DE102007025163A1 - Rail vehicle with single-stage suspension - Google Patents

Abstract

Rail vehicle having a vehicle body (102) and a first chassis (103), which has at least one first wheel unit (105) with two rotationally coupled wheels, wherein the vehicle body (102) has a longitudinal axis (102.1), a transverse axis (102.2) and a vertical axis ( 102.3) and the car body (102) via a spring stage (104) directly on the first wheel unit (105) is supported, wherein the first wheel unit (105) via a turning device (108) to the car body (102) is articulated and wherein the Turning device (108) is designed such that it causes the first wheel unit (105) to deflect in the direction of the vertical axis (102.3) during a deflection of a wheel of the first wheel unit (105) in the direction of the longitudinal axis (102.1) of the car body (102). of the car body (102) imparting turning axis.

Description

The The present invention relates to rail vehicles with a car body and a first landing gear, the at least one first wheel unit having two speed-coupled wheels, wherein the Car body a longitudinal axis, a transverse axis and a vertical axis and the car body via a spring stage directly supported on the first wheel unit.

at Rail vehicles, especially locomotives, become common Bogies in the form of bogies with a two-stage suspension used. These bogies is initially a bogie frame over a so-called primary spring stage on the wheel units supported while the car body over a so-called secondary spring stage on the bogie frame is supported. Although this can be a good Ausdrehverhalten of the chassis with respect to the car body, which is beneficial when driving on track curves. The design However, the chassis as a bogie has the disadvantage of that it is comparatively complex and comparatively claimed a lot of space. On the other hand, in the transmission of power From the wheels in the car body comparatively wide To cover distances and the components in the power flow accordingly to dimension.

Farther are generic vehicles in Niederflurbauart known with a single-stage suspension in which the car body directly over only one spring stage on the wheel units of the Chassis supported. Such a generic Vehicle is for example the one called "Citadis" Tram of the company Alstom, FR, at the name of "Arpège" designated landing gears are used. at These generic vehicles are the wheel bearings both wheel units of a chassis in the longitudinal direction at the chassis sides each have a longitudinal beam articulated, so that the two wheel units in the transverse direction of the vehicle relative to each other in the manner of a parallel guide are guided. This has the disadvantage that the wheel units when driving on track curves, although the respective transverse offset with respect to the car body, thereby but comparatively steep starting angle of the wheel rims arise the rails, which with appropriate wear of Wheel and rail and corresponding noise development connected are.

Finally, out of the EP 0 177 460 A2 a rail vehicle is known in which a car body is supported via a spring stage directly on wheel units, each with independently rotatable wheels. The wheel units are each articulated about a two-armed coupling about a vertical axis of rotation pivotally mounted on the car body. Although a turning movement of the respective wheel set is achieved around a vertical axis when driving on track curves, which slightly reduces the starting angle of the wheel rims on the rails, the starting angles are still comparatively high here as well.

Of the The present invention is therefore based on the object, a rail vehicle to provide the type mentioned, which the above-mentioned disadvantages are not or at least significantly less Has dimensions and in particular for easier and cheaper Manufacturability when using track curves a more favorable Has wear behavior.

The The present invention solves this problem on the basis of a rail vehicle according to the preamble of Claim 1 by the features stated in the characterizing part of claim 1.

Of the The present invention is based on the technical teaching that one in a generic rail vehicle with simple and inexpensive manufacturability when Driving on track curves a more favorable wear behavior achieved when the first wheel unit is articulated to the car body, that of the first wheel unit with respect to a shift of the car body in the direction of the transverse axis, as in driving of track curves, a turn around one in direction the vertical axis extending turning axis is impressed. By this turning movement is achieved a reduction of the starting angle, which in an advantageous manner by the speed coupling of the wheels the first wheel unit and the resulting, in the same Direction acting turning moment on the wheel unit further supported is, so in total compared to the known rail vehicles a significant reduction of the starting angle and thus the wear of wheel and rail as well as the noise development results.

According to one aspect, the present invention therefore relates to a rail vehicle with a car body and a first chassis having at least a first wheel unit with two speed-coupled wheels, wherein the car body has a longitudinal axis, a transverse axis and a vertical axis and the car body via a spring stage directly on the first wheel unit is supported. The first wheel unit is articulated via a turning device on the car body, wherein the turning device is designed such that it the first wheel unit at a deflection of a wheel of the first wheel unit in the direction of the longitudinal axis of the car body a turning movement about a Imprinting the vertical axis.

The Speed coupling of the wheels of the first wheel unit can any suitable manner, for example via a corresponding Transmission done. However, the design is particularly simple and robust if the first wheel unit as a wheel, so as a wheel unit with a formed the two wheels rotatably connecting wheelset shaft is. Of course, this also applies to all others in the following mentioned wheel units.

The Turning device can at any suitable location on the wheel unit be articulated. For example, in the space between them Attacking wheels. Furthermore, she can at any Attack component of the wheel unit, for example in the case of a Set of wheels via a corresponding coupling to the axle attack. Preferably, the turning device on the wheelset bearings articulated the wheel unit, as this is a particularly simple linkage with a high support width is possible. Especially It is advantageous if the first wheel unit is located outside Has wheel bearing and articulated the turning device to the wheel bearings is.

The The present invention may be adapted to trolleys with any of these Number of wheel units are used. Especially advantageous she is committed to landing gear with multiple wheel units. Preferably Therefore, the first suspension comprises a second wheel unit with two speed-coupled wheels, in particular a wheel set, on which the car body directly via a spring stage is supported. The turning device is then with the second wheel unit connected to that of the second wheel unit a deflection of a wheel of the second wheel unit in the direction the longitudinal axis of the car body also a turning movement imprinted around a turning axis running in the direction of the vertical axis.

The Turning device can be designed so that in both wheel units oppositely directed turning movements are impressed. at particularly simple variants of the invention Rail vehicle, the turning device is designed such that they the first wheel unit and the second wheel unit co-rotating reversing movements impresses.

The Turning device can basically be used on any suitable Be fashioned to contribute to the desired turning movement the deflection of a wheel of the wheel units in the direction of the longitudinal axis to achieve. In advantageous, because simply designed variants the rail vehicle according to the invention has the turning device at least a first cross member on. The first cross member extends in the transverse direction of the car body and has a first end, a second end and a center portion located between the first end and the second end on. The first cross member is in its middle section pivotable about a pivot axis extending in the direction of the vertical axis hinged to the car body while on his first End and its second end coupled with the first wheel unit is. This can in particular on very short ways via few components a defined introduction of force from the first wheel unit be achieved in the car body, resulting in the design of lying in the power flow components and thus the effort for significantly reduced the chassis.

The Linkage of the first cross member to the first wheel unit can in principle be done in any suitable manner. For example, it may be provided that a simple or multi-axis articulation between the first cross member and the first wheel unit is provided. Preferably, the first Cross member at its first end and its second end coupled to the first wheel unit via a respective first link device. These are preferably in a well-known manner designed handlebars with rubber bearing elements used in the Able to compensate for distance and / or angle deviations. Further preferably, the respective first link device comprises a first trailing arm, which in the unloaded state of Running gear runs in a plane parallel to the longitudinal center plane of the vehicle runs, as hereby a particularly good introduction of force from the wheel unit in the cross member and thus in the car body can be achieved.

at advantageous variants of the invention Rail vehicle is provided a further wheel unit, which is also hinged to the first cross member and which thus a corresponding (usually concurrent) turning movement is imprinted. Accordingly, the first comprises Suspension a second wheel unit with two speed-coupled wheels, in particular a wheelset, the car body directly over a spring stage is supported on the second wheel unit. The first cross member is then at its first end and coupled to the second wheel unit at its second end.

Again, the coupling of the first cross member to the second wheel unit can be done again in any suitable manner. Here, however, the first cross member is preferably in turn coupled at its first end and its second end to the second wheel unit via a respective second link device. Preferably also here the respective second link device comprises a second trailing arm, which in the unloaded state of the driving plant runs in a plane which runs parallel to the longitudinal center plane of the vehicle.

at other variants of the rail vehicle according to the invention but can also be a separate second cross member of the turning device be provided over which of the second wheel unit a corresponding turning movement is impressed. Accordingly In this case, the first chassis comprises a second wheel unit with two speed-coupled wheels, in particular a wheel set, on which the car body directly via a spring stage is supported. The turning device then has at least a second cross member extending in the transverse direction of the car body and a first end, a second end and a center portion located between the first end and the second end having. The second cross member is in its middle section pivotable about a pivot axis extending in the direction of the vertical axis hinged to the car body and at its first end and his second end coupled to the second wheel unit.

The Provide separate cross member for the two wheel units has the advantage that in a simple way a desired Relationship between the turning movement of the first wheel unit and the second wheel unit can be achieved. For example, over a corresponding coupling of the two cross members, for example a corresponding transmission, an almost arbitrarily definable translation be achieved between the two turning movements.

Also Here can the articulation of the second cross member at the second wheel unit again in any suitable manner. Preferably, it is again provided that the second cross member at its first end and its second end with the second wheel unit over in each case a link device is coupled. Preferably also includes here the respective handlebar device because of the cheap Force transmission turn a trailing arm, the unloaded Condition of the first landing gear runs in a plane that parallel longitudinal center plane of the vehicle runs.

