EP0295462A1 - Running gear for railway vehicles - Google Patents

Running gear for railway vehicles Download PDF

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Publication number
EP0295462A1
EP0295462A1 EP88108248A EP88108248A EP0295462A1 EP 0295462 A1 EP0295462 A1 EP 0295462A1 EP 88108248 A EP88108248 A EP 88108248A EP 88108248 A EP88108248 A EP 88108248A EP 0295462 A1 EP0295462 A1 EP 0295462A1
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EP
European Patent Office
Prior art keywords
running gear
vehicle
coupling
undercarriage
chassis
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.)
Granted
Application number
EP88108248A
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German (de)
French (fr)
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EP0295462B1 (en
Inventor
Fritz Frederich
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Alstom Transport Deutschland GmbH
Original Assignee
Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH
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Priority to AT88108248T priority Critical patent/ATE66419T1/en
Publication of EP0295462A1 publication Critical patent/EP0295462A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • 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
    • B61F5/42—Adjustment controlled by buffer or coupling gear
    • 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 invention is based on the object of realizing very light undercarriages, even for long vehicles, which are both track bends safe against derailment and with little wheel and rail wear can drive through as well as enable the highest driving speeds on a straight track.
  • the object is achieved in that individual wheels are used and these are mounted in a chassis frame, which on the one hand is freely suspended in all directions under the car body of the vehicle and on the other hand controlled by appropriate devices, the angular adjustment of the wheels in the track curve and in the straight track accomplished.
  • the advantages achieved by the invention consist in particular in that, instead of the heavy bogies with at least 2 sets of wheels, lightweight individual undercarriages with only 2 wheels can be installed.
  • the single wheels also have the advantage that there is no basic maximum speed limit for vehicles equipped with such undercarriages and that curves can be traveled with little wheel and rail wear.
  • Fig. 1 the car body 1 of the vehicle is shown schematically.
  • the wheels 2 of the undercarriage are mounted in the undercarriage frame 3, on which the body 1 is supported with the interposition of springs 4.
  • Car body 1 and chassis frame 3 are connected to one another by a spherical joint 5.
  • the car body 1 can deflect vertically in the z direction about the spherical joint 5 via the chassis frame 3 and be deflected transversely in the y direction.
  • the wheels 2 together with the chassis frame 3 in Turn the track bends under the car body 1 around the z-axis and roll around the x-axis to compensate for transverse height errors of the rails of the track, not shown in the picture.
  • Fig. 2 shows a particularly advantageous embodiment of the articulation of the chassis frame 3 to the car body 1 with parallel guide arms 7.
  • the articulation points 8 of the trailing arms 7 on the chassis frame 3 can be in front of the vehicle in the longitudinal direction x, in height or behind the wheels 2, depending on how the installation conditions or kinematic boundary conditions make this seem appropriate.
  • Watts guide links 9 are guided forwards and backwards in the longitudinal direction x of the vehicle from the articulation points 10 shown in the middle and articulatedly connected to the car body 1.
  • the undercarriage frame 3 shows a vehicle with two undercarriages of the described embodiment.
  • the undercarriage frames 3 are, in a manner known per se, coupled with each other in opposite directions by means of diagonally arranged coupling rods or cables 11. This enables the trolleys to be set in bends similar to those known from so-called cross-anchor bogies, even for long vehicles.
  • FIG. 5 shows a vehicle with two undercarriages of the type described, which is connected to its body 1 at the pivot point 12 with the body 13 of another vehicle so that it can move in a spherical manner.
  • handlebars 14 From the car body 13 of the adjacent vehicle, handlebars 14 are guided to the chassis frame 3, which steer the wheels 2 when traveling on bends. As before, the steering movement can also be transmitted to the other chassis via coupling rods 11.
  • FIG. 6 A similar embodiment can be seen in FIG. 6.
  • the car bodies 1 and 13 are connected to a coupling rod 15 which is connected to the car bodies 1 and 13 by the joints 16 and 17.
  • the steering movement is removed from the coupling rod 15 and transmitted through the steering rods 14 on the chassis frame 3 of the chassis. With a separation point 18 in the coupling rod 15, the vehicles can be easily separated.
  • Fig. 7 shows an example of the principle of a coupling rod 11 which is provided at its ends with leaf spring elements 19 offset by 90 °.
  • the elements 19 can bend elastically and allow as small cardanic angular movements as occur in the steering movements of the chassis frame 3.
  • the cardanic angular mobility of the material-elastic joint is effected by a round rod 20 which is equally flexible about all axes. Round bars 20 are attached to the ends of the coupling rod 11.
  • Fig. 9 shows the suspension of a coupling rod 11 under the car body 1 with long pendulums 21 which articulate attack on supports 22 connected to the coupling rod 11.
  • the 10 shows a wear-free variant of the coupling rod suspension.
  • the long pendulums 21 are replaced by elastic leaf links 23, which are firmly connected to the body 1 at the upper end and firmly connected to the support 22 of the coupling rod 11 at the lower end.

