EP0262163B1 - Vehicle, especially a rail vehicle - Google Patents

Abstract

A vehicle, especially a rail vehicle, with a low floor throughout (Fig. 1; 21) and with driven single-wheel propulsion mechanisms (Fig. 2; 7) and/or non-driven single-wheel running mechanisms.

Description

The present invention relates to a vehicle without a bogie, in particular a rail vehicle, with an independent wheel drive or running gear and with a longitudinally continuous vehicle floor lying below the zenith of the wheels.

Comfortable entry-level conditions, if possible without steps and an associated lower vehicle floor, which should also extend continuously over the entire length of the vehicle, are two constant demands on the comfort features of today's rail vehicles from the user's point of view.

From the operator's point of view, another important feature is the smooth running behavior of a rail vehicle, which is closely related to the wear of the wheel / rail pairing. Especially in the case of curves, wear is noticeable in the form of curve squeaking, which is perceived as disturbing.

According to the state of the art, two approaches have been taken to date to meet these requirements:

a) using bogies

Vehicles are known whose running gear and running gear are designed as conventional bogies. Here, the drive-less bogies are equipped with wheelsets that have a small wheel diameter and, according to EP 0 058 914, allow the vehicle floor to be lowered in this area.

The fact that a lowering of the vehicle floor above the driven motor bogies is only possible to a limited extent must be considered a disadvantage.

This inevitably results in height differences in the vehicle floor between the areas mentioned, which must be bridged with additional steps.

With regard to the cornering ability of vehicles equipped with bogies, an attempt is made to allow a certain radial adjustment of the wheel sets in a bogie when cornering by means of an elastic wheel set guide. However, in order to achieve this effect in a targeted manner, one of the two known modes of operation is used, namely the mutual self-control or the box-side forced control of the wheel sets.

As an alternative to this, DE-OS-34 27 723 discloses a bogie with steerable individual wheels which are mounted in pairs on a rigid, continuous axle shaft and can be pivoted about their vertical axis at the wheel contact point. The actual control process is carried out by actuators, which receive their impulse from a central computer installed in the vehicle.

With this solution, the increased mechanical outlay for the steerable mounting of the individual wheels is followed by a further outlay, namely that for the train-compatible design of the control of the individual wheels.

The question of the extent to which this version, which is only used to reduce noise and reduce wear when cornering, can also be used to improve entry comfort in the sense mentioned at the outset, is not the subject of the application.

b) using single-axis drives

Vehicles are also known which dispense with conventional bogies and whose vehicle bodies are based on single-axle drives according to DE-OS-25 12 008.

The solution shown has a floor height in the drive area, the level of which is below the wheel diameter.

This lowering of the vehicle floor is achieved by the specially designed yoke serving as an axle replacement, in which the two individual wheels are mounted. In addition, the yoke is used to hold the vehicle suspension system.

In the present case, the object is achieved with the means mentioned to create a suspension system for a transverse vehicle tilting device, the pivot of which is arranged far above the center of gravity of the vehicle.

Single-wheel drives with wheels rotating independently of one another on separate wheel axles, which can be swiveled horizontally for the purpose of an ideal radial setting when cornering, are shown in EP 0 135877 and DE-OS-34 09 103, with a double arrangement of these idler drives according to DE-OS-33 42 968 is known.

Although the solutions shown can significantly reduce the straightening forces when cornering and thus wear and noise on the wheel / rail pairing, there is a not inconsiderable problem of the tilting moment of the loose wheel bearing on its small base.

EP-A-0 129 772 is concerned with the problem of the turning transitions between two passenger rail vehicles in order to create a continuously level floor throughout the train for city and subway trains. In order to create this passage from one end to the other, a special construction of the rotary transitions is explained. An attempt to make the vehicle floor height in a bogie-free rail vehicle as low as possible and thus more comfortable for the boarding and alighting of the passengers than was previously possible is not undertaken. Therefore, the vehicle floor is always at the same height, a height which is still perceived as too large, especially by people with walking difficulties.

The demand for more comfortable boarding and alighting of the passengers was therefore the problem waiting for a solution, which this EP-A could not solve, since the oscillating beams were arranged transversely under the vehicle floor, lowering the floor below the previous normal height hen, without accepting decisive defects, as they are also explained in detail in EP-A-0 129 772, not allowed.