Of the first cross member and the second cross member can be configured without mutual mechanical coupling, so the turning movements of the first wheel unit and the second wheel unit are independent of each other. However, it is preferably provided that the first cross member and the second cross member over a coupling device are coupled together to a desired favorable Relationship between the turning movement of the first wheel unit and the to achieve second wheel unit.

at preferred variants of the rail vehicle according to the invention have the first cross member and the second cross member in the unloaded state of the first landing gear a neutral position on. The coupling device then comprises at least one coupling spring device, which is formed and / or arranged so that they one around the first cross member and the second cross member from the neutral position an elastic restoring force opposes. This is, for example, when driving through Track curves a bend radial adjustment of the wheel units against the restoring force of the coupling device possible, while the coupling device in the straight track section a favorable under dynamic driving point provision in the neutral position causes. It is understood that the coupling device in this case additionally one with the two cross beams may include connected damper device which the Relative movements between the two cross beams damped and thus contributes to improving the running characteristics in the straight track.

The Coupling device can in principle at any suitable Place tied to the two cross beams. there It can only be connected to the crossbeams be. In advantageous variants of the invention Rail vehicle, the pivotal coupling takes place at least one of the cross members on the car body over the Coupling device, which then correspondingly pivotable on the car body is arranged. Preferably, therefore, the coupling device via a Pivot about a pivot axis extending in the direction of the vertical axis pivotally hinged to the car body.

Around in these variants, a defined movement of the respective cross member To achieve on the car body, it is preferably provided that the coupling device at least one in the direction of the vertical axis extending axis substantially rigid with the first cross member connected is. A compensation of relative movements between the Car body and the relevant wheel unit in the direction of the vertical axis, as for example when compressing the spring stage between the car body and the wheel unit can arise, for example, over a corresponding design of the respective coupling between the Coupling device and the first cross member done. For example can pivot about a transversely extending axis Coupling be provided. In particular, the coupling device but also in one piece with the first cross member be educated. A compensation of relative movements between the Car body and the relevant wheel unit in the direction of the vertical axis can then, for example, a corresponding design take the pivot.

The Connection between the second cross member and the coupling device If necessary, the connection between the first cross member below Corresponding coupling device. In other variants of the invention Rail vehicle is provided that the coupling device to an axis extending in the direction of the vertical axis pivotally is connected to the second cross member. This is a opposite coupling between the turning movement of the first Wheel unit and the turning movement of the second wheel unit possible, which, for example, a bend radial adjustment of the wheel units when passing through track curves.

At last the connection of the coupling device with the first cross member can also here the coupling device at least one in the direction of Axis extending axis substantially rigid with the second Crossmember be connected. In particular, here too the coupling device integral with the second cross member be educated.

Of the first cross member and / or the second cross member can basically be used in any suitable Be fashioned. Preferably, the first cross member and / or the second cross member an angled design with a pointing in the direction of the associated wheel unit first and second end up. This can be a cheaper Power flow can be achieved in the cross member.

The Invention can be used both for driven also for non-powered running gears use. The drive can be designed in any way. In particular, can the transmission of drive torque to the wheels the wheel unit done in any known manner. So, for example be provided that the drive torque via a corresponding Transmission arranged from outside the landing gear Transfer engine to the wheels of the wheel unit becomes. Preferably, an internal drive is provided. For this purpose, preference is given to one at the first wheel unit, for example via a pawl bearing, supported first drive motor unit intended. In this case, the first cross member is preferably substantially rigidly connected to the first drive motor unit, so that a compact and robust unit is created. Further preferably, it is provided that the first cross member is an integral part of the first drive motor unit is, for example, from the housing The drive motor unit is made to take a particularly space to achieve a saving configuration.

to Supporting the drive torque, the first drive motor unit via a first support means, in particular at least one first torque arm, supported on the car body be. Preferably, the first support means is then in particular on the first drive motor unit facing away Side of the first cross member arranged. This results a large support length and accordingly a lower support force on the torque arm, on the one hand the components involved in the support can be designed according to simpler. Farther This is also with regard to a lower (at a certain Direction of rotation of the drive resulting) reduction of the wheel contact forces at the wheel unit of advantage. Accordingly, always can transfer high traction power to the rails become.

Analogous to drive the first wheel unit can also for the second Wheel unit may be provided a corresponding drive. Preferably Again, one is supported on the second wheel unit second drive motor unit provided, wherein the second cross member essentially rigidly connected to the second drive motor unit is, in particular an integral part of the second drive motor unit is. Likewise, the second drive motor unit in turn via a second support means, in particular at least one second torque arm, supported on the car body be, wherein the second support means in particular the second drive motor unit side facing away from the second Cross member is arranged.

at further preferred variants of the invention Rail vehicle, the turning device comprises a first turning unit and a second turning unit, wherein the first turning unit and the second turning unit with respect to the longitudinal center plane of the car body on different sides of the car body on Car body and hinged to the first wheel unit. The first Turning unit and the second turning unit are connected via a coupling unit mechanically coupled together so that they are the first wheel unit at a deflection of a wheel of the first wheel unit in the direction of Longitudinal axis of the car body a turning movement by one Imprint the vertical axis.

The first turning unit and the second turning unit and the coupling unit may be formed in any suitable manner. Thus, for example, be provided that the turning units are each formed by a on the one hand on the car body and the other hand on the wheel unit articulated hydraulic cylinder whose working spaces are coupled in opposite directions via one or more hydraulic lines as a coupling unit to effect the desired turning movement. Likewise, any suitable mechanical transmission can be provided which the desired Wendebe generate movement. It goes without saying that, of course, also any combination of hydraulic and mechanical transmission are possible. Thus, for example, the coupling unit can be designed as a hydraulic component, while the turning units are purely mechanical components.

Preferably the first turning unit comprises a first angle lever with a while the first free end of the lever and a second free end of the lever the second turning unit a second angle lever with a third free end of the lever and a fourth free end of the lever. Of the respective angle levers is about a transverse to the longitudinal axis Swiveling pivotally hinged to the car body. The first end of the lever of the first angle lever, in particular via a first Connecting link, hinged to the first wheel unit while the third end of the lever of the second angle lever, in particular via a second connecting link, hinged to the first wheel unit is. The second lever end of the first angle lever and the fourth Lever end of the second angle lever are in turn over the Coupling unit connected to each other. This will be a special simple, small building design with few, robust components achieved.

The Coupling unit can be designed in any suitable manner. For example, a hydraulic coupling may be provided, by the second lever end and the fourth end of the lever respectively Hydraulic cylinders act whose working spaces accordingly are coupled. Likewise, a purely mechanical coupling via a simple, extending in the transverse direction of the car body Coupling rod or the like done. Preferably, this includes first suspension a second wheel unit with two wheels, in particular a second set of wheels on which the car body is supported directly over a spring stage and which forms the coupling unit. This can be advantageous Way on the one hand to an additional component for coupling the angle lever can be dispensed with. On the other hand, the Angle lever take over the transverse guide of the second wheel unit.

at further preferred variants of the invention Rail vehicle, the turning device has at least one turning unit with a first coupling shaft, a first coupling lever and a second coupling lever on. The coupling shaft has a longitudinal axis on, which extends in the direction of the transverse axis of the car body and rotatable about an axis parallel to the transverse axis of the car body axis of rotation is mounted on the car body. The first coupling lever is on one arranged first end of the coupling shaft and at the first wheel unit, in particular via a first coupling link, articulated. The second coupling lever is at a second end of the coupling shaft arranged and at the first wheel unit, in particular via a second coupling link, hinged. The first coupling lever and the second coupling levers are with respect to the longitudinal axis the coupling shaft is rotated relative to each other so that the first wheel unit at a deflection of a wheel of the first wheel unit in the direction of the longitudinal axis of the car body, the turning movement is impressed around the vertical axis. By using a Such a torsion wave can be achieved a particularly space-saving configuration be because the torsion wave only about its longitudinal axis must be able to turn, so to carry the torsion wave from one side of the vehicle to the other side of the vehicle only little space is required.

Of the first coupling lever and the second coupling lever can basically be twisted at any suitable angle to each other, as long as it is ensured that the first wheel unit in one rotation the coupling shaft impressed a corresponding turning movement becomes. Preferably, the first coupling lever and the second coupling lever with respect the longitudinal axis of the coupling shaft by at least 60 °, preferably at least 120 °, more preferably 180 °, arranged twisted to each other. In a deviating from 180 ° Arrangement of the lever can be about it if necessary resulting differences in the movement of the two wheel units a favorable influence on the driving dynamics and / or the Wear behavior can be taken.

The Turning unit with the coupling shaft with the coupling levers can for individual wheel units are used. Particularly advantageous However, they are used in suspensions with several wheel units, because they easily a nearly freely selectable translation between the turning movement in the first wheel unit and an adjacent wheel unit second wheel unit allows. Accordingly, it is preferable provided that the first suspension a second wheel unit with two speed-coupled wheels, in particular a wheel set, includes on which the car body supported directly via a spring stage is, and the turning unit is coupled to the second wheel unit.

