Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61C—LOCOMOTIVES; MOTOR RAILCARS
  • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
  • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
  • B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving axles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
  • B61F3/00—Types of bogies
  • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
  • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
  • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
  • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
  • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
  • B61F5/32—Guides, e.g. plates, for axle-boxes
  • B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles

Definitions

• the present invention relates to a vehicle for a rail vehicle, in particular for a metro vehicle, with at least two pairs of wheels arranged opposite one another transversely to the direction of travel. which are rigidly connected to each other by means of an axle, each wheel being resiliently mounted in a rocker which can be pivoted about an essentially horizontal transverse axis. Furthermore, the present invention relates to a rail vehicle consisting of at least two car sets, preferably connected to one another by means of a spherical joint forming car with at least one such chassis
• each wheel is pivotably mounted on a frame of the running gear via a swing arm about a horizontal transverse axis
• the chassis is made by two springs, which are arranged at different distances from the swivel axis and are supported at one end on the rocker arm and at the other end against the chassis frame.
• the spring constants of these springs are chosen so that the swing axis of the rockers is moment-free.
• Another object of the present invention is a rail vehicle, in particular a metro Rail vehicle, in which a chassis with the above properties such it is provided that as much passenger space as possible is made available and that the passage which is as wide and correspondingly short as possible can be created between the individual cars with a simple construction
• the egg of the above-mentioned tasks is achieved according to the invention in that the wings of two wheels of a pair arranged one behind the other in the direction of travel are mounted on a common transverse axis in a chassis frame and the driving frame is positively controlled by means of a symmetrical control.
• This arrangement makes a space-saving and simple solution found, which is also characterized by particularly good running properties and can be implemented mechanically with a comparatively small number of parts.
• the small center distance means that there is no need for an active or passive radial position of the wheels, so that the wear resulting from the radial position can be largely avoided
• a small wheel base is disadvantageous for the smooth running of a bogie.
• this small wheel base can be caused by force gscontrol of the chassis by means of a symmetrical control with particularly good running properties in connection with self-centering of the wheel sets can be successfully used.
• a spring-damping unit of the primary spring stage can be provided radially outside the same in this rocker bearing in the plane of the wheel, so that space for others besides the wheel necessary aggregates or components or for use as cargo or passenger space remains free.
• the floor can be lowered particularly far between the wings of the opposite vehicle sides.
• the rockers are braced against one another by means of at least one spring-damping stage, and the spring-damping stage is set up to absorb forces in the longitudinal direction of the vehicle.
• the primary suspension can be implemented mechanically by a few parts, since only one spring damping stage is required for both rockers.
• the space between the rockers is used efficiently for the primary suspension, so that driving areas that are usually reserved for the primary suspension are used for other purposes, eg a drive can be used.
• a simple and stable construction of the undercarriage results in an advantageous manner if the transverse axis of the rockers is arranged above the axes of rotation of the wheels
• each rocker is designed essentially in the form of a two-armed angle piece, the transverse axis being provided in the angular region, the wheel axis at the free end of a first arm and the free end at the free end of the second arm, the at least one spring-damping unit for influencing the mutual pivotability of the rockers is supported, whereby two rockers on one side of the chassis are supported on the frame via a hinge joint formed by the angular ranges of the rockers and one axle bolt each.
• This construction results in a low profile Space required for the chassis and allows the usable car volume to be extended to just above the wheels.
• the spring-damping unit of the primary suspension can be kept relatively small and compact
• the undercarriage is also designed as a drive undercarriage according to one of the preceding paragraphs, and at least one wheel, preferably each wheel, is connected in terms of drive to a motor-transmission unit, the motor-transmission unit on the
• the outside of the assigned wheel facing away from the undercarriage frame is thus also possible for the undercarriage of the undercarriage construction which realizes the advantages already mentioned, the space-saving arrangement of the motor-transmission units on the outside of the wheel making the space between the wheels as a passenger compartment or for other purposes, z.ß can be used for disc brakes Furthermore, with this arrangement it is possible to service the drives without dismantling the undercarriage.
• the motor-gear unit is resiliently supported or suspended on the frame and connected to the wheel axle by means of a radially movable coupling.
• This construction results in an advantageous reduction in the unsprung mass even in the case of driving gear.