Starting from this EP-A-0129 772, the present invention aims to provide a bogie-less vehicle, in particular a rail vehicle, with a single wheel drive or running gear and with a longitudinally continuous vehicle floor below the zenith of the wheels, which vehicle, in addition to comfortable entry conditions, also has an extremely low vehicle floor over the entire length of the vehicle.

In addition, it should have a good straight running, as well as a pronounced cornering and wear behavior.

This is achieved by a vehicle according to claim 1.

This solution preferably makes use of externally mounted single wheels which are guided on a large base by the suspension which is laid upwards and which can be provided with the drive shown. The resulting portal trolleys can have driven single-wheel trolleys and / or driveless single-wheel drives of largely identical design and, in conjunction with their carrying and supply unit, allow the construction of a rail vehicle with an extremely low vehicle floor, which is continuous in the longitudinal direction and has a level below the wheel centers.

This solution of a vehicle, in particular a rail vehicle with a continuously low vehicle floor and portal-like, driven independent wheel drives and / or non-driven independent wheel drives is explained, for example, with reference to the following figures.

• Fig. 1 ein Schienenfahrzeug in modularer Bauweise mit Portalfahrwerk
• Fig. 2 einen Schnitt nach Schnittlinie 1-1 der Fig. 1
• Fig. 3 die Draufsicht auf ein Portalfahrwerk gemäss Schnittlinie 11-11 in Figur 2
• Fig. 4 ein Einzelradfahrwerk gemäss Figur 2 (links angetrieben/rechts antriebslos), mit horizontal liegendem Antriebsmotor, ohne Primärstufe
• Fig. 5 eine Draufsicht auf ein Einzelradfahrwerk mit selbstgeregelten Einzelrädern, in Prinzipdarstellung.
• Fig. 6 eine Draufsicht auf ein Einzelradfahrwerk mit wagenkastenseitiger Zwangssteuerung, in Prinzipdarstellung
• Fig. 7 eine Draufsicht auf ein Einzelradfahrwerk in Doppelanordnung, in Prinzipdarstellung
• Fig. 8 eine Draufsicht auf ein Einzelradfahrwerk in Doppelanordnung mit wagenkastenseitiger Zwangssteuerung, in Prinzipdarstellung
• Fig. 9 ein Portalfahrwerk eines Schienenfahrzeugs gemäss Figur 1 ohne Fahrgast-Nutzlastzelle

Show it:

• Fig. 1 is a rail vehicle in a modular design with portal chassis
• 2 shows a section along section line 1-1 of FIG. 1st
• 3 shows the top view of a gantry undercarriage according to section line 11-11 in FIG. 2
• Fig. 4 shows an independent wheel undercarriage according to FIG. 2 (driven on the left / without drive on the right), with the drive motor lying horizontally, without a primary stage
• Fig. 5 is a plan view of a single wheel undercarriage with self-controlled single wheels, in principle.
• Fig. 6 is a plan view of an independent wheel undercarriage with positive control on the car body side
• Fig. 7 is a plan view of a single wheel chassis in a double arrangement, in principle
• Fig. 8 is a plan view of a single wheel undercarriage in a double arrangement with positive control on the car body side
• 9 shows a portal chassis of a rail vehicle according to FIG. 1 without a passenger payload cell

A rail vehicle 31 shown in FIG. 1 essentially consists of a portal chassis 6 with a container-like passenger cell 1 or payload cell 1 'hanging underneath. The portal undercarriage 6 in turn consists of two driven single wheel undercarriages 2 or two non-driven single wheel undercarriages 2 'or one driven single wheel undercarriage 2 and one non-driven single wheel undercarriage 2! which are connected in their upper area to a carrying and supply unit 3 and as a whole form a self-supporting and movable unit. A rail vehicle constructed in this way has an extremely low vehicle floor 21 which extends over the entire length of the vehicle. It lies at a level below the wheel center points and is guided in a trough-shaped manner between their wheels 7 in the area of the driven individual wheel drives 2 and the drive-free individual wheel drives 2 '. The carrying and supply unit 3 of the portal chassis 6 serves to accommodate all operating resources, such as the drive system, cooler, power and compressed air units, wheel control units, water treatment, etc. An end unit 4 can also be provided at both ends of the portal chassis 6, which can be used as an entry point , Driver's cab, toilet or telephone booth. The end units 4 in turn can each be equipped with a transition device 5 as a connecting element to the next vehicle.