The coupling of the turning unit with the second wheel unit can be done via further coupling lever. Preferably, however, it is provided that the first wheel unit is connected via a first coupling link with the first coupling lever and a second coupling link with the second coupling lever and the second wheel unit connected via a third coupling link with the first coupling lever and a fourth coupling link with the second coupling link is. The radial distance of the articulation points of the coupling links on the first coupling lever and the second coupling lever to the longitudinal axis of the coupling shaft is then selected such that there is a predefinable translation between the turning movement of the first wheel unit and the turning movement of the second wheel unit.

These Coupling can be applied anywhere on the vehicle. It is particularly advantageous in the area of a final landing gear of Vehicle, as this, for example, a stronger turning movement achieved closer to the end of the vehicle wheel unit can be as at the distant from the vehicle end wheel unit. This ultimately leads to the passage of track curves at least to an approximation to a favorable arc radial adjustment the wheel units. Thus, the first wheel unit is preferably one one end of the vehicle closest to the wheel unit. to Achieving a reduction between the first turning movement and the second turning movement is the radial distance of the articulation points the first coupling link and the second coupling link at the first Coupling lever and the second coupling lever is then larger as the radial distance of the articulation points of the third coupling link and the fourth coupling link to the first coupling lever and the second coupling lever.

The Coupling joints can in turn be arranged in any way be. Preferably, they also run again in the unloaded state of the chassis in each case run in a plane parallel to the longitudinal center plane the vehicle runs to a favorable force application to achieve.

The The present invention may be applied to any number of suspensions a rail vehicle are used. So it is possible only one of the chassis of the rail vehicle in the above to bind to the car body described manner. Preferably However, several trolleys in the manner described above on the car body tethered. In advantageous variants of the invention Rail vehicle is provided a second chassis, which respect a transverse to the longitudinal axis of the car body transverse plane of the car body substantially symmetrical to the first chassis is designed and arranged. The wheel units of the two chassis are then possibly also in symmetrical to the transverse plane Way via appropriate turning devices together coupled, so in particular at Bogenfahrt independent from the direction of travel of the vehicle a correspondingly favorable Setting the wheel units done.

The Spring steps over which the car body directly on the each wheel unit is supported in any suitable designed and connected to the car body be. Preferably, at least one of the spring stages, via which Car body is supported directly on a wheel unit, over a tilt rail connected to the car body, whereby the turning out the wheel unit relative to the car body is facilitated.

The The present invention is for any Use rail vehicles. Of particular advantage is the related to use with locomotives. Preferably, the invention is Rail vehicle accordingly in the manner of a locomotive educated.

Further preferred embodiments of the invention will become apparent from the dependent claims or the following description of preferred embodiments, which refers to the accompanying drawings. It shows:

1 a schematic side view of a preferred embodiment of the rail vehicle according to the invention;

2 a schematic section along line II-II 1 ;

3 a schematic section through a further preferred embodiment of the rail vehicle according to the invention;

4 a schematic section through a further preferred embodiment of the rail vehicle according to the invention;

5 a schematic section through a further preferred embodiment of the rail vehicle according to the invention;

6 a schematic section through a further preferred embodiment of the rail vehicle according to the invention;

7 a schematic section through a further preferred embodiment of the rail vehicle according to the invention;

8th a schematic section through a further preferred embodiment of the rail vehicle according to the invention;

9 a schematic side view of another preferred embodiment of the rail vehicle according to the invention;

10 a schematic section along line XX 9 ,

First embodiment

The following is with reference to the 1 and 2 a first preferred embodiment of the rail vehicle according to the invention described. The 1 and 2 show schematic representations of a portion of a rail vehicle according to the invention in the form of a locomotive 101 , The vehicle 101 includes a carbody 102 on several landing gears, among others on a first landing gear 103 is supported.

The car body 102 includes a longitudinal axis 102.1 , a transverse axis 102.2 and a vertical axis 102.3 in the in the 1 and 2 shown rest position of the vehicle 101 in the straight horizontal track parallel to the illustrated coordinate axes x, y, z.

The car body 102 is supported by a single-stage suspension on the chassis, ie it relies on a single spring stage 104 on a first wheel unit in the form of a first wheel set 105 and over a single spring stage 106 on a second wheel unit in the form of a second set of wheels 107 from. The spring stage 104 includes a first spring unit 104.1 about which the car body 102 directly on the first axle box 105.1 of the first wheelset 105 is supported, and a second spring unit 104.2 about which the car body 102 directly on the second wheelset bearing 105.2 of the first wheelset 105 is supported. Analogously, the spring stage includes 106 a third spring unit 106.1 about which the car body 102 directly on the third wheelset bearing 107.1 of the second wheelset 107 supported, and a fourth spring unit 106.2 about which the car body 102 directly on the fourth wheelset bearing 107.2 of the second wheelset 107 is supported.

Between the spring units 104.1 . 104.2 . 106.1 . 106.2 and the car body is always a well-known tilt rail 104.3 respectively. 106.3 provided, whereby the turning out of the respective wheel set 105 . 106 opposite the car body 102 is relieved.

The first wheelset 105 and the second wheelset 108 are still on a turning device 108 with the car body 102 connected. The turning device 108 is in the space between the first wheelset 105 and the second wheelset 106 arranged.

The turning device comprises a first cross member 108.1 in the middle of its area around a vertical axis 102.3 of the car body 102 parallel swivel axle swiveling on one of the car body 102 attached pivot 108.2 sitting. The first cross member 108.1 extends in the direction of the transverse axis 102.2 of the car body from one vehicle longitudinal side to the other vehicle longitudinal side.

At its first end is the first cross member 108.1 on the one hand via a first trailing arm device in the form of a first trailing arm 108.3 with the first wheel bearing 105.1 of the first wheelset 105 coupled. On the other hand, the first cross member 108.1 at its first end via a second trailing link device in the form of a second trailing arm 108.4 with the third wheel bearing 107.1 of the second wheelset 107 coupled.

At its second end is the first cross member 108.1 on the one hand via a further first trailing arm device in the form of a further first trailing arm 108.5 with the second wheel bearing 105.2 of the first wheelset 105 coupled. On the other hand, the first cross member 108.1 at its second end via a further second trailing arm means in the form of a second trailing arm 108.6 with the fourth wheel bearing 107.2 of the second wheelset 107 coupled.

The trailing arm 108.3 to 108.6 are each in a well-known manner via elastic elements on the first cross member 108.1 or the relevant wheelset 105 . 107 tethered. The elasticity of these elements can be adapted in an advantageous manner to the desired driving characteristics, in particular the desired dynamic properties. Thus, for example, a high torsional rigidity of the elements about the vertical axis enables good running stability at higher speeds, while a lower rigidity in terms of the longitudinal axis results in a bend-radial adjustment of the wheel sets 105 . 107 when driving on track curves is favored.

The trailing arm 108.3 to 108.6 are further each arranged in a plane which (in the illustrated state of rest) parallel to the longitudinal center plane of the car body 102 , thus perpendicular to the transverse axis 108.2 of the car body runs. Therefore, they allow, among other things, both a relative movement of the relevant wheelset 105 . 107 with respect to the car body 102 in the direction of the transverse axis 102.2 and the vertical axis 102.3 of the car body 102 ,

The turning device 108 on the one hand, causes the respective wheelset 105 . 107 at a deflection of one of the wheels of one of the wheelsets 105 . 107 in the direction of the longitudinal axis 102.1 a defined turning movement about one (in the illustrated idle state) to the vertical axis 102.3 of the car body parallel turning axis is impressed, which when driving through track curves in view of the reduction of the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail and the noise is beneficial.

On the other hand, via the turning device over a few components on a short distance a defined force from the wheelsets 105 . 107 in the car body 102 achieved. This is favorable insofar as a particularly compact design is achieved with a few, simply designed components, which in the chassis 103 sufficient space for other components, such as drive motor units 109 high performance, brakes (not shown in the figures for reasons of clarity) etc. provides. Especially in locomotives, where a high drive power is required, this is particularly advantageous. It is understood, however, that this design can of course also be used in a chassis without internal drive motors drive.

Like that 1 and 2 it can be seen, the two wheelsets 105 . 107 through the turning device 108 a co-rotating turning movement impressed around the turning axis. This turning movement of the wheelsets 105 . 107 has the same size in the present example, since the articulation points of the trailing arm 108.3 to 108.6 identical distance distance from the axis of rotation of the pivot 108.2 exhibit. However, it is understood that, for example, one between the first trailing arms 108.3 and 108.5 and the second trailing arms 108.4 and 108.6 deviating distance of these articulation points on the first cross member a corresponding translation or reduction between the turning movement of the first wheel 105 and the second wheelset 107 can be achieved. For example, over a reduced distance of the articulation points of the first trailing arm 108.3 and 108.5 on the first cross member 108.1 (see dashed outline 108.10 in 2 ) and thus one to the longitudinal axis 102.1 inclined arrangement of the first trailing arm 108.3 and 108.5 be achieved, that the turning movement of the first wheel of the turning movement of the second wheel 107 differs. As a result, for example, in the track curve at leading first wheel 105 at least an approximation to a bradradiale alignment of the wheelsets 105 . 107 be achieved. Likewise, of course, additionally or alternatively, the second trailing arms 108.4 and 108.6 one to the longitudinal axis 102.1 have inclined arrangement.

