AU2005263215B2

AU2005263215B2 - Articulated undercarriage coupling for improved traveling on route-related changes in curve

Info

Publication number: AU2005263215B2
Application number: AU2005263215A
Authority: AU
Inventors: Robert Braun; Stefan Greiner; Gerhard Kaserer; Martin Josef Lechner; Martin Mongold
Original assignee: Siemens Transportation Systems GmbH and Co KG
Current assignee: Siemens AG Oesterreich
Priority date: 2004-07-16
Filing date: 2005-07-07
Publication date: 2008-12-18
Anticipated expiration: 2025-07-07
Also published as: EP1771326A1; AT504310A1; AU2005263215A1; JP2008506567A; EP1771326B1; AT504310B1; DE502005006338D1; WO2006007613A1; PL1771326T3

Description

BOGIE ASSEMBLY LINKAGE FOR IMPROVED TRAVELING OVER ROUTE-DEPENDENT CHANGES OF

CURVATURE

The invention relates to a rail vehicle, in which a body is linked to a bogie assembly in the longitudinal direction of the vehicle by at least one linkage.

A rail vehicle of the type described above is disclosed, for example, in DE 298 12 001 UI.

A bogie assembly is understood in the present context to be a driven or non-driven bogie assembly having two or four wheels, which can be linked in pairs by means of a wheelset axle or can be embodied as loose wheels.

In the case of conventional bogie assemblies, as known, inter alia, from the above-cited publication, high force peaks and accelerations can act on the vehicle when traveling over a route-dependent change of curvature (change of curvature of the route in the plane of the rails), which can have adverse effects on the vehicle and track.

An arrangement of damping devices is disclosed in DE 43 07 267 C1 which has an antirolling effect even on triple-axle locomotive bogies having their pivot pin disposed asymmetrically relative to the terminal transverse beams and which is said to improve the traveling properties of a 6-axle electric locomotive. According to this prior solution, this is achieved by disposing the damping devices transversely to the longitudinal direction of the vehicle and on the same side of the vehicle relative to the longitudinal center axis of the i bogie and by using damping devices having force-absorbing properties appropriate to their distance from, and their position relative to, the pivot pin. The drawback of this solution, however, is that the special arrangement of the damping devices is only capable of uneven absorption of the forces ensuing from abrupt torque movement and abrupt transverse movements, as a result of which no optimal traveling properties are are achieved.

It is therefore an object of the invention to overcome the above-mentioned disadvantages.

This object is achieved by means of a rail vehicle of the type described above in that the bogie assembly is connected to the body in the regions of the butt ends of the bogie assembly frame via damping devices, whose components of the main direction of action each lie in a plane parallel to the plane of the rails and extend at right angles to the direction of travel or are spatially slanted between the bogie assembly frame and the body, the damping devices being disposed synm-metrically about a plane extending at right angles to the longitudinal direction of the bogie assembly.

The butt ends of the bogie assembly frame designate here the end areas of the bogie assembly frame as regarded in, or contrary to, the direction of travel of the rail vehicle.

The arrangement of the damping devices at the butt ends of the bogie assembly preferably acting transversely to the direction of travel can, by means of effective leverage, absorb and even out the forces caused by route-dependent changes in the plane of the rails, which produce abrupt torque movements or abrupt transverse movements.

An advantageous variant of the invention provides at least one damping device to be arranged on each axial support member of the bogie assembly frame.

According to another favorable embodiment of the invention, the bogie assembly frame comprises an end support member at each of its butt ends, and each end support member is connected to the body via at least one damping device.

In order to adapt the torque rigidity between body and bogie assembly in a way suitable for the respective requirements, spring elements acting in the longitudinal direction which have a defined clearance and preferably progressive rigidity characteristics can be additionally provided.

The body can advantageously be connected to the bogie assembly through two linkages iiii disposed substantially symmetrically about a longitudinal center line of the bogie assembly.

Furthermore, the damping device can be configured as a hydraulic, pneumatic, or hydropneumatic damping device.

The invention and further advantages thereof are explained in greater detail below with reference to non-restrictive exemplary embodiments which are illustrated in the drawings, in which: Fig. 1 is a top view of a first variant of a bogie assembly of a rail vehicle of the invention; Fig. 2 is a top view of a second variant of a bogie assembly of a rail vehicle of the invention; and Fig. 3 is a top view of a third variant of a bogie assembly of a rail vehicle of the invention.

According to Figs. 1, 2, and 3, a rail vehicle SCH according to the invention comprises a bogie assembly FAR having a bogie assembly frame and a body WKA. The bogie assembly FAR or the bogie assembly frame is linked to the body WKA in the longitudinal direction L of the vehicle by means of at least one linkage by means of two linkages LE1, LE2 in the embodiment illustrated here. That is to say, the projection of the longitudinal axis of the linkages LE1, LE2 extends into the plane E of the rails runs substantially parallel to the longitudinal direction L of the vehicle. The driving and braking forces acting in, or opposite to, the direction of travel are transferred from the bogie assembly FAR to the body WKA via said linkages.

