EP0262163B1 - Fahrzeug, insbesondere schienenfahrzeug - Google Patents

Fahrzeug, insbesondere schienenfahrzeug Download PDF

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Publication number
EP0262163B1
EP0262163B1 EP87901336A EP87901336A EP0262163B1 EP 0262163 B1 EP0262163 B1 EP 0262163B1 EP 87901336 A EP87901336 A EP 87901336A EP 87901336 A EP87901336 A EP 87901336A EP 0262163 B1 EP0262163 B1 EP 0262163B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
wheel
wheels
driven
travelling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP87901336A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0262163A1 (de
Inventor
Gabor Harsy
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schweizerische Industrie Gesellschaft
Original Assignee
Schweizerische Industrie Gesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schweizerische Industrie Gesellschaft filed Critical Schweizerische Industrie Gesellschaft
Priority to AT87901336T priority Critical patent/ATE55578T1/de
Publication of EP0262163A1 publication Critical patent/EP0262163A1/de
Application granted granted Critical
Publication of EP0262163B1 publication Critical patent/EP0262163B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00—Tramway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/043—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures connections between superstructure sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • 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.
  • Vehicles are known whose running gear and running gear are designed as conventional bogies.
  • 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.
  • 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.
  • 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.
  • the yoke is used to hold the vehicle suspension system.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a drive-free single-wheel drive is largely identical in design.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
EP87901336A 1986-03-25 1987-03-17 Fahrzeug, insbesondere schienenfahrzeug Expired - Lifetime EP0262163B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87901336T ATE55578T1 (de) 1986-03-25 1987-03-17 Fahrzeug, insbesondere schienenfahrzeug.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH1193/86A CH679767A5 (ja) 1986-03-25 1986-03-25
CH1193/86 1986-03-25

Publications (2)

Publication Number Publication Date
EP0262163A1 EP0262163A1 (de) 1988-04-06
EP0262163B1 true EP0262163B1 (de) 1990-08-16

Family

ID=4204680

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87901336A Expired - Lifetime EP0262163B1 (de) 1986-03-25 1987-03-17 Fahrzeug, insbesondere schienenfahrzeug

Country Status (11)

Country Link
US (1) US4986190A (ja)
EP (1) EP0262163B1 (ja)
JP (1) JPS63502818A (ja)
CA (1) CA1293156C (ja)
CH (1) CH679767A5 (ja)
DE (2) DE3790174D2 (ja)
ES (1) ES2004127A6 (ja)
FI (1) FI91730C (ja)
FR (1) FR2600606A1 (ja)
HU (1) HU208653B (ja)
WO (1) WO1987005873A1 (ja)

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ATE109413T1 (de) * 1990-02-22 1994-08-15 Sgp Verkehrstechnik Wagengarnitur.
IT219394Z2 (it) * 1990-03-13 1993-02-26 Carrello motorizzato a ruote indipendenti per veicoli a pianale ribassato
DE4012704C2 (de) * 1990-04-20 1997-03-13 Rupert Urstoeger Mehrteiliges Straßenfahrzeug, insbesondere für den Personennahverkehr
DE4015380A1 (de) * 1990-05-14 1991-11-21 Bergische Stahlindustrie Zusammengesetztes einzelradfahrwerk fuer schienenfahrzeuge
JP2563603Y2 (ja) * 1992-02-10 1998-02-25 川崎重工業株式会社 車体の支持構造
AT406855B (de) * 1992-07-24 2000-10-25 Siemens Sgp Verkehrstech Gmbh Portalfahrwerk für schienenfahrzeuge
EP0616935A1 (de) * 1993-03-25 1994-09-28 Jenbacher Energiesysteme Aktiengesellschaft Doppelstöckiges Schienenfahrzeug
DE9310177U1 (de) * 1993-07-08 1994-11-03 Duewag Ag Schienengebundenes Fahrzeug, insbesondere für den Personennahverkehr
US5445082A (en) * 1993-12-02 1995-08-29 Sgp Verkehrstechnik Gesellschaft M.B.H. Gantry bogie for connection between successive carriages of railborne vehicles
DE4422109C2 (de) * 1994-06-24 1996-05-09 Sig Schweiz Industrieges Kuppelbare Fahrwerkanordnung zum Tragen und Querneigen eines Wagenkastens
FR2742405B1 (fr) * 1995-12-13 1998-02-27 Cgea Comp Gen Entre Auto Unite motrice susceptible d'etre accouplee a une enceinte roulante et vehicule resultant
FR2757126B1 (fr) * 1995-12-13 1999-03-05 Cgea Comp Gen Entre Auto Unite motrice susceptible d'etre accouplee a une enceinte roulante et vehicule resultant
AT404016B (de) * 1997-02-17 1998-07-27 Heraklith Ag Abdichtungsmaterial
US6276474B1 (en) * 1997-02-18 2001-08-21 Rockwell Heavy Vehicle Systems, Inc. Low floor drive unit assembly for an electrically driven vehicle
JP2001001896A (ja) * 1999-06-22 2001-01-09 Mitsubishi Heavy Ind Ltd 鉄道車両用の一軸独立車輪台車
US20020017216A1 (en) * 2000-08-14 2002-02-14 Patentes Talgo, S.A. Single-axle wheel set with outer suspension supports for railway vehicles with pendulum-type suspension
HU2818U (en) * 2004-03-25 2004-10-28 Nadas Bela Dr Driving-gear mechanism
JP5263535B2 (ja) * 2009-06-25 2013-08-14 近畿車輌株式会社 低床車両の連結器設置構造
AT515911B1 (de) * 2014-06-17 2016-01-15 Siemens Ag Oesterreich Schienenfahrzeugportalfahrwerk
CN107399202A (zh) * 2017-06-29 2017-11-28 江西博能上饶客车有限公司 电驱动桥系统及电动汽车
DE102017217408A1 (de) * 2017-09-29 2019-04-04 Siemens Mobility GmbH Schienenfahrzeug zur Personenbeförderung

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Also Published As

Publication number Publication date
JPS63502818A (ja) 1988-10-20
FI875158A0 (fi) 1987-11-23
FI91730B (fi) 1994-04-29
US4986190A (en) 1991-01-22
DE3790174D2 (en) 1988-03-31
HUT46276A (en) 1988-10-28
FR2600606A1 (fr) 1987-12-31
EP0262163A1 (de) 1988-04-06
FI91730C (fi) 1994-08-10
ES2004127A6 (es) 1988-12-01
CH679767A5 (ja) 1992-04-15
DE3764339D1 (de) 1990-09-20
FI875158A (fi) 1987-11-23
HU208653B (en) 1993-12-28
CA1293156C (en) 1991-12-17
WO1987005873A1 (fr) 1987-10-08

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PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

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