FIGS. 2 and 3 show the construction of a gantry undercarriage 6 of the rail vehicle according to the invention in the area of its driven single wheel undercarriages 2 and non-driven single wheel undercarriages 2 '. An external storage 8, 8 'of each individual wheel 7 is combined with a driven Individual wheel running gear 2 at an angle gear 9. On the angle gear 9 is supported via a primary ^f fletching 10, a portal frame 13 with its vertical supports 11 and a horizontal yoke 12 from. Above the yoke 12 are the two support points of the vehicle body 25, which are designed as secondary suspension 15. In the longitudinal direction of the vehicle, the yoke 12 is articulated on the vehicle body 25 via two trailing arms 14. In the driven version, a drive motor 16 is arranged vertically on the portal frame 13 for each individual wheel 7.

An output shaft 17 of the drive motor 16 is located within the support 11 and is guided through the primary suspension 10 and connected to the pinion of the angular gear 9, axial length compensation for suspension paths being provided. The bevel gear 9 is connected to the bevel gear 9 'on the opposite side by means of tie rods 18 passing the individual wheel 7. In addition, each angular gear 9 and 9 'is articulated in the longitudinal direction on the vehicle body 25 via a further steering lever 19.

FIG. 4 shows, as a further embodiment, dispensing with the primary suspension in the left half of the figure, a driven single wheel chassis with a drive motor 16 ′ arranged horizontally in the roof area of the vehicle body 25 Via a further angular gear 20, 20 ′ arranged above the secondary suspension 15, drives the drive shaft 17 passed through the secondary suspension 15 on both sides. The drive shaft 17 lies within the vertical support 11 and has an axial length compensation for spring travel. It is also conceivable to arrange a drive motor 16 'in the roof area in the vehicle longitudinal direction and to drive both individual wheels via a differential. In the right half of the picture, a drive-free single-wheel drive is largely identical in design. In both cases, the individual wheels 7 are also tracked here by the cross connection with two tie rods 18 to one another and by a steering lever 19 connected to the vehicle body 25.

FIG. 5 again shows a schematic representation in plan view of the articulation of the two individual wheels 7 by means of the two tie rods 18 with one another and the two steering levers 19 as a connection to the vehicle body 25. The vehicle floor 21, which is guided through between the individual wheels 7, can also be clearly seen in this illustration.

FIG. 6 shows the box-side forced control of a driven single wheel running gear 2 or a driveless single wheel running gear 2 'using the example of a multi-part articulated vehicle. Two vehicle parts 23 and 23 'are connected to each other via a joint 26, 26' with the interposition of a vehicle part 24. A driven independent wheel chassis 2 or a non-driven independent wheel drive 2 ′, the two individual wheels 7 of which are contained in a common track holder 22, is located under the vehicle part 24 and is connected to the latter via steering levers 19 arranged on both sides. By means of a handlebar lever system 27 with a fixed point 28 on the vehicle part 24, which is arranged on both sides of the vehicle parts 23, 23 'and 24, the steering geometry of the vehicle parts 23 and 23' is transmitted to the driven independent wheel chassis 2 or non-driven independent wheel drive 2 ', so that this Cornering takes a radial attitude towards the center of the curve.

A box-side forced control of a driven single-wheel drive 2 or a drive-free single-wheel drive 2 'when used under an articulated vehicle which only has the vehicle parts 23 and 24 and in which these are connected to one another by a joint 26 is also conceivable. In this case, the steerable lever system 27 is arranged on both sides of the vehicle parts 23 and 24 with a fixed point 28 on the driven single-wheel chassis 2 or non-driven single-wheel drive 2 ′.

FIGS. 7 and 8 show the use of driven independent wheel drives or non-driven independent wheel drives in a double arrangement, as are possible, for example, for long or heavy vehicles because of the permissible wheel load.