The drive motor units 109 On the one hand, in each case in a well-known manner via a Tatzlagerung on the axle of the respective wheelset 105 . 107 supported. On the other hand, the drive motor units 109 each via a support lever 109.1 and a motor pendulum 109.2 as a torque arm on the car body 102 supported. The support lever 109.1 extends so far in the direction of the longitudinal axis 102.1 of the car body 102 that the engine pendulum 109.2 on the drive motor unit 109 opposite side of the first cross member 108.1 is arranged. This results in a large support length and accordingly a lower vertical support force on the torque arm 109.2 : This results, on the one hand, in a correspondingly simple design of the support lever 109.1 and the engine pendulum 109.2 , As already explained above, on the other hand, this design is advantageous from the point of view of transferable traction performance. From the comparatively low vertical support force on the torque arm 109.2 results (at a certain direction of rotation of the respective drive 109 ) in the vertical balance of forces a smaller reduction of the wheel contact forces on one of the wheelsets 105 . 107 , Accordingly, always a high traction power can always be transferred to the rails in an advantageous manner.

It is understood, however, that in other variants of the invention also on the drive motor unit 109 facing side of the first cross member 108.1 Such a torque arm can be arranged. In 1 So in this case would be the right torque arm 109.2 the (shortened) support lever of the drive 109 on the right, first wheelset 105 and the left torque arm 109.2 the (shortened) support lever of the drive 109 on the left, second wheelset 107 assigned (see dashed outline 109.4 in 2 ).

Second embodiment

The following is with reference to the 3 A second preferred embodiment of the rail vehicle according to the invention in the form of a locomotive 201 described. The 3 shows the locomotive 201 in one of the 2 similar, schematic view. The locomotive 201 In its basic design and operation largely corresponds to the locomotive 101 from the 1 and 2 , so that here is largely referred to the above remarks and only to the differences will be discussed. In particular, identical or similar components are involved with the value 100 provided increased reference numerals.

The car body (not shown) is also in the locomotive 201 via a single-stage suspension directly on a first chassis 203 supported, ie it relies on a single spring stage 204 on the wheel bearings 205 and over a single spring stage 206 on the wheel bearings of a second wheelset 207 from.

Again 3 can be seen, there is a significant difference from the execution 1 in that with the wheelsets 205 . 207 and the car body connected, between the wheelsets 205 . 207 arranged turning device 208 next to a first cross member 208.1 a second cross member 208.7 includes.

While the first cross member 208.1 in its middle area around one to the vertical axis 202.3 of the car body 202 parallel pivot axis pivotally mounted on a vehicle body first pivot 208.2 sits, sits the second cross member 208.7 in its central region about a pivot axis parallel to the vertical axis (z-axis) of the car body pivotable on a second pivot fixed to the car body 208.8 , The crossbeams 208.1 . 208.7 each extend in the direction of the transverse axis 202.2 of the car body from one vehicle longitudinal side to the other vehicle longitudinal side.

The crossbeams 208.1 . 208.7 each have angled end, in their area they with the respective wheelset 205 . 207 are connected. So is the first cross member 208.1 at its first end via a first trailing arm 208.3 with the first wheel bearing 205.1 of the first wheelset 205 coupled while the second cross member 208.7 at its first end via a second trailing arm 208.4 with the third wheel bearing 207.1 of the second wheelset 207 is coupled. At its second end is the first cross member 208.1 over another first trailing arm 208.5 with the second wheel bearing 205.2 of the first wheelset 205 coupled while the second cross member 208.7 at its second end via another second trailing arm 208.6 with the fourth wheel bearing 207.2 of the second wheelset 207 is coupled.

The trailing arm 208.3 to 208.6 are each in a well-known manner via elastic elements on the first cross member 208.1 or the relevant wheelset 205 . 207 tethered. The trailing arm 208.3 to 208.6 are further each arranged in a plane which (in the illustrated state of rest) parallel to the longitudinal center plane of the car body 202 , thus perpendicular to the transverse axis 208.2 of the car body runs. Therefore, they allow, among other things, both a relative movement of the relevant wheelset 205 . 207 with respect to the car body 202 in the direction of the transverse axis 202.2 and the vertical axis 202.3 of the car body 202 ,

It is understood, however, that in other variants of the invention can also be provided that the trailing arm 208.3 to 208.6 missing and the first cross member 208.1 directly with the wheel bearings 205.1 . 205.2 of the first wheelset 205 is connected while the second cross member 208.7 directly with the wheel bearings 207.1 . 207.2 of the second wheelset 207 connected is. The connection between the respective cross member 208.1 . 208.7 and the associated wheelset 205 . 207 can be articulated. In particular, it can be done using elastic elements (elastomer elements, laminated rubber springs, etc.). Preferably, the connection between the respective cross member 208.1 . 208.7 and the associated wheelset 205 . 207 essentially rigidly formed, since hereby a particularly simple configuration can be achieved.

The transverse mobility (in the direction of the transverse axis 202.2 ) and / or pitching motion (about the transverse axis 202.2 ) of the arrangement of the respective cross member 208.1 . 208.7 and the associated wheelset 205 . 207 can by appropriate design of the pivot assembly with the respective pivot 208.2 . 208.8 be achieved, for example, a corresponding elasticity of the pivot assembly and / or a corresponding clearance within the trunnion assembly (eg, in a slot in the cross member guided pivot).

The turning device 208 on the one hand, causes the respective wheelset 205 . 207 at a deflection of one of the wheels of one of the wheelsets 205 . 207 in the direction of the longitudinal axis 202.1 a defined turning movement is impressed about a (in the illustrated rest state) parallel to the vertical axis of the car body turning axis, which is when driving through track curves in terms of reducing the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail and the noise is beneficial ,

On the other hand, via the turning device over a few components on a short distance a defined force from the wheelsets 205 . 207 in the car body 202 achieved. This is favorable insofar as a particularly compact design is achieved with a few, simply designed components, which in the chassis 203 sufficient space for other components, such as high power drive motor units (as in 3 through the dashed outline 209 are indicated), brakes (for clarity in 3 not shown) etc. provides. Especially in locomotives, where a high drive power is required, this is particularly advantageous. It is understood, however, that this design can of course also be used in a chassis without internal drive motors drive.

The two crossbeams 208.1 and 208.7 are via a coupling device 210 coupled together. The coupling device 210 for this purpose comprises a coupling spring device in the form of a coupling spring 210.1 , which on the one hand with the first cross member 208.1 and on the other hand with the second cross member 208.7 connected is. Furthermore, the coupling comprises Facility 210 a damper 210.2 , which is also on the one hand with the first cross member 208.1 and on the other hand with the second cross member 208.7 connected is.

The coupling spring 210.1 sets a mutual deflection of the first cross member 208.1 and the second cross member 208.7 from the in 3 illustrated neutral position against an elastic restoring force. As a result, when passing through track curves, for example, an adjustment of the wheelsets that is at least approximately radial in radius is at least approximately 205 . 207 against the restoring force of the coupling spring 210.1 possible while the coupling spring 210.1 in the straight track section an advantageous under dynamic driving point provision of the wheelsets 205 . 207 in the neutral position causes. The damper 210.2 dampens the relative movements between the two cross members 208.1 . 208.7 and thus contributes advantageously to the improvement of the running properties in the straight track. It is understood, however, that the coupling spring 210.1 and / or the damper 210.2 in other vehicles according to the invention, especially vehicles that are intended for lower speeds, may also be missing.

Third embodiment

The following is with reference to the 4 a third preferred embodiment of the rail vehicle according to the invention in the form of a locomotive 301 described. The 4 shows the locomotive 301 in one of the 2 similar, schematic view. The locomotive 301 In its basic design and operation largely corresponds to the locomotive 201 out 3 , so that here is largely referred to the above remarks and only to the differences will be discussed. In particular, identical or similar components are involved with the value 100 provided increased reference numerals.

The car body (not shown) is also in the locomotive 301 via a single-stage suspension directly on a first chassis 303 supported, ie it relies on a single spring stage 304 on the wheel bearings 305 and over a single spring stage 306 on the wheel bearings of a second wheelset 307 from.

Again 4 can be seen, there is a significant difference from the execution 3 in that the function of the first and second cross member of the turning device 308 from the respective drive motor unit 309.1 is taken, that is, therefore, the first and second cross member in the turning device 308 integral part of the respective drive motor unit 309.1 is. This results in a particularly compact arrangement with few components.

The drive motor units 309 are doing in a known manner on the one hand via a Tatzlagerung on the associated wheelset 305 . 307 supported. On the other hand, they are over a support lever 309.1 in each case about an axis parallel to the vertical axis (z-axis) of the car body pivot axis pivotally mounted on a carriage body first pivot 308.2 or second pivot 308.8 hinged.

The respective support lever 309.1 the drive motor units 309 has a joint, which among other things, a pivot axis 309.3 that points to the transverse axis 302.2 the car body (in the illustrated neutral position) is parallel, while it is substantially rigid about the vertical axis of the car body. As a result, for example, a compression of the respective spring stage 304 . 306 allows while the defined turning movement of the respective wheelset 305 . 307 is ensured. For example, the respective trunnion is seated in a (in the illustrated neutral position) in the direction of the transverse axis 302.2 extending slot in the support lever 309.1 are also shifts of the respective wheelset 305 . 307 in the direction of the transverse axis possible. Likewise, such transverse movements but also by appropriate elasticities of the respective pivot arrangement with the respective pivot 308.2 . 308.8 be recorded.