The bogie assembly FAR depicted in Figs. 1, 2, and 3 has a bogie assembly frame with longitudinal or axial support members ATI, AT2, AT3, AT4 and a crossbeam TRA disposed between them. The crossbeam TRA can be configured, for example, as a frame and, in the case of a driven bogie assembly, can support a drive. In the embodiments of the invention illustrated here, the linkages LE1, LE2 are connected to the crossbeam TRA at their ends facing the bogie assembly, while the linkages LE1., LE2 are arranged substantially symmetrically about a longitudinal center line X of the bogie assembly.

The bogie assembly is connected directly to the body WKA in the butt regions KOI, K02 of its bogie assembly frame via damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, DG1 whose components of their main direction of action lie preferably in a plane parallel to the plane of the rails and extend transversely to the direction of travel F or are S spatially slanted. The component of the main direction of action of a damping device is in this case understood to mean the largest component resulting from a vectorial resolution of the direction of action of the installed damping device according to an orthogonal coordinate system placed over the bogie assembly, the origin of this system coinciding with the center of the damping device under observation. Each damping device DE1, DE2, DE3, DE4, DE6, DE7, DE8, DE9, DIG is thus disposed such that it acts primarily transversely to the direction of travel, in a plane parallel to the plane of the rails. Advantageously, the components of the main direction or action of all damping devices lie substantially in a common plane.

The main directions of action of the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 can thus extend in a plane parallel to the plane of the rails or spatially slanting between the bogie assembly frame and the body WKA.

In a preferred embodiment of the invention, the components of the main direction of action of the damping devices DEI, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 extend substantially normal to the direction of travel of the rail vehicle, in a plane parallel to the plane of the rails.

The damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 are preferably configured as known types of hydraulic, pneumatic, or hydro-pneumatic damping devices, and the damping properties of the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 can be adapted to the momenta that occur as governed by the arrangement and type of the linkages LEI, LE2.

Furthermore, the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 are disposed symmetrically about a plane E' extending at right angles to the longitudinal center line N of the bogie assembly FAR, to ensure the greatest possible muiformity of force absorption over the entire bogie assembly FAR, thus minimizing the load peaks acting thereon.

In the variant of the invention shown in Fig. 1, the axial support members ATI, AT2, AT3, AT4 are mutually connected through two end support members designated hereafter as end support members KT1, KT2.

The two butt end support members KT1, KT2 are each connected directly to the body WKA via a damping device DE1, DE2. The two damping devices DEI, DE2 are arranged such that they act transversely to the direction of travel in the manner described above.

According to the embodiment shown in Fig. 2, the vehicle comprises a substantially Hshaped bogie assembly frame, which is connected at each of its free ends to the body WKA via at least one damping device DE3, DE4, DE5, DE6. Each of the axial support members AT1, AT2, AT3, AT4 is thus connected at its free ends directly to the body WKA via a damping device.

In the embodiment of the invention shown in the present context, the damping devices DE3, DE4, DE5, DE6 are fixed at their ends facing the bogie assembly to the outer sides of the axial support members ATI, AT2, AT3, AT4, said outer sides being parallel to the direction of travel.

Unlike the embodiment of the invention shown in Fig. 2, the main directions of action of the damping devices DE7, DE8, DE9, DE10 in the variant shown in Fig. 3 are spatially slanted between the bogie assembly FAR and the body WKA.

It is also possible to achieve particularly optimal force absorption in this case by means of a mutually symmetrical arrangement of the damping devices DE7, DE8, DE9, and, in Fig. 2, of the damping devices DE3, DE4, DE5, DE6.

Theoretically, it is of course also possible to combine the two embodiments shown in Figs. 1, 2, and 3.

Furthermore, spring elements ZF1, ZF2, ZF3, ZF4 interacting with the crossbeam TRA of the bogie assembly FAR can be provided on the body WKA in the above-described embodiments, in order to have an effect on the torque forces imposed on the bogie assembly FAR by the body WKA.

Throughout this specification and the claims which follow, unless the context requires otherwise, the word "comprise", and variations such as "comprises" and "comprising", will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.

The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement or any form of suggestion that the prior art forms part of the common general knowledge in Australia.

Claims

2. A rail vehicle as defined in Claim 1, characterized in that on each axial support member of said chassis at least one damping device is disposed.
3. A rail vehicle as defined in Claims 1 or Claim 2, characterized in that said chassis has an end support member at each of its butt ends, and each end support member is linked to the body via at least one damping device.
4. A rail vehicle as defined in any one of Claims 1 to 3, characterized in that said body is provided with supplementary spring elements cooperating with a crossbeam of said bogie assembly. A rail vehicle as defined in any one of Claims 1 to 4, characterized in that said body is linked to said bogie assembly via at least two linkage disposed substantially symmetrically about a longitudinal center line of said bogie assembly.
6. A rail vehicle as defined in any one of Claims 1 to 5, characterized in that said damping devices are embodied as hydraulic, pneumatic, or hydro-pneumatic damping devices.
7. A rail vehicle as defined in Claim 1, characterized in that at least one damping device is disposed on at least two axial support members of said chassis. 7
8. A rail vehicle as defined in any one of Claims 1 to 4, characterized in that said body is linked to said bogie assembly via at least one linkage disposed in a plane extending in the longitudinal direction of said bogie assembly.
9. A rail vehicle substantially as hereinbefore described.