FIG. 7 shows the arrangement of two driven independent wheel drives 2 or non-driven independent wheel drives 2 'using the example of a multi-part articulated vehicle. Two vehicle parts 23 and 23 'are connected to each other via a joint 26, 26' with the interposition of a vehicle part 24. Two driven independent wheel drives 2 or two non-driven independent wheel drives 2 ', the two individual wheels 7 of which are each held in a common track holder 22, are located under the vehicle part 24 and are connected to the latter via steering levers 19 arranged on both sides.

FIG. 8 shows the box-side positive control in the double arrangement of driven single wheel drives 2 or driveless single wheel drives 2 'using the example of a multi-part articulated vehicle. Two vehicle parts 23 and 23 'are connected to each other via a joint 26 and 26' with the interposition of a vehicle part 24. Two driven independent wheel drives 2 or non-driven independent wheel drives 2 ', the two individual wheels 7 of which are each held in a common coupling bracket 29 and the two coupling brackets 29 are pivotally connected in a common pivot bearing 30 about the vertical axis, are located under the vehicle part 24. The connection between the two coupled driven independent wheel drives 2 or the two coupled drive-less independent wheel drives 2 'and the vehicle parts 23, 23' and 24 are each carried out via a handlebar-lever system 27 'which is arranged on both sides in a rotationally symmetrical manner and which connects the two coupled driven independent wheel drives 2 or the two coupled drive-less independent wheel drives 2 'on the one hand with each other and due to its rotationally symmetrical arrangement, this (2,2') connects on the one hand with the vehicle part 23 'and on the other hand with the vehicle part 23.

As a result, the steering geometry of the vehicle parts 23 and 23 'is transferred to the double arrangement of the driven independent wheel drives 2 or the double arrangement of the non-driven independent wheel drives 2', so that these take a radial setting towards the center of the curve when cornering.

FIG. 9 shows a portal chassis 6 of a rail vehicle according to FIG. 1, without a passenger or payload cell. This, consisting essentially of two driven independent wheel drives 2 or two non-driven independent wheel drives 2 ', or each of a driven independent wheel chassis 2 and a non-driven independent wheel chassis 2' in conjunction with a carrying and supply unit 3, forms a self-supporting and movable unit to accommodate a container-like passenger cell 1 or payload cell 1 '.

Such gantry trolleys allow the construction of a rail vehicle with an extremely low vehicle floor over the entire length of the vehicle by adding two driven single wheel drives or two non-driven single wheel drives, or one driven single wheel drive and one non-driven single wheel drive by means of a carrying and supply unit can form valley chassis, which is able to accommodate an essentially container-like passenger or payload cell and in which the extremely low vehicle floor continues trough-like between the wheels in the area of the portal-like, driven independent wheel drives and non-driven independent wheel drives.

The support and supply unit of a portal chassis serves to accommodate all operating resources, such as the drive system, cooler, power and compressed air units, wheel control units, water treatment, etc. Additional end units can be provided at both ends of the portal chassis, which also have an extremely low vehicle floor and optionally Entry, driver's cab, toilet or telephone booth include and which in turn can be equipped at the front with a transition device as a connecting element to the next vehicle.

. With the vehicle construction mentioned above, the use of a gantry undercarriage with driven individual wheel undercarriages and / or non-driven single wheel undercarriages of largely identical design makes it possible to implement a rail vehicle consisting of a plurality of vehicle parts and connected to one another by means of joints with all common vehicle configurations. In addition to comfortable entry-level conditions and an extremely low, continuous vehicle floor, these rail vehicles, with the means mentioned in the characterizing part, have good straight-line stability, as well as markedly good cornering and wear behavior.

An exclusive use of driven single wheel bogies on such a portal bogie equates to a rail vehicle with an all-axle drive and gives the vehicle a high acceleration capacity.

Such a vehicle owes its low noise not only to the radial adjustability of its wheels when cornering, but also the upward arrangement of the engine and other noise in the carrying and supply unit favors an upward sound radiation.

The concentration of drive and equipment in the support and supply unit, the other roof area of a vehicle, results in a shift in the center of gravity of the vehicle when using portal undercarriages, which is compensated for by the high arrangement of the secondary suspension.