The respective support lever 309.1 is still about one in the range of the pivot axis 309.3 arranged motor pendulum 309.2 supported as a torque arm on the car body. This has the advantage that when compressing the respective spring stage 304 . 306 does not come to tension.

It is understood, however, that the hinge with the pivot axis 309.3 in other preferred (because very simply designed) variants of the invention may also be absent and the pitching motion during compression of the respective spring stage 304 . 306 by corresponding elasticities of the pivot arrangement with the respective pivot 308.2 . 308.8 can be included.

The in the drive motor units 309 integrated turning device 308 on the one hand, causes the respective wheelset 305 . 307 at a deflection of one of the wheels of one of the wheelsets 305 . 307 in the direction of the longitudinal axis 302.1 a defined turning movement is impressed about a (in the illustrated rest state) parallel to the vertical axis of the car body turning axis, which is when driving through track curves in terms of reducing the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail and the noise is beneficial ,

On the other hand, via the turning device over a few components on a short distance a defined force from the wheelsets 305 . 307 in the car body 302 achieved. This is favorable insofar as a particularly compact design is achieved with a few, simply designed components, which in the chassis 303 sufficient space for other components, such as brakes (for clarity in 4 not shown) etc. provides. Especially in locomotives, where a high drive power is required, this is particularly advantageous.

The two drive motor units 309 are in turn via a coupling device 310 coupled together. The coupling device 310 for this purpose comprises a coupling spring device in the form of a coupling spring 310.1 , which with the two drive motor units 309 connected is. Furthermore, the coupling device comprises 310 a damper 310.2 also with the two drive motor units 309 connected is.

The coupling spring 310.1 sets a mutual deflection of the drive motor units 309 from the in 4 illustrated neutral position against an elastic restoring force. As a result, when passing through track curves, for example, an adjustment of the wheelsets that is at least approximately radial in radius is at least approximately 305 . 307 against the restoring force of the coupling spring 310.1 possible while the coupling spring 310.1 in the straight track section an advantageous under dynamic driving point provision of the wheelsets 305 . 307 in the neutral position causes. The damper 310.2 dampens the relative movements between the two drive motor units 309 and thus contributes advantageously to the improvement of the running properties in the straight track. It is understood, however, that the coupling spring 310.1 and / or the damper 310.2 in other vehicles according to the invention, especially vehicles that are intended for lower speeds, may also be missing.

Fourth embodiment

The following is with reference to the 5 A fourth preferred embodiment of the rail vehicle according to the invention in the form of a locomotive 401 described. The 5 shows the locomotive 401 in one of the 2 similar, schematic view. The locomotive 401 In its basic design and operation largely corresponds to the locomotive 201 out 3 , so that here is largely referred to the above remarks and only to the differences will be discussed. In particular, identical or similar components are involved with the value 200 provided increased reference numerals.

The car body (not shown) is also in the locomotive 401 via a single-stage suspension directly on a first chassis 403 supported, ie it relies on a single spring stage 404 on the wheel bearings 405 and over a single spring stage 406 on the wheel bearings of a second wheelset 407 from.

Again 4 can be seen, there is the difference from the execution 3 in that the about the vertical axis (z-axis) pivotable articulation of the first cross member 408.1 and the second cross member 408.7 on the car body via the coupling device 410 takes place, which is the first cross member 408.1 and the second cross member 408.7 coupled with each other.

For this sits a coupling element 410.3 about the vertical axis (z-axis) pivotally mounted on a trolley on the pivot 408.2 , The coupling element 410.3 is on the one hand with the first cross member 408.1 and on the other hand with the second cross member 408.7 connected. Because the two cross members 408.1 . 408.7 again via trailing arm 408.3 to 408.6 with the two wheelsets 405 . 407 are connected, the coupling element 410.3 be rigidly connected to the two cross beams, so that the two wheelsets an equivalent turning movement is impressed.

In the example shown, the coupling element 410.3 however, via a first coupling joint 410.4 about the vertical axis (z-axis) pivotable with the first cross member 408.1 connected. This makes it possible that the two cross members 408.1 . 408.7 perform opposite or at least different turning movements. It certainly understands that in other variants of the invention can also be provided that the first coupling joint 410.4 with the pivot 408.2 coincides, thus both cross members 408.1 . 408.7 pivotable on the pivot 408.2 are articulated.

A coupling spring 410.1 the coupling device 410 in turn sets a mutual deflection of the cross member 408.1 and 408.7 from the in 5 illustrated neutral position against an elastic restoring force. As a result, when passing through track curves, for example, an adjustment of the wheelsets that is at least approximately radial in radius is at least approximately 405 . 407 against the restoring force of the coupling spring 410.1 possible while the coupling spring 410.1 in the straight track section an advantageous under dynamic driving point provision of the wheelsets 405 . 407 in the neutral position causes. The damper 410.2 dampens the relative movements between the two cross members 408.1 and 408.7 and thus contributes advantageously to the improvement of the running properties in the straight track. It is understood, however, that the coupling spring 410.1 and / or the damper 410.2 in other vehicles according to the invention, especially vehicles that are intended for lower speeds, may also be missing.

Furthermore, it is understood that in other variants of the invention can also be provided that the two cross members do not have the trailing arm 408.2 to 408.6 but (as already described above in connection with the second embodiment) directly, in particular substantially rigid, to the wheelsets 405 . 407 can be connected. In this case, in addition to the first coupling joint 410.4 a second coupling joint may be provided (in 5 through the dashed outline 410.5 indicated), via which the coupling element 410.3 with the second cross member 408.7 connected is. In this case, the first and second coupling joint 410.4 . 410.5 designed to give a compression of the spring stages 404 . 406 enable. For this purpose, the second coupling joint 410.5 for example (as in 5 shown) have a pivot axis, which (in the illustrated neutral position) parallel to the transverse axis 402.2 runs. Likewise, it can also be provided that the first coupling joint 410.4 and the second coupling joint 410.5 are identical. Thus, so can on both sides of the pivot 408.2 in each case a coupling joint in the manner of the first coupling joint 410.4 or ever a coupling joint in the manner of the second coupling joint 410.5 be provided.

It is understood that the respective pivot axes of the coupling joints 410.4 . 410.5 Of course, it does not need to be provided via physical swivel axes. Rather, the pivot axes can in turn be realized by a corresponding elasticity of the relevant joint body (elastomer element, rubber layer spring, etc.).

A transverse mobility (in the direction of the transverse axis 402.2 ) and / or pitching motion (about the transverse axis 402.2 ) of the entire arrangement of the cross members 408.1 . 408.7 and the associated wheelsets 405 . 407 can by the way by a corresponding design of the pivot assembly with the pivot 408.2 be achieved, for example, a corresponding elasticity of the pivot assembly and / or a corresponding clearance within the pivot assembly (eg., In a slot in the guided pivot).

The turning device 408 on the one hand, causes the respective wheelset 405 . 407 at a deflection of one of the wheels of one of the wheelsets 405 . 407 in the direction of the longitudinal axis 402.1 a defined turning movement is impressed about a (in the illustrated rest state) parallel to the vertical axis of the car body turning axis, which is when driving through track curves in terms of reducing the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail and the noise is beneficial ,

As in 5 through the dashed contours 409 indicated in the landing gear 403 in turn be integrated drive motor units. In particular, these can with the associated cross member 408.1 . 408.7 be coupled, wherein in a rigid coupling between the drive motor unit 409 and the respective cross member 408.1 . 408.7 then, of course, a substantially rigid coupling between the cross members 408.1 . 408.7 and the associated wheelset 405 . 407 is present and preferably one of the above described for this case design variants of the coupling device 410 is selected. In this case, further preferably provided that the respective cross member 408.1 . 408.7 via a torque arm in the form of a motor pendulum 409.2 is supported on the car body.

Fifth embodiment

The following is with reference to the 6 to 8th a fifth preferred embodiment of the rail vehicle according to the invention in the form of a locomotive 501 described. The 6 shows the locomotive 501 in one of the 2 similar, schematic view. The locomotive 501 In its basic design and operation largely corresponds to the locomotive 101 from the 1 and 2 , so that here is largely referred to the above remarks and only to the differences will be discussed. In particular, identical or similar components are involved with the value 300 provided increased reference numerals.

The car body (not shown) is also in the locomotive 501 via a single-stage suspension directly on a first chassis 503 supported, ie it relies on a single spring stage 504 on the wheel bearings 505 and over a single spring stage 506 on the wheel bearings of a second wheelset 507 from.

Again 6 can be seen, there is a significant difference from the execution 1 in that with the wheelsets 505 . 507 and the car body connected, between the wheelsets 505 . 507 arranged turning device 508 only two turning units 508.9 . 508.10 Includes, on both sides of the chassis 503 are arranged and over the second wheelset 507 coupled as a coupling unit.

The first turning unit 508.9 includes a first bell crank 508.11 with a first free end of the lever and a second free end of the lever, while the second turning unit 508.10 a second angle lever 508.12 comprising a third free end of the lever and a fourth free end of the lever. The respective angle lever 508.11 . 508.12 is between its free lever ends about a transverse to the longitudinal axis 502.1 extending pivot axis pivotally hinged to the car body. In the present example, this pivot axis (in the illustrated neutral position) runs in each case parallel to the vertical axis (z-axis).