• each motor-gearbox unit is arranged continuously in the range of the wheel circumference for small output sizes or for larger outputs inclined upwards and in the direction of the swivel axis, since this means a particularly space-saving arrangement of the drives and therefore an increase in the passenger compartment in the area of these drives is possible
• a construction that reliably and accurately guides the forces acting on the undercarriage and the wheels gives the features that the undercarriage frame is formed from two plates, at least in sections over the undercarriage length and width, which are arranged at a distance above one another and connected to one another by vertical webs
• a particularly usable space for the construction providing the transport or passenger area can be achieved if the entire undercarriage frame is below the level of the transverse axis, preferably below the level of the wheel axles Stable running of the wheels with a short wheelbase, especially when driving straight ahead and cornering, is made possible according to the invention by the compulsory symmetrical control of the chassis frame, which is achieved in the context of the present invention by a special design of the chassis, in which in the area of the transverse axis on the Chassis frame is articulated at a distance from the longitudinal center plane on each side of the chassis with a longitudinal link, the ends of these two links facing away from the longitudinal center of the chassis being articulated with a transverse element that can be connected to
• a rail vehicle according to the invention consisting of at least two carriages, which are preferably connected by means of a spherical joint and form a train set, is characterized with the effects and advantages already indicated in that at least one undercarriage is provided in the connection area between two carriages
• one carriage body of the adjoining carriages is supported at each end of the suspension via a secondary suspension.
• the undercarriage frame acts as one kind of balance beam, which is supported by the transverse axes and the primary suspension
• a running gear with the symmetrical control already described above is provided and a car body is articulatedly connected to the cross element to which the longitudinally extending links are articulated, and the subsequent car body becomes on the opposite.
• the longitudinal extension is preferably connected to the adjacent car body via an intermediate lever which is aligned transversely to the direction of travel and can be pivoted in a horizontal plane, or via a sliding guide oriented in the longitudinal direction of the vehicle, which enables simple longitudinal compensation for the symmetrical control
• FIG. 1 is a side view of a rail vehicle with a chassis according to the invention
• FIG. 2 is a plan view of the undercarriage in the embodiment as the drive undercarriage
• FIG. 3 shows a side view of the undercarriage according to FIG. 2,
• FIG. 3 shows a partial view of the undercarriage according to FIG. 2 from the front
• FIG. 4 shows a variant of the running gear according to FIG. 2 in a simplified illustration from above and
• FIG. 5 shows the variant of FIG. 4 in a simplified representation from the side
• FIG. 1 in which an undercarriage 1 according to the invention can be seen, which is preferably provided in the connection area of two car bodies of an articulated train 4 consisting of at least two articulated cars 2, 3.
• the cars 2, 3 are in the formation of a Articulated train with the running gear according to the invention coupled to one another via a (not shown), preferably spherical, joint.
• the vehicle can, for example, have a driven unit at the end, for example a locomotive or a power car, and a number of wagons arranged in an articulated manner between them.
• at least a chassis not provided on the end car of the train set can be equipped with driven wheels, as shown in FIGS. 2 to 4
• the articulated connection between the ends of successive carriages advantageously provides a spherical joint which is located in the central region or in the middle of the passage in the vertical longitudinal median plane of the rail vehicle and advantageously below the floor level of the carriages.
• the spherical joint can, for example, according to the Austrian Patent No. ( A 408/92) or according to another variant as a spherical bearing
• the undercarriage 1 is designed according to the invention as a so-called double-axle undercarriage with two wheel sets arranged in pairs, the wheel wheels of which are arranged opposite one another Are rigidly connected to one another via axles, so that the self-centering of the wheel sets, which is known per se, takes place.
• the precise design of the chassis is explained in more detail below with reference to the attached FIGS. 2 to 4 and 5 and 6
• the undercarriage 1 has a undercarriage frame 5, which is formed by two superimposed, congruent plates which are welded to one another via vertical webs.Through this constellation, a frame which is inexpensive to produce and nevertheless sufficiently rigid can be produced, which moreover has a compact design with a low profile Floor height allowed
• receptacles 6, 7 are provided in the frame for a guide pin projecting downward from the car body.
• spring elements 8, 9 are arranged on both sides in these receptacles 6, 7, e.g. B rubber elements
• the wheel axes OK, 11 can be rotated about their horizontal axis R1, R2 on both sides of the chassis 1 mounted on one rocker arm 16, 17, 18, 19, two rocker arms 16, 18 or 17, 19 arranged one behind the other in the direction of travel, each being pivotably mounted on the frame 5 of the chassis about a common horizontal transverse axis S in the exemplary embodiment in FIGS 4 to 4 have the rockers 16, 17, 18 from arms running on both sides of the wheels 12, 13, 4, 15 in a fork-like manner (see FIG.