The extremely low vehicle floor, which is a level below the wheel center. points and which is continued trough-shaped in the area of the driven single-wheel undercarriages, as well as the non-driven single-wheel undercarriages, extends over the entire length of the vehicle, makes entrance stairs unnecessary and thus results in a smooth underbody, which has a favorable effect on the air resistance and winter safety of the vehicle.

The solution according to the invention permits high cornering speeds and is therefore ideally suited for combination with an active or passive cross slope of the vehicle bodies.

An application of the vehicle structure shown is also extremely favorable for double-decker vehicles for profile reasons.

For managed trains, the circulation of mobile sales vehicles on the train is easy thanks to the consistently flat vehicle floor.

The solution described can also be used for any gauge, for full-length and commuter vehicles, and is also particularly suitable for a lane change operation.

In this case, the mentioned track holder of a driven single wheel undercarriage or a non-driven single wheel drive is designed to be changeable and thus able to adapt to the different track gauges.

As a result, when driving through a lane change system (= the point at which the tracks are laid in such a way that they transition seamlessly from one track width to another), the track holder is automatically adjusted and locked accordingly, and the individual wheels by a high pivot point, for example in the area of Secondary suspension, in a fall position.

The camber position of the individual wheels can be directed inwards or outwards, the change in the camber also being able to be triggered intentionally by an appropriate design of the angular gear.

Claims (9)

1. Bogie-less vehicle, in particular a rail vehicle, having a single-wheel travelling or running mechanism (2') and a continuous longitudinal vehicle floor (21) located below the zenith of the wheels (7), characterised in that the side parts of the cells are connected to one another exclusively by carriers (straddle travelling mechanisms) (6) disposed above the zenith of the wheels (7) for the purpose of disposing the vehicle floor (21) as low as possible.

2. Vehicle according to claim 1, characterised in that the lower vehicle floor (21) in the region of the wheels (7) of a travelling or running mechanism (2, 2') extends through with a width which is less than the distance between two opposing wheel flanges (7), but is in particular approximately identical to this distance.

3. Vehicle according to claim 1 or 2, characterised in that it is of a modular construction comprising a plurality of elements (4, 6).

4. Vehicle according to one of claims 1 to 3, characterised by at least one of each of the following:

- a carrying and service unit (3) for accommodating the operating materials, such as wheel control units, current and compressed-air units, water treatment system, drive system, cooling apparatus etc.,

- an end unit (4), e.g. as an entrance, for the driver's cab, toilet or telephone box etc.,

- a driven travelling mechanism (2)/non-driven running mechanism (2'),

- a container-like passenger or useful load cell (1,1'),
with these elements being connected, e.g. interchangeably, with one another.

5. Vehicle according to one of claims 1 to 4, characterised in that the drive motor, e.g. a central motor (16) with/without differential or two synchronised single motors, drives the two wheels (7) of a travelling mechanism, the motor, e.g. an electric motor or internal combustion engine, being disposed in the roof region of the vehicle and the two wheels, which are in particular individually externally supported, being connected by means of shafts (17), which are especially vertically disposed, in particular by means of angular gears (9, 9') to the drive (16).

6. Vehicle according to one of claims 1 to 5, characterised in that wheels (7) of travelling and/ or running mechanisms (2, 2') are steerably disposed, e.g. are controlled from the vehicle body by means of longitudinal control arms (14), or are automatically controlled by means of a lever system or are radially adjustable by means of wheel control units located in the vehicle carrying and service unit (3).

7. Vehicle according to one of claims 1 to 6, characterised by straddle-type travelling mechanisms and/or running mechanisms (2, 2') which, together with the carrying and service unit (3), form the carrying component for accommodating a passenger or useful load cell (1, 1') .

8. Vehicle, preferably according to at least one of claims 1 to. 7, characterised by at least one driven pair of wheels (7).

9. Vehicle according to one of claims 1 to 7, characterised in that it is made up of a plurality of vehicle units which are connected to one another in an articulated manner and which ensure a central corridor extending from the front to the rear of the waggon which is free of steps and substantially free of gradients.

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