The first lever end of the first angle lever 508.11 is about the first trailing arm or connecting link 508.3 to the first wheelset 505 hinged while the third lever end of the second angle lever 508.12 via the second trailing arm or connecting link 508.5 on the first wheelset 505 is articulated. The second lever end of the first angle lever 508.11 and the fourth lever end of the second angle lever 508.12 are on the second wheelset 507 hinged, so therefore on the second set of wheels 507 connected as coupling unit. As a result, a particularly simple, small construction design is achieved with a few, robust components.

The trailing arm 508.3 and 508.5 are each in a well-known manner via elastic elements on the respective angle lever 508.11 . 508.12 or the first wheelset 505 tethered. The trailing arm 508.3 to 508.6 are further each arranged in a plane which (in the illustrated state of rest) parallel to the longitudinal center plane of the car body 502 , thus perpendicular to the transverse axis 508.2 of the car body runs. Therefore, they allow, among other things, both a relative movement of the first wheel 505 with respect to the car body in the direction of the transverse axis 502.2 and the vertical axis 502.3 of the car body.

Furthermore, the pivot point of the respective angle lever 508.11 . 508.12 and its pivot point on the second wheel 507 in the illustrated idle state or the illustrated neutral position in one to the transverse axis 508.2 of the car body vertical plane. Accordingly, the two angle lever 508.11 . 508.12 a transverse guide of the second wheel 507 , which is a relative movement of the second set of wheels 507 with respect to the car body 502 in the direction of the transverse axis 502.2 and the vertical axis 502.3 of the car body 502 ,

The turning device 508 On the one hand, this causes the first wheel set 505 at a deflection of one of its wheels in the direction of the longitudinal axis 502.1 a defined turning movement is impressed about a (in the illustrated rest state) parallel to the vertical axis of the car body turning axis. The second wheelset 507 is doing in the direction of the transverse axis 502.2 postponed. Both are when driving through track curves with regard to the reduction of the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail and the noise is beneficial.

It is understood that by an inclination of the plane in which the pivot point of the respective angle lever 508.11 . 508.12 and its pivot point on the second wheel 507 lie, (in the neutral position) to the transverse axis 508.2 of the car body can be achieved that the second wheel also performs a turning movement about a vertical axis. For example, as in 6 through the dashed outline 508.13 indicated, the pivot points of the angle lever 508.11 . 508.12 with respect to the Anlenkpunkts on the second wheel 507 further offset inwards in the direction of the longitudinal center plane, lead the two wheelsets 505 . 507 (with a certain influenced by the offset translation) a concurrent turning movement.

Be the pivot points of the angle lever 508.11 . 508.12 however, further offset to the outside, there is an opposite turning movement of the wheelsets 505 . 507 On the other hand, via the turning device over a few components on a short distance a defined force from the wheelsets 505 . 507 in the car body 502 achieved. This is favorable insofar as a particularly compact design is achieved with a few, simply designed components, which in the chassis 503 sufficient space for other components, such as high power drive motor units (as in 6 through the dashed outline 509 are indicated), brakes (for clarity in 6 not shown) etc. provides. In particular, by the use of the second set of wheels 507 as a coupling unit between the two turning units 508.9 and 508.10 results in a further space savings. Especially in locomotives, where a high drive power is required, this is particularly advantageous. It is understood, however, that this design can of course also be used in a chassis without internal drive motors drive.

The 7 shows alternatives of the coupling unit between the two turning units 508.9 . 508.10 , Thus, on the one hand a separate coupling rod may be provided, as in 7 through the dashed outline 508.14 is indicated. Likewise, however, can also be a hydraulic coupling unit 508.15 be provided, in which a free lever end of the respective lever 508.11 . 508.12 (then how 7 it can be seen, not necessarily an angle lever must be) on a hydraulic cylinder 508.16 . 508.17 acts whose work spaces are hydraulically coupled accordingly.

It goes without saying that in other variants of the invention, the trailing arm 508.3 . 508.5 and the levers 508.11 . 508.12 Also missing and the hydraulically coupled hydraulic cylinder 508.16 . 508.17 (as in 7 through the dashed outline 508.22 indicated) on the one hand directly to the car body and on the other hand directly to the associated wheelset bearing 505.1 . 505.2 can attack. As a result, a particularly compact design can be achieved.

The 8th shows the four-axle locomotive 501 whose car body 502 on two identical chassis 503 is supported, as in 6 are shown. The two chassis 503 are (in the illustrated neutral position) symmetrical to one to the longitudinal axis 502.1 vertical transverse center plane of the car body 502 arranged. When passing through track curves learn the two outer, the vehicle ends nearest wheel sets each have a turning movement, while the two middle wheel sets only a shift in the direction of the transverse axis 502.2 Experienced. This with regard to the reduction of the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail and the noise of advantage.

Sixth embodiment

The following is with reference to the 9 and 10 a sixth preferred embodiment of the rail vehicle according to the invention in the form of a locomotive 601 described. The 9 respectively. 10 show the locomotive 601 in one of the 1 respectively. 2 similar, schematic view. The locomotive 601 In its basic design and operation largely corresponds to the locomotive 101 from the 1 and 2 , so that here is largely referred to the above remarks and only to the differences will be discussed. In particular, identical or similar components are involved with the value 500 provided increased reference numerals.

The car body 602 is also in the locomotive 601 via a single-stage suspension directly on a first chassis 603 supported, ie it relies on a single spring stage 604 on the wheel bearings 605 and over a single spring stage 606 on the wheel bearings of a second wheelset 607 from.

Again 9 and 10 can be seen, there is a significant difference from the execution 1 in that with the wheelsets 605 . 607 and the car body connected, between the wheelsets 605 . 607 arranged turning device 608 a turning unit 608.18 with a coupling shaft 608.19 , a first coupling lever 608.20 and a second coupling lever 608.21 on.

The coupling shaft 608.19 has a longitudinal axis extending in the direction of the transverse axis 602.2 of the car body 602 extends. The coupling shaft 608.19 is one to the transverse axis 602.2 of the car body 602 parallel rotation axis rotatable on the car body 602 stored. The first coupling lever 608.20 is rotationally fixed on a first end of the coupling shaft 608.19 arranged and on the first wheel 605 via a trailing arm or coupling link 608.3 hinged and on the second wheel 607 via a trailing arm or coupling link 608.4 hinged. The second coupling lever 608.21 is rotationally fixed on the other, second end of the coupling shaft 608.19 arranged and attached to the first wheelset 605 a trailing arm or coupling link 608.5 hinged and on the second wheel 607 via a trailing arm or coupling link 608.6 hinged.

The first coupling lever 608.20 and the second coupling lever 608.21 are with respect to the longitudinal axis of the coupling shaft 608.19 arranged rotated by 180 ° to each other, wherein the first coupling lever 608.20 in the neutral position shown in the direction of the vertical axis 602.3 of the car body facing up. This ensures that the first wheel 605 and the second wheelset 607 at a deflection of one of its wheels in the direction of the longitudinal axis 602.1 of the car body 602 a (in the present example in the same direction) turning movement about one in the direction of the vertical axis 602.3 extending turning axis is impressed. By the use of a torsion wave performing coupling shaft 608.19 a particularly space-saving configuration can be achieved, as the coupling shaft 608.19 only needs to be able to rotate about its longitudinal axis, allowing for the implementation of the coupling shaft 608.19 from one side of the vehicle to the other side of the vehicle only little space is required.

The first coupling lever 608.20 and the second coupling lever 608.21 can basically be rotated at any suitable angle to each other, as long as it is ensured that the wheelsets 605 . 607 upon rotation of the coupling shaft 608.19 still a corresponding turning movement is impressed.

About the respective distance between the axis of rotation of the coupling shaft 608.19 and the articulation points of the coupling links 608.3 . 608.5 to the first wheelset 605 or the coupling link 608.4 . 608.6 to the second wheelset 607 is in a simple way a nearly freely selectable translation between the turning movement of the first wheel 605 and the second wheelset 607 possible. In particular, it is also possible, provided that the articulation points of the coupling link 608.3 . 608.5 to the first wheelset 605 and the articulation points of the coupling links 608.4 . 608.6 to the second wheelset 607 on different sides with respect to the axis of rotation of the coupling shaft 698 are arranged, an opposite turning movement of the two wheelsets 605 . 607 to achieve.

The couplers 608.3 to 608.6 are each in a well-known manner via elastic elements on the respective coupling lever 608.20 . 608.21 or the relevant wheelset 605 . 607 tethered. The trailing arm 608.3 to 608.6 are further each arranged in a plane which (in the illustrated state of rest) parallel to the longitudinal center plane of the car body 602 , thus perpendicular to the transverse axis 608.2 of the car body runs. Therefore, they allow, among other things, both a relative movement of the wheelsets 605 . 607 with respect to the car body in the direction of the transverse axis 602.2 and the vertical axis 602.3 of the car body.

The turning device 608 causes as mentioned, on the one hand, that the wheelsets 605 . 607 at a deflection of one of its wheels in the direction of the longitudinal axis 602.1 a defined turning movement is impressed about a (in the illustrated rest state) parallel to the vertical axis of the car body turning axis. This is when driving through track curves with regard to the reduction of the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail and the noise of advantage.