Abstract

For relatively long rail vehicles, the light-weight two-wheel single-wheel running gear elements are proposed in place of two-axle bogies, which elements are steered in the track curve by the turning movement of an adjacent vehicle. In addition, the running on shafts of classic wheel sets is avoided by means of the single wheels and in terms of track guidance any desired maximum speed is possible. <IMAGE>

Description

Lange Schienenfahrzeuge werden heute fast ausschließlich mit Dreh­gestell-Fahrwerken ausgestattet. Drehgestelle haben 2 oder mehr Radsätze. Infolgedessen sind sie sehr schwer.Long rail vehicles are now almost exclusively equipped with bogie chassis. Bogies have 2 or more wheel sets. As a result, they are very heavy.

In Gleisbögen werden Drehgestelle durch den vorlaufenden Radsatz unter dem Wagenkasten verschwenkt. Die Radsätze der Fahrwerke neh­men so eine annähernd radiale Stellung zur Schiene ein. Dadurch wird der zwängungsarme Bogenlauf der Räder ermöglicht.In bends, bogies are swiveled by the leading wheelset under the car body. The wheel sets of the undercarriages thus assume an almost radial position with respect to the rail. This enables the wheels to run smoothly without jamming.

Es ist bekannt und immer wieder versucht worden, auf Drehgestelle zu verzichten und 2achsige Fahrzeuge kurvenfreundlich zu machen. Zur Einstellung der Radsätze in Gleisbögen sind diese als Lenk­achsen um ihre Hochachse schwenkbar ausgebildet worden. Die Kurveneinstellung wurde entweder durch Radsatzkräfte be­werkstelligt, wobei die diagonale Verbindung zweier Radsätze zur Unterstützung der Schwenkbewegung bereits in der Frühzeit der Ei­senbahnen angewendet wurde (1828) [PFEFFER, F.; KLEINHANS, G.: Budweis - Linz - Gmunden, Verlag Josef Otto Stezak, Wien (1982), S. 81]. Oder es sind Winkelbewegungen benachbarter Fahrzeuge zur Steuerung der Radsätze vorgeschlagen und auch ausgeführt worden [SACHS, K.: Elektr. Triebfahrzeuge, Bd. I (1973), s. Abschn. Einzelachsdeichsel­gestell, s. 488 - 500].It is known and has been tried time and again to do without bogies and to make biaxial vehicles curve-friendly. To set the wheel sets in track bends, they have been designed as steering axles pivotable about their vertical axis. The curve adjustment was either accomplished by wheelset forces, whereby the diagonal connection of two wheelsets to support the swiveling movement was already used in the early days of the railways (1828) [PFEFFER, F .; KLEINHANS, G .: Budweis - Linz - Gmunden, Verlag Josef Otto Stezak, Vienna (1982), p. 81]. Or, angular movements of neighboring vehicles for controlling the wheel sets have been proposed and also carried out [SACHS, K .: Elektr. Triebfahrzeuge, Bd. I (1973), s. Sect. Single-axle drawbar frame, see 488-500].

Allen bekannten Lösungen haften erhebliche Mängel an, weil Radsätze wegen ihres unvermeidbaren Wellenlaufs im Spurkanal des Gleises für höchste Fahrgeschwindigkeiten vom Prinzip her unbrauch­bar sind und/oder bekannte Bogensteuerungen für Einzelräder, die exakte Parallelstel­lung der Räder für die Fahrt im geraden Gleis mit hohen Fahrgeschwin­digkeiten nicht gewährleisten.All known solutions have considerable shortcomings because wheel sets, because of their unavoidable wave movement in the track channel of the track, are in principle unusable for highest driving speeds and / or known curve controls for single wheels, which do not guarantee the exact parallel positioning of the wheels for driving on straight tracks at high driving speeds .

Der Erfindung liegt die Aufgabe zu Grunde, sehr leichte Fahrwerke auch für lange Fahrzeuge zu verwirklichen, die sowohl Gleisbögen entgleisungssicher und mit geringem Rad- und Schienenverschleiß durchfahren können als auch auf geradem Gleis allerhöchste Fahr­geschwindigkeiten ermöglichen.The invention is based on the object of realizing very light undercarriages, even for long vehicles, which are both track bends safe against derailment and with little wheel and rail wear can drive through as well as enable the highest driving speeds on a straight track.