• the rockers 16, 17, 18, 19 - viewed from the side - are of an angular design, the axes of rotation R1, R2 of the wheels 12, 13, 14, 15 at or near the free end of a first angle arm of the associated rocker 16, 17, 18, 19 are arranged and the bolts 20, 21 of the transverse axis S are provided in the region of the angle of the associated rockers 16, 17, 18, 19.
• the transverse axis S is arranged above the level of the wheel axes 10, 11 so that the first angle arm, starting from the swing arm axis with respect to the horizontal line, is inclined slightly downwards in the direction of the wheel axis
• the common swing arm mounting on each side of the chassis enables a particularly space-saving and weight-saving primary suspension variant.
• the swing arms 16, 18 and 17, 19, which are arranged one behind the other, are each provided with a spring-damping stage 22, 23 that absorbs horizontal forces and that is at a distance above the Bolt 20, 21 is arranged and is supported on the upwardly projecting angle arms of the mutually assigned rockers 16, 18 and 17, 19
• any type of spring and damping element can be used, for example at least one rubber block, one or more spiral or coil springs that are subjected to tension, or elements of the same function, which can thus be used as primary suspension Combinations of these elements are also possible
• both axles 10, 11 are connected in terms of drive by a unit 24, 25, each consisting of a motor and a transmission.
• the units 24, 25 are arranged diagonally opposite one another on the outer sides of the wheels 12, 15 In an embodiment not shown here, however, there is also the possibility of providing all four wheels 12, 13, 14, 15 with a drive.
• This variant with four driven wheels is particularly preferred for metro trolleys, since good starting behavior results
• Undercarriage of the type according to the invention uses a motor arranged inclined from the wheel axle 10, 11 upwards and in the direction of the axle bolts 20, 21 with a gear arranged underneath, which is connected to the axle 10, 11 via an unspecified coupling To avoid masses if possible, the motor and the gearbox are in a vertical direction ung sprung arranged
• a brake disk 26, 27 is also provided between the wheels 12, 13 and 14, 15, which is partly received in a recess in the frame 5 provided for this purpose for each brake disc 26, 27 a brake unit 28, 29 arranged with brake calipers Brake units of this type are known to the person skilled in the art and are not explained in more detail here alternative versions of course there is of course also the possibility to provide several brake discs for each axle or a so-called wheel disc brake, in which the brake units are mounted directly on the rocker arms and the wheels are provided with a brake disc on each side Additional, especially with high vehicle weights and / or for high speeds, one or more, usually two or four, magnetic rail brakes can be provided
• the car bodies of the cars 2, 3 rest on the frame of the chassis 1 via a secondary suspension.
• air springs 30, 31, 32, 33 are arranged on the front and rear ends of the chassis 1 on both sides of the longitudinal center plane
• a so-called symmetrical control is provided in the chassis 1, in which the chassis 1 is always aligned in the bisector between the longitudinal axes of the two carriages 3, 4 it carries.
• This control mechanism is preferably according to the Austrian Patents No. (A 1521/92) and No.
• a 1120/93 constructed and comprises two substantially parallel long links 34, 35, which are articulated at one end in the area of the driving value slowsmitte and at a distance from the longitudinal median plane on the frame 5 about a vertical axis and aligned in the direction of travel With the other end, the trailing arms 34, 35 are articulated to a connecting cross element 36 which is articulated to absorb longitudinal forces by means of a connecting device with the car body lying thereover.
• the transverse element 36 has a longitudinal extension 37, which in the example shown is formed by two spaced, substantially parallel elongated elements which are at the same distance from the longitudinal center of the chassis as the connecting device 36 but on the opposite side of the chassis via a connecting device 38 to one another are connected.
• the connecting device 38 is connected to the associated car body by means of an intermediate lever 39 arranged transversely to the direction of travel and pivotable in a horizontal plane, or a slide guide (not shown) arranged in the middle of the car and oriented in the car longitudinal direction.
• the intermediate lever 39 or the slide guide accomplish the necessary for the symmetrical control Longitudinal compensation between the car body
• all other symmetrical controls known to the person skilled in the art can of course also be used within the scope of the present invention

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Vehicle Body Suspensions (AREA)
• Body Structure For Vehicles (AREA)
• Basic Packing Technique (AREA)
• Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
• Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
• Automatic Cycles, And Cycles In General (AREA)
• Platform Screen Doors And Railroad Systems (AREA)

Applications Claiming Priority (3)

Publications (2)

Family

ID=3528439

Family Applications (1)

Country Status (5)

Cited By (1)

Families Citing this family (1)

Family Cites Families (14)

• 1996
  • 1996-12-05 AT AT0213196A patent/AT405734B/de not_active IP Right Cessation
• 1997
  • 1997-12-03 DE DE59702091T patent/DE59702091D1/de not_active Expired - Fee Related
  • 1997-12-03 WO PCT/AT1997/000270 patent/WO1998024675A1/fr not_active Ceased
  • 1997-12-03 AU AU51103/98A patent/AU5110398A/en not_active Abandoned
  • 1997-12-03 AT AT97945664T patent/ATE194948T1/de not_active IP Right Cessation
  • 1997-12-03 EP EP97945664A patent/EP0941191B1/fr not_active Expired - Lifetime

Non-Patent Citations (1)

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