On the other hand, via the turning device over a few components on a short distance a defined force from the wheelsets 605 . 607 in the car body 602 achieved. This is favorable insofar as a particularly compact design is achieved with a few, simply designed components, which in the chassis 603 sufficient space for other components, such as drive motor units 609 high performance, braking (for clarity in 6 not shown) etc. provides. Especially in locomotives, where a high drive power is required, this is particularly advantageous. It is understood, however, that this design can of course also be used in a chassis without internal drive motors drive.

The The present invention has been exclusively described above described by examples of a locomotive. It goes without saying, However, that the invention also in any other rail vehicles can be used.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• EP 0177460 A2 [0004]

Claims (32)

Railway vehicle with - a car body ( 102 ; 202 ; 302 ; 402 ; 502 ; 602 ) and - a first landing gear ( 103 ; 203 ; 303 ; 403 ; 503 ; 603 ), the at least one first wheel unit ( 105 ; 205 ; 305 ; 405 ; 505 ; 605 ) has two speed-coupled wheels, wherein - the car body ( 102 ; 202 ; 302 ; 402 ; 502 ; 602 ) a longitudinal axis ( 102.1 ; 202.1 ; 302.1 ; 402.1 ; 502.1 ; 602.1 ), a transverse axis ( 102.2 ; 202.2 ; 302.2 ; 402.2 ; 502.2 ; 602.2 ) and a vertical axis ( 102.3 ; 202.3 ; 302.3 ; 402.3 ; 502.3 ; 602.3 ) and - the car body ( 102 ; 202 ; 302 ; 402 ; 502 ; 602 ) via a spring stage ( 104 ; 204 ; 304 ; 404 ; 504 ; 604 ) directly on the first wheel unit ( 105 ; 205 ; 305 ; 405 ; 505 ; 605 ), characterized in that - the first wheel unit ( 105 ; 205 ; 305 ; 405 ; 505 ; 605 ) via a turning device ( 108 ; 208 ; 308 ; 408 ; 508 ; 608 ) on the car body ( 102 ; 202 ; 302 ; 402 ; 502 ; 602 ), wherein - the turning device ( 108 ; 208 ; 308 ; 408 ; 508 ; 608 ) is formed such that it the first wheel unit ( 105 ; 205 ; 305 ; 405 ; 505 ; 605 ) at a deflection of a wheel of the first wheel unit ( 105 ; 205 ; 305 ; 405 ; 505 ; 605 ) in the direction of the longitudinal axis ( 102.1 ; 202.1 ; 302.1 ; 402.1 ; 502.1 ; 602.1 ) of the car body ( 102 ; 202 ; 302 ; 402 ; 502 ; 602 ) a turning movement about one in the direction of the vertical axis ( 102.3 ; 202.3 ; 302.3 ; 402.3 ; 502.3 ; 602.3 ) of the car body ( 102 ; 202 ; 302 ; 402 ; 502 ; 602 ) imprinting turning axis. Rail vehicle according to claim 1, characterized in that the first wheel unit ( 105 ; 205 ; 305 ; 405 ; 505 ; 605 ) is designed as a wheel with a wheelset shaft connecting the two wheels. Rail vehicle according to claim 1 or 2, characterized in that - the first wheel unit ( 105 ; 205 ; 305 ; 405 ; 505 ; 605 ) has outer wheel bearing and - the turning device ( 108 ; 208 ; 308 ; 408 ; 508 ; 608 ) is hinged to the wheel bearings. Rail vehicle according to one of the preceding claims, characterized in that - the first chassis ( 103 ; 203 ; 303 ; 403 ; 503 ; 603 ) a second wheel unit ( 107 ; 207 ; 307 ; 407 ; 507 ; 607 ) comprises two speed-coupled wheels, in particular a wheel set, on which the car body ( 102 ; 202 ; 302 ; 402 ; 502 ; 602 ) directly via a spring stage ( 106 ; 206 ; 306 ; 406 ; 506 ; 606 ), and - the turning device ( 108 ; 208 ; 308 ; 408 ; 508 ; 608 ) in such a way with the second wheel unit ( 107 ; 207 ; 307 ; 407 ; 507 ; 607 ) is connected to the second wheel unit ( 107 ; 207 ; 307 ; 407 ; 507 ; 607 ) at a deflection of a wheel of the second wheel unit ( 107 ; 207 ; 307 ; 407 ; 507 ; 607 ) in the direction of the longitudinal axis ( 102.1 ; 202.1 ; 302.1 ; 402.1 ; 502.1 ; 602.1 ) of the car body ( 102 ; 202 ; 302 ; 402 ; 502 ; 602 ) imposes a turning movement about a vertical axis. Rail vehicle according to claim 4, characterized in that the turning device ( 108 ; 208 ; 308 ; 408 ; 508 ; 608 ) is formed such that it the first wheel unit ( 105 ; 205 ; 305 ; 405 ; 505 ; 605 ) and the second wheel unit ( 107 ; 207 ; 307 ; 407 ; 507 ; 607 ) imparts co-rotating turning movements. Rail vehicle according to one of the preceding claims, characterized in that - the turning device ( 108 ; 208 ; 408 ) at least one first cross member ( 108.1 ; 208.1 ; 408.1 ), wherein - the first cross member ( 108.1 ; 208.1 ; 408.1 ) in the transverse direction of the car body ( 102 ; 202 ; 402 ), - the first cross member ( 108.1 ; 208.1 ; 408.1 ) has a first end, a second end and a center portion located between the first end and the second end, - the first cross member ( 108.1 ; 208.1 ; 408.1 ) in its middle section about one in the direction of the vertical axis ( 102.3 ; 202.3 ; 402.3 ) extending pivot axis pivotally mounted on the car body ( 102 ; 202 ; 402 ) is articulated and - the first cross member ( 108.1 ; 208.1 ; 408.1 ) at its first end and its second end with the first wheel unit ( 105 ; 205 ; 405 ) is coupled. Rail vehicle according to claim 6, characterized in that - the first cross member ( 108.1 ; 208.1 ; 408.1 ) at its first end and its second end with the first wheel unit ( 105 ; 205 ; 405 ) via in each case a first link device ( 108.3 . 108.5 ; 208.3 . 208.5 ; 408.3 . 408.5 ), wherein - the respective first link device ( 108.3 . 108.5 ; 208.3 . 208.5 ; 408.3 . 408.5 ) comprises in particular a first trailing arm, which runs in the unloaded state of the chassis in a plane which is parallel to the longitudinal center plane of the vehicle. Rail vehicle according to claim 6 or 7, characterized in that - the first chassis ( 103 ) a second wheel unit ( 107 ) with two speed-coupled wheels, in particular a wheel set, is included, wherein - the car body ( 102 ) directly via a spring stage ( 106 ) on the second wheel unit ( 107 ) is supported and - the first cross member ( 108.1 ) at its first end and its second end with the second wheel unit ( 107 ) is coupled. Rail vehicle according to claim 8, characterized characterized in that - the first cross member ( 108.1 ) at its first end and its second end with the second wheel unit ( 107 ) via a respective second linkage device ( 108.4 . 108.6 ), wherein - the respective second link device ( 108.4 . 108.6 ) comprises in particular a second trailing arm, which runs in the unloaded state of the chassis in a plane which is parallel to the longitudinal center plane of the vehicle. Rail vehicle according to claim 6 or 7, characterized in that - the first chassis ( 203 ; 403 ) a second wheel unit ( 207 ; 407 ) comprises two speed-coupled wheels, in particular a wheel set, on which the car body ( 202 ; 402 ) directly via a spring stage ( 206 ; 406 ), and - the turning device ( 208 ; 408 ) at least one second cross member ( 208.7 ; 408.7 ), wherein - the second cross member ( 208.7 ; 408.7 ) in the transverse direction of the car body ( 202 ; 402 ), - the second cross member ( 208.7 ; 408.7 ) has a first end, a second end and a center section lying between the first end and the second end, - the second cross member ( 208.7 ; 408.7 ) in its central portion about a pivot axis extending in the direction of the vertical axis pivotally mounted on the car body ( 202 ; 402 ) is hinged and - the second cross member ( 208.7 ; 408.7 ) at its first end and its second end with the second wheel unit ( 207 ; 407 ) is coupled. Rail vehicle according to claim 10, characterized in that - the second cross member ( 208.7 ; 408.7 ) at its first end and its second end with the second wheel unit ( 207 ; 407 ) via a respective steering device ( 208.4 . 208.6 ; 408.4 . 408.6 ), wherein - the respective linkage device ( 208.4 . 208.6 ; 408.4 . 408.6 ) comprises in particular a trailing arm which extends in the unloaded state of the first chassis in a plane which runs parallel longitudinal center plane of the vehicle. Rail vehicle according to claim 10 or 11, characterized in that the first cross member ( 208.1 ; 408.1 ) and the second cross member ( 208.7 ; 408.7 ) via a coupling device ( 210 ; 410 ) are coupled together Rail vehicle according to claim 12, characterized in that - the first cross member ( 208.1 ; 408.1 ) and the second cross member ( 208.7 ; 408.7 ) in the unloaded state of the first landing gear ( 203 ; 403 ) have a neutral position and - the coupling device ( 210 ; 410 ) at least one coupling spring device ( 210.1 ; 410.1 ), wherein - the coupling spring device ( 210.1 ; 410.1 ) is designed and / or arranged such that it corresponds to a deflection of the first cross member ( 208.1 ; 408.1 ) and the second cross member ( 208.7 ; 408.7 ) opposes an elastic restoring force from the neutral position. Rail vehicle according to claim 12, characterized in that the coupling device ( 410 ) via a pivot around one in the direction of the vertical axis ( 402.3 ) extending pivot axis pivotally mounted on the car body ( 402 ) is articulated. Rail vehicle according to claim 14, characterized in that the coupling device ( 210 ; 410 ) at least one in the direction of the vertical axis ( 202.3 ; 402.3 ) extending axis substantially rigidly with the first cross member ( 208.1 ; 408.1 ) is connected, in particular in one piece with the first cross member ( 208.1 ; 408.1 ) is trained. Rail vehicle according to claim 14 or 15, characterized in that the coupling device ( 210 ; 410 ) pivotable about an axis extending in the direction of the vertical axis with the second cross member ( 208.7 ; 408.7 ) connected is. Rail vehicle according to claim 15, characterized in that the coupling device ( 210 ; 410 ) at least about an axis extending in the direction of the vertical axis substantially rigidly with the second cross member ( 208.7 ; 408.7 ) is connected, in particular in one piece with the second cross member ( 208.7 ; 408.7 ) is trained. Rail vehicle according to one of claims 10 to 17, characterized in that the first cross member ( 208.1 ) and / or the second cross member ( 208.7 ) an angled design with one in the direction of the associated wheel unit ( 205 . 