments when deflected. By suitable coordination of the transverse suspension of the box and the restoring forces of the pendulum arrangement in the transverse direction of the vehicle, it can also be achieved that the centrifugal force occurring when cornering supports the radial setting of the wheel sets.

Instead of a pendulum arrangement, another guide device, for example in the form of a spherical joint connection between one of the wheel set units and the vehicle body, or in the form of an elastic connection, for example by means of an intermediate piece made of a rubber-like material, be provided so that the longitudinal forces can also be transmitted.

According to a further embodiment, a part of the wheel set units or the connecting joint arranged between them can be movably supported transversely to the direction of travel on a guide track arranged on the box. According to another embodiment, the wheelset units can be connected via a box-independent, at a distance from the connecting joint, e.g. Above the same, arranged self-supporting support arrangement can be supported against each other so that the connecting parts provided for the transmission of the longitudinal forces can be freely deflected in the transverse direction. A corresponding support arrangement is e.g. known from EP-A 0 420 801, Fig. 8, mentioned at the beginning.

In order to promote the turning movement between the undercarriage and the vehicle body when cornering, which improves the cornering of the undercarriages, e.g. Tilting rubber rails or other spring bearings can be used, which favor a tilting of the springs in preferably only one direction. Tilting rubber rails that are centered transversely to the direction of travel or towards the turning center of the chassis are e.g. known from EP-A 0 271 690.

The invention is explained in more detail below with reference to the figures, which show schematic examples of the invention and details.

Fig. 1

ein Fahrwerk mit zwei als Tatzlagereinheiten ausgebildeten Radsätzen für ein Schienenfahrzeug;

Fig. 2

die Skelett-Darstellung eines Fahrwerks mit einem Pendel;

Fig. 3

die Skelett-Darstellung eines Fahrwerks mit zwei parallel angeordneten Pendeln;

Fig. 4

die Skelett-Darstellung eines Fahrwerks mit zwei schräggestellten Pendeln mit einem Wankpol im Fahrzeugkasten;

Fig. 5

die Skelett-Darstellung eines Fahrwerks mit schräggestellten Pendeln mit einem Wankpol im Fahrzeugkasten und bei dem eine Zug-Druckstange im Bereich der Kupplung zwischen den Radsätzen angreift;

Fig. 6

die Seitenansicht eines Gelenk-Triebwagens mit einer zentralen Antriebseinheit;

Fig. 7

die Seitenansicht eines Fahrwerks in einer abgewandelten Ausführungsform;

Fig. 8

die Seitenansicht mit einem Teilschnitt eines Fahrwerks in einer weiteren Ausführungsform;

Fig. 9

die Seitenansicht eines weiteren Fahrwerks in einer abgewandelten Ausführungsform.

Show it:

Fig. 1

a chassis with two wheel sets designed as Tatzlagereinheit for a rail vehicle;

Fig. 2

the skeleton representation of a chassis with a pendulum;

Fig. 3

the skeleton representation of a chassis with two parallel pendulums;

Fig. 4

the skeleton representation of a chassis with two inclined pendulums with a roll pole in the vehicle body;

Fig. 5

the skeleton representation of a chassis with inclined pendulums with a roll pole in the vehicle body and in which a push-push rod engages in the area of the coupling between the wheel sets;

Fig. 6

the side view of an articulated railcar with a central drive unit;

Fig. 7

the side view of a chassis in a modified embodiment;

Fig. 8

the side view with a partial section of a chassis in a further embodiment;

Fig. 9

the side view of another chassis in a modified embodiment.

1 essentially shows a chassis 1, designed as a frameless support arrangement, of a rail vehicle according to the invention, in which the vehicle body, which is supported on the springs 10, is shown only hintedly. The springs 10 are supported on the chassis side on the axle bearings 121 and 121 'by wheel set units 12 and 12' which are designed as drive wheel sets. These each contain a drive motor 18, which on the axle 20 of the Tatzlager 19 relevant wheel set is supported and connected to this gear via gears 24 and 25. The two wheel set units 12 and 12 'are connected to one another in an articulated manner via the drawbars 13, 13' and the coupling 14 and with a guide device 5 in the form of a pendulum arrangement which, as shown, contains a pendulum 11 articulated to the wheel set unit 12 'and the vehicle body Vehicle body coupled.

The two return spring elements 15 and 15 'are arranged between the two wheel set units 12 and 12'. The push-pull rod 16 is attached between the wheel set unit 12 and the vehicle body indicated only by parallelograms 17 and essentially serves to transmit the traction forces between the vehicle body and the chassis 1. The pendulum 11 serves on the one hand to suspend the wheel set units 12, 12 'and on the other hand also the torque support under traction forces.