Die Aufgabe wird erfindungsgemäß dadurch gelöst, daß Einzelräder verwendet und diese in einem Fahrwerksrahmen gelagert werden, der einerseits in alle Richtungen frei beweglich abgefedert unter dem Wagenkasten des Fahrzeugs angeordnet ist und andererseits von entsprechenden Einrichtungen gesteuert die winkelgenaue Einstellung der Räder im Gleisbogen und im geraden Gleis bewerkstelligt.The object is achieved in that individual wheels are used and these are mounted in a chassis frame, which on the one hand is freely suspended in all directions under the car body of the vehicle and on the other hand controlled by appropriate devices, the angular adjustment of the wheels in the track curve and in the straight track accomplished.

Die mit der Erfindung erzielten Vorteile bestehen insbesondere darin, daß statt der schweren Drehgestelle mit mindestens 2 Radsätzen leich­te Einzelfahrwerke mit nur 2 Rädern eingebaut werden können. Die Einzelräder haben daruber hinaus den Vorteil, daß es keine prin­zipielle Höchstgeschwindigkeitsgrenze für mit derartigen Fahrwerken ausgestattete Fahrzeuge gibt und Kurven mit geringem Rad- und Schie­nenverschleiß durchfahren werden können.The advantages achieved by the invention consist in particular in that, instead of the heavy bogies with at least 2 sets of wheels, lightweight individual undercarriages with only 2 wheels can be installed. The single wheels also have the advantage that there is no basic maximum speed limit for vehicles equipped with such undercarriages and that curves can be traveled with little wheel and rail wear.

Einige Ausfuhrungsbeispiele und -details sind zeichnerisch darge­stellt und im folgenden näher beschrieben.Some exemplary embodiments and details are shown in the drawing and described in more detail below.

Es zeigen

  • Fig. 1 die räumliche Prinzipskizze eines unter einem Wagenkasten beweglich angeordneten 2rädrigen Fahrwerks
  • Fig. 2 die Prinzipskizze eines mit Doppellängslenkern zwischen Wagenkasten und Fahrwerksrahmen angelenkten Fahrwerks
  • Fig. 3 die Prinzipskizze eines mit Wattschen Lenkern zwischen Wagenkasten und Fahrwerksrahmen angeordneten Fahrwerks
  • Fig. 4 die Prinzipskizze eines Fahrzeugs mit zwei gegenseitig miteinander gekoppelten Fahrwerken
  • Fig. 5 die Prinzipskizze der Bogensteuerung der Fahrwerke durch ein benachbartes Fahrzeug
  • Fig. 6 die Prinzipskizze der Bogensteuerung der Fahrwerke durch die trennbare Kupplungsstange mit einem be­nachbarten Fahrwerk
  • Fig. 7 schematisch eine Koppelstange mit kardanisch angeordneten Blattfederelementen
  • Fig. 8 schematisch das Ende einer Koppelstange mit allseitig verformbarem Rundstabelement
  • Fig. 9 schematisch die Führung einer Koppelstange an langen Lenkern und
  • Fig. 10 schematisch die Führung einer Koppelstange an biegsamen Blattlenkern.
Show it
  • Fig. 1 shows the spatial schematic diagram of a two-wheel undercarriage movably arranged under a car body
  • Fig. 2 shows the schematic diagram of a chassis articulated with double trailing arms between the body and the chassis frame
  • Fig. 3 is a schematic diagram of a chassis arranged with Watts handlebars between the car body and chassis frame
  • Fig. 4 shows the schematic diagram of a vehicle with two mutually coupled undercarriages
  • Fig. 5 shows the schematic diagram of the arc control of the running gear by an adjacent vehicle
  • Fig. 6 shows the schematic diagram of the bow control of the trolleys through the separable coupling rod with an adjacent trolley
  • Fig. 7 schematically shows a coupling rod with gimbal leaf spring elements
  • Fig. 8 schematically shows the end of a coupling rod with round rod element which can be deformed on all sides
  • Fig. 9 shows schematically the management of a coupling rod on long handlebars and
  • Fig. 10 schematically shows the guidance of a coupling rod on flexible leaf links.