207 ) has facing first and second ends. Rail vehicle according to one of claims 6 to 18, characterized in that a supported on the first wheel unit first drive motor unit ( 209 ; 309 ; 409 ) is provided and - the first cross member ( 208.1 ; 408.1 ) substantially rigidly with the first drive motor unit ( 209 ; 309 ; 409 ), in particular an integral part of the first drive motor unit ( 209 ; 309 ; 409 ), and / or - the first drive motor unit ( 109 ; 209 ; 309 ; 409 ; 509 ; 609 ) via a first support means, in particular at least one first torque arm, on the car body ( 102 ; 202 ; 302 ; 402 ; 502 ; 602 ), wherein - The first support means is arranged in particular on the side facing away from the first drive motor unit side of the first cross member, Rail vehicle according to one of claims 10 to 18, characterized in that a supported on the second wheel unit second drive motor unit ( 109 ; 209 ; 309 ; 409 ; 509 ; 609 ) is provided and - the second cross member ( 208.7 ; 408.7 ) substantially rigidly with the second drive motor unit ( 209 ; 309 ; 409 ), in particular an integral part of the second drive motor unit ( 209 ; 309 ; 409 ). and / or the second drive motor unit ( 109 ; 209 ; 309 ; 409 ; 509 ; 609 ) via a second support means, in particular at least one second torque arm, on the car body ( 102 ; 202 ; 302 ; 402 ; 502 ; 602 ) is supported, wherein - the second support means is arranged in particular on the side remote from the second drive motor unit side of the second cross member, Rail vehicle according to one of claims 1 to 5, characterized in that - the turning device ( 508 ) a first turning unit ( 508.9 ) and a second turning unit ( 508.10 ), wherein - the first turning unit ( 508.9 ) and the second turning unit ( 508.10 ) with respect to the longitudinal center plane of the car body ( 502 ) on different sides of the car body ( 502 ) on the car body ( 502 ) and at the first wheel unit ( 505 ), - the first turning unit ( 508.9 ) and the second turning unit ( 508.10 ) via a coupling unit ( 507 ; 508.14 ; 508.15 ) are mechanically coupled together so that they are the first wheel unit ( 505 ) at a deflection of a wheel of the first wheel unit ( 505 ) in the direction of the longitudinal axis ( 502.1 ) of the car body ( 502 ) imprint a turning movement about a vertical axis. Rail vehicle according to claim 21, characterized in that - the first turning unit ( 508.9 ) a first angle lever ( 508.11 ) with a first free end of the lever and a second free end of the lever and - the second turning unit ( 508.10 ) a second angle lever ( 508.12 ) comprising a third free lever end and a fourth free lever end, wherein - the respective angle lever ( 508.11 . 508.12 ) about a transverse to the longitudinal axis ( 502.1 ) extending pivot axis pivotally on the car body ( 502 ), - the first lever end of the first angle lever ( 508.11 ), in particular via a first connecting link, on the first wheel unit ( 505 ), - the third lever end of the second angle lever ( 508.12 ), in particular via a second connecting link, on the first wheel unit ( 505 ) is hinged and - the second lever end of the first angle lever ( 508.11 ) and the fourth lever end of the second angle lever ( 508.12 ) are interconnected via the coupling unit. Rail vehicle according to claim 22, characterized in that - the first chassis ( 503 ) a second wheel unit ( 507 ) with two wheels, in particular a second set of wheels, on which the car body ( 502 ) directly via a spring stage ( 506 ), and - the coupling unit of the second wheel unit ( 507 ) is formed. Rail vehicle according to one of claims 1 to 5, characterized in that - the turning device ( 608 ) at least one turning unit ( 608.18 ) with a coupling shaft ( 608.19 ), a first coupling lever ( 608.20 ) and a second coupling lever ( 608.21 ), wherein - the coupling shaft ( 608.19 ) has a longitudinal axis extending in the direction of the transverse axis ( 602.2 ) of the car body ( 602 ) and one to the transverse axis ( 602.2 ) of the car body ( 602 ) parallel rotation axis rotatable on the car body ( 602 ), - the first coupling lever ( 608.20 ) at a first end of the coupling shaft ( 608.19 ) and at the first wheel unit ( 605 ), in particular via a first coupling link, articulated, - the second coupling lever ( 608.21 ) at a second end of the coupling shaft ( 608.19 ) and at the first wheel unit ( 605 ), in particular via a second coupling link, is articulated, wherein - the first coupling lever ( 608.20 ) and the second coupling lever ( 608.21 ) with respect to the longitudinal axis of the coupling shaft ( 608.19 ) are arranged rotated relative to each other such that the first wheel unit ( 605 ) at a deflection of a wheel of the first wheel unit ( 605 ) in the direction of the longitudinal axis ( 602.1 ) of the car body ( 602 ) the turning movement is impressed around the vertical axis. Rail vehicle according to claim 24, characterized in that the first coupling lever ( 608.20 ) and the second coupling lever ( 608.21 ) with respect to the longitudinal axis of the coupling shaft ( 608.19 ) are arranged at least 60 °, preferably at least 120 °, more preferably 180 °, to each other twisted. Rail vehicle according to claim 24 or 25, characterized in that - the first chassis ( 603 ) a second wheel unit ( 607 ) with two speed-coupled wheels, esp special a set of wheels, comprises, on which the car body ( 602 ) directly via a spring stage ( 606 ), and - the turning unit ( 608.18 ) with the second wheel unit ( 607 ) is coupled. Rail vehicle according to claim 26, characterized in that - the first wheel unit ( 605 ) via a first coupling link with the first coupling lever ( 608.20 ) and a second coupling link with the second coupling lever ( 608.21 ), - the second wheel unit ( 607 ) via a third coupling link with the first coupling lever ( 608.20 ) and a fourth coupling link with the second coupling lever ( 608.21 ), wherein - the radial distance of the articulation points of the coupling links on the first coupling lever ( 608.20 ) and the second coupling lever ( 608.21 ) to the longitudinal axis of the coupling shaft ( 608.19 ) is selected such that a predefinable translation between the turning movement of the first wheel unit ( 605 ) and the turning movement of the second wheel unit ( 607 ). Rail vehicle according to claim 27, characterized in that - the first wheel unit ( 605 ) is a wheel unit closest to one end of the vehicle, and - to achieve a reduction between the first turning movement and the second turning movement, the radial distance between the articulation points of the first coupling link and the second coupling link on the first coupling lever ( 608.20 ) and the second coupling lever ( 608.21 ) is greater than the radial distance of the articulation points of the third coupling link and the fourth coupling link on the first coupling lever ( 608.20 ) and the second coupling lever ( 608.21 ). Rail vehicle according to claim 27 and 28, characterized characterized in that the coupling link in the unloaded state of the Chassis each run in a plane, the parallel longitudinal center plane of the vehicle runs. Rail vehicle according to one of the preceding claims, characterized in that a second chassis ( 503 ) is provided, which with respect to a longitudinal axis of the car body ( 502 ) vertical transverse plane of the car body ( 502 ) substantially symmetrical to the first chassis ( 503 ) is formed and arranged. Rail vehicle according to one of the preceding claims, characterized in that at least one of the spring stages ( 104 . 106 ; 604 . 606 ) about which car body ( 102 ; 602 ) directly on a wheel unit ( 105 . 107 ; 605 . 607 ), via a tilting rail ( 104.1 . 106.1 ; 604.1 . 606.1 ) with the car body ( 102 ; 602 ) connected is. Rail vehicle according to one of the preceding claims, characterized in that it is designed in the manner of a locomotive is.