2 to 5 each show the two wheel set units 2 and 3 of the frameless undercarriage 1 according to the invention and spring elements 4 which are supported on the axle bearings 44 and support the vehicle body, which is only symbolically indicated by the cuboid 40. The cuboids 40 are formed by rail-like support pieces made of rubber or a corresponding rubber-like material which are arranged transversely to the direction of travel in a known manner. Restoring elements 45 articulated on the axle bearings 44 are arranged between the wheel set units 2 and 3 of each undercarriage. The pull-push rod 46 is attached between the one wheel set unit 2 and the fastening point 40 'on the vehicle body.

The undercarriages of FIGS. 2 to 4 differ in the arrangement of the pendulums between the undercarriage and the Vehicle body are attached. 2, the only pendulum 472 on the chassis side is articulated to the drawbars in the area of the coupling 23 of the two wheel set units 2, 3 and is guided to the fastening point 40 ″.

3 there are two pendulums 473, 473 'which can advantageously be designed with elastic joints. Each of these pendulums is connected to one of the wheel set units 2, 3 of the chassis and is guided to the vehicle body. The pendulums are arranged in parallel.

In contrast, the two pendulums 473, 473 'of the undercarriages of FIGS. 4 and 5 are arranged obliquely to one another. Your projections on a plane perpendicular to the intended direction of travel intersect at a height in the vehicle body (not shown) in the so-called roll pole, an ideal fulcrum, whereby in a vehicle with, for example, two undercarriages, a roll axis is formed for the vehicle, through the two roll poles of the two trolleys runs.

5 is mounted between the coupling area of the two wheel sets 2, 3 and the vehicle body.

In the three-part articulated railcar 6 of FIG. 6, the drive unit 61 is designed as a compact vehicle part with a chassis. The middle drive unit 61 can be articulated, for example, to the two other vehicle units 62 and 63 via pivots, hanging pendulums and / or a lemniscate guide of known design.

7 is coupled to the vehicle body 17 via a guide device 70 which contains a guide part projecting from the vehicle body 17 in the form of a console 71. The console 71 is part of one Pendulum arrangement on the vehicle body 17 in a hinge-like manner, pivotable about an axis 72 running in the longitudinal direction of the vehicle, articulated and articulated in a spatially movable manner on the wheel set unit 12, as shown on the drive motor 18, via a ball joint 74. In this embodiment, the restoring elements 45 are articulated to the axle bearings 121, 121 'via spring elements 73, which according to the illustration can each consist of a rubber-like material and by means of which undesirable vibrations of the wheel set units 12, 12' are damped and the running stability of the chassis 1 can thus be improved . The console 71 serves on the one hand to guide the wheel set units 12, 12 'in the transverse direction of the vehicle, and on the other hand as a means for transmitting the traction forces between the chassis 1 and the vehicle body 17. Via the console 71 hinged to the vehicle body 17, the brackets which are approximately radially adjusted when cornering can be used Wheelset units 12 and 12 'corresponding restoring forces are transmitted, which counteract the respective opposite deflections of the wheelsets.

In a departure from the embodiment shown, the guide device 70 can also contain a fixed driver part which corresponds to the bracket 71 and can be attached or designed to the vehicle body 17 and which is coupled to one of the wheel set units 12, 12 'in a spatially movable manner via the articulated connection described and / or a corresponding elastic connection is. The driver part can e.g. be designed in the form of a vertical pivot or contain such. A corresponding driver part can also be attached to one of the wheel set units 12, 12 'and can be coupled with the vehicle body 17 so as to be movable.

8, the wheel set units 12, 12 'are connected to one another via a ball joint 83 and to one Supporting part, according to the drawbar 13, between two guide parts 81, 82 of a guide device 80 attached to the vehicle body 17 is held movable in the transverse direction of the vehicle. The drawbar 13 can, as shown, be slidably guided by intermediate pieces 84 on the guide parts 81, 82. A movable connection between the drawbar 13 and the guide parts 81, 82 can also be achieved by means of corresponding elastic intermediate pieces 84 made of a rubber-like material, wherein a correspondingly simpler joint arrangement can be used instead of the ball joint 83. The axle bearings 121, 121 'are coupled by restoring elements 85, each of which contains a hydraulic or pneumatic damping and / or adjusting device 86. The adjustment of the wheel set units 12, 12 'can be influenced via the adjusting device 86. The adjusting device 86 can be connected to a control or regulating device, not shown, so that the adjustment of the wheel set units 12, 12 'can also be controlled, regulated or blocked according to predetermined values. Air springs or, as shown, coil springs can be provided as spring elements 10.