In Fig. 1 ist schematisch der Wagenkasten 1 des Fahrzeugs darge­stellt. Die Räder 2 des Fahrwerks sind im Fahrwerksrahmen 3 gela­gert, auf dem sich unter Zwischenschaltung von Federn 4 der Wagen­kasten 1 abstützt. Wagenkasten 1 und Fahrwerksrahmen 3 sind durch ein spärisches Gelenk 5 miteinander verbunden. Um das sphärische Gelenk 5 kann der Wagenkasten 1 über den Fahrwerksrahmen 3 verti­kal in z-Richtung einfedern und quer in y-Richtung ausgelenkt werden. Außerdem können die Räder 2 zusammen mit dem Fahrwerksrahmen 3 in Gleisbögen unter dem Wagenkasten 1 um die z-Achse wenden sowie Wank­bewegungen um die x-Achse zum Ausgleich von Querhöhenfehlern der Schienen des im Bild nicht dargestellten Gleises ausführen. Für die beschriebenen Funktionen ist es unerheblich ob die Räder 2 durch eine sie verbindende Welle 6 zu einem Radsatz vereinigt sind oder ohne diese Welle 6 als Einzelräder mit unterschiedlichen Win­kelgeschwindigkeiten abrollen können.In Fig. 1 the car body 1 of the vehicle is shown schematically. The wheels 2 of the undercarriage are mounted in the undercarriage frame 3, on which the body 1 is supported with the interposition of springs 4. Car body 1 and chassis frame 3 are connected to one another by a spherical joint 5. The car body 1 can deflect vertically in the z direction about the spherical joint 5 via the chassis frame 3 and be deflected transversely in the y direction. In addition, the wheels 2 together with the chassis frame 3 in Turn the track bends under the car body 1 around the z-axis and roll around the x-axis to compensate for transverse height errors of the rails of the track, not shown in the picture. For the functions described, it is irrelevant whether the wheels 2 are combined to form a wheel set by a shaft 6 connecting them or whether they can roll as individual wheels at different angular speeds without this shaft 6.

Fig. 2 zeigt eine besonders vorteilhafte Ausbildung der Anlenkung des Fahrwerkrahmens 3 an den Wagenkasten 1 mit Parallelführungs­lenkern 7. Die Anlenkpunkte 8 der Längslenker 7 an dem Fahrwerks­rahmen 3 können dabei in Fahrzeuglängsrichtung x vor, in Höhe oder hinter den Rädern 2 liegen, je nachdem wie die Einbauverhältnisse oder kinematische Randbedingungen dies zweckmäßig erscheinen las­sen.Fig. 2 shows a particularly advantageous embodiment of the articulation of the chassis frame 3 to the car body 1 with parallel guide arms 7. The articulation points 8 of the trailing arms 7 on the chassis frame 3 can be in front of the vehicle in the longitudinal direction x, in height or behind the wheels 2, depending on how the installation conditions or kinematic boundary conditions make this seem appropriate.

Fig.3 zeigt eine weitere Ausgestaltung des Erfindungsgedankens. An Stelle der Parallelführungslenker 7 sind sog. Wattsche Führungs­lenker 9 von den diesmal mittig gezeichneten Anlenkpunkten 10 in Fahrzeuglängsrichtung x nach vorn und hinten geführt und mit dem Wagenkasten 1 gelenkig verbunden.3 shows a further embodiment of the inventive concept. Instead of the parallel guide links 7, so-called Watts guide links 9 are guided forwards and backwards in the longitudinal direction x of the vehicle from the articulation points 10 shown in the middle and articulatedly connected to the car body 1.

In Fig. 4 ist ein Fahrzeug mit zwei Fahrwerken der beschriebenen Ausführung skizziert. Man erkennt unter dem Wagenkasten 1 die Fahr­werksrahmen 3 mit den Rädern 2, Federn 4 und Parallelführungslen­kern 7. Die Fahrwerksrahmen 3 sind durch diagonal angeordnete Kop­pelstangen oder -seile 11 in an sich bekannterweise gegensinnig miteinander gekoppelt. Dies ermöglicht die Einstellung der Fahr­werke in Gleisbögen ähnlich wie sie von sog. Kreuzanker-Drehge­stellen her bekannt ist auch bei langen Fahrzeugen.4 shows a vehicle with two undercarriages of the described embodiment. One recognizes under the car body 1 the undercarriage frame 3 with the wheels 2, springs 4 and parallel guide arms 7. The undercarriage frames 3 are, in a manner known per se, coupled with each other in opposite directions by means of diagonally arranged coupling rods or cables 11. This enables the trolleys to be set in bends similar to those known from so-called cross-anchor bogies, even for long vehicles.