The chassis according to FIG. 9 contains a guide device 90 in the form of a self-supporting support arrangement which is independent of the vehicle body 17 and which contains two support parts 91, 91 'directed towards one another in the longitudinal direction of the vehicle. The support parts 91, 91 'are formed on two protrusions each projecting from one of the drive motors 18, which are supported against one another above the coupling arrangement 14 via a support element 92 made of a rubber-elastic material. Correspondingly, the drawbars 13, 13 'intended for transmitting the traction forces are kept freely deflectable in the transverse direction of the vehicle and are not loaded by vertical forces.

The rail vehicle has at least one undercarriage 1 with two wheel set units 12, 12 ', which are articulated to one another via a coupling arrangement. This chassis 1 is designed as a frameless support arrangement and the vehicle body 17 is mounted on spring elements 10 and has at least one guide device or at least one pendulum 11 between the chassis and vehicle body 17. By eliminating the complex rotating chassis frame, the construction is greatly simplified and thus light and compact. The radially adjustable wheel set units 12, 12 'can also be arranged at a short distance from one another. The frameless undercarriage 1 is therefore particularly well suited for rail vehicles on rail networks that have tight curve radii.

For constructive details and designs of previous bogies according to the prior art, reference is expressly made to patent application EP-A1-0 420 801. In particular, details of wheel set units, spring elements, bearing arrangements are shown and described therein.

Claims (15)

Rail vehicle with a vehicle body (17, 40) and at least one undercarriage (1) with two wheel set units (2, 3; 12, 12 ') which are articulated to one another via a coupling arrangement (14, 23, 83), characterized in that at least one chassis (1) is designed as a frameless support arrangement for the vehicle body (17, 40) and that between the vehicle body (17, 40) and the chassis (1) spring elements (4, 10) and at least one guide device (5, 70 , 80, 90) are arranged. Rail vehicle according to Claim 1, in which the guide device (5) contains at least one pendulum (11; 472; 473, 473 '). Rail vehicle according to claim 1 or 2, with two pendulums (473, 473 ') which are arranged between the chassis (1) and the vehicle body (40). Rail vehicle according to Claim 3, in which one of the pendulums (473 and 473 ') is arranged between one of the wheel set units (2 or 3) of the chassis (1) and the vehicle body (40). Rail vehicle according to one of Claims 1 to 4, in which at least two pendulums (473, 473 ') are arranged inclined to one another and their extensions - or their projection onto a plane transverse to the straight line Direction of travel - cut in the vehicle compartment, preferably at passenger height. Rail vehicle according to Claim 1 or 2, in which the guide device (70) contains a guide part in the form of a bracket (71) protruding from the vehicle body (17), which is coupled to the chassis (1) so that it can move. Rail vehicle according to Claim 6, in which the bracket (71) is articulated on the vehicle body (17) in a hinge-like manner, about an axis (72) extending essentially in the longitudinal direction of the vehicle. Rail vehicle according to Claim 1, in which the guide device (80) has a guide part (81, 82) attached to the vehicle body (17) for a support part (drawbar 13) of the undercarriage (1) which can be moved movably therewith transversely to the longitudinal direction of the vehicle. Rail vehicle according to Claim 1, in which the guide device (90) contains a support arrangement which is displaceable in height in relation to the coupling arrangement (14) and which can move in the transverse direction of the vehicle and which has two support parts (91, 91 ') which can be supported against one another in the longitudinal direction of the vehicle by one of the wheel set units (12, 12') ) having. Rail vehicle according to one of Claims 1 to 9, in which at least one passive or active adjusting and / or resetting element (15, 15 ';45; 85) is arranged between the wheel set units (2, 3; 12, 12'). Rail vehicle according to one of claims 1 to 10, in which at least one of the wheel set units (2, 3; 12, 12 ') in the chassis (1) is designed as a drive unit. Rail vehicle according to one of Claims 1 to 11, in which a train / push device (train / push rod 16, 46; bracket 71) for transmitting traction forces is arranged between at least one undercarriage (1) and the vehicle body (17, 40). Rail vehicle according to one of claims 1 to 12, wherein the spring elements (4, 10) are helical or air springs. Rail vehicle, designed as a multi-part articulated railcar (6), in which at least one part (61) lying between two parts (62, 63) of the railcar (6) has a chassis according to one of claims 1 to 13. Chassis (1) with two wheel set units (2, 3; 12, 12 ') which are articulated and contain axle bearings (44, 121, 121') on which support spring elements (4, 10) for carrying the vehicle body (17, 40) are arranged, and with at least one guide device (5, 70, 80) which is movably coupled to one of the wheel set units (2, 3; 12 ') and is provided for fastening to the vehicle body (17), as well as with at least one adjusting and / or resetting element (15, 15 '; 45; 85) which is arranged between the two wheel set units (2, 3; 12, 12').

Images