Fig. 5 stellt ein Fahrzeug mit zwei Fahrwerken der beschreibenen Bauart dar, welches mit seinem Wagenkasten 1 im Gelenkpunkt 12 mit dem Wagenkasten 13 eines weiteren Fahrzeugs sphärisch beweg­lich verbunden ist. Vom Wagenkasten 13 des benachbarten Fahrzeugs werden Lenkstangen 14 zum Fahrwerksrahmen 3 geführt, welche die Räder 2 bei Bogenfahrt lenken. Wie gehabt läßt sich die Lenkbewe­gung über Koppelstangen 11 auch auf das andere Fahrwerk übertragen.FIG. 5 shows a vehicle with two undercarriages of the type described, which is connected to its body 1 at the pivot point 12 with the body 13 of another vehicle so that it can move in a spherical manner. From the car body 13 of the adjacent vehicle, handlebars 14 are guided to the chassis frame 3, which steer the wheels 2 when traveling on bends. As before, the steering movement can also be transmitted to the other chassis via coupling rods 11.

Eine ähnliche Ausführung sieht man in Fig. 6. Die Wagenkästen 1 und 13 sind mit einer Kuppelstange 15 verbunden, die mit den Gelenken 16 und 17 an die Wagenkästen 1 und 13 angeschlossen ist. Die Lenk­bewegung wird von der Kuppelstange 15 abgenommen und durch die Lenk­stangen 14 auf dem Fahrwerksrahmen 3 des Fahrwerks übertragen. Mit einer Trennstelle 18 in der Kuppelstange 15 lassen sich die Fahr­zeuge ohne weiteres trennen.A similar embodiment can be seen in FIG. 6. The car bodies 1 and 13 are connected to a coupling rod 15 which is connected to the car bodies 1 and 13 by the joints 16 and 17. The steering movement is removed from the coupling rod 15 and transmitted through the steering rods 14 on the chassis frame 3 of the chassis. With a separation point 18 in the coupling rod 15, the vehicles can be easily separated.

Die Ausführungen der Fig. 5 und 6 sind bevorzugt für Einzelräder 2 geeignet, die nicht durch Radsatzwellen 6 drehzahlgekoppelt sind.5 and 6 are preferably suitable for individual wheels 2 which are not speed-coupled by wheel set shafts 6.

Alle Fahrwerkslenkungen funktionieren nur, wenn sie genau einstel­len. Dies ist am besten mit spielfreien und verschleißlosen Gelen­ken zu verwirklichen.All chassis steering only work if you adjust it precisely. This can best be achieved with play-free and wear-free joints.

Fig. 7 zeigt beispielhaft das Prinzip einer Koppelstange 11, die an ihren Enden mit um 90° versetzt angeordneten Blattfederelementen 19 versehen ist. Die Elemente 19 können sich elastisch verbiegen und gestatten so kleine kardanische Winkelbewegungen, wie sie bei den Lenkbewegungen der Fahrwerksrahmen 3 vorkommen.Fig. 7 shows an example of the principle of a coupling rod 11 which is provided at its ends with leaf spring elements 19 offset by 90 °. The elements 19 can bend elastically and allow as small cardanic angular movements as occur in the steering movements of the chassis frame 3.

In Fig. 8 wird die kardanische Winkelbeweglichkeit des materialelas­tischen Gelenks durch einen um alle Achsen gleich biegsamen Rund­stab 20 bewirkt. Rundstäbe 20 sind an den Enden der Koppelstange 11 angebracht.In Fig. 8, the cardanic angular mobility of the material-elastic joint is effected by a round rod 20 which is equally flexible about all axes. Round bars 20 are attached to the ends of the coupling rod 11.

Bei langen Fahrzeugen sind die Abstände der Fahrwerke sehr groß und die sie verbindenden Koppelstangen 11 lang und dementsprechend schwer. Sie werden deshalb unterstützt.In the case of long vehicles, the distances between the undercarriages are very large and the coupling rods 11 connecting them are long and correspondingly heavy. You are therefore supported.

Fig. 9 zeigt die Aufhängung einer Koppelstange 11 unter dem Wagen­kasten 1 mit langen Pendeln 21, die gelenkig an mit der Koppelstan­ge 11 verbundene Stützen 22 angreifen.Fig. 9 shows the suspension of a coupling rod 11 under the car body 1 with long pendulums 21 which articulate attack on supports 22 connected to the coupling rod 11.

In Fig. 10 ist eine verschleißfreie Variante der Koppelstangenauf­hängung gezeigt. Hier sind die langen Pendel 21 durch elastische Blattlenker 23 ersetzt, die am oberen Ende fest mit Wagenkasten 1 und am unteren Ende fest mit der Stütze 22 der Koppelstange 11 ver­bunden sind.10 shows a wear-free variant of the coupling rod suspension. Here, the long pendulums 21 are replaced by elastic leaf links 23, which are firmly connected to the body 1 at the upper end and firmly connected to the support 22 of the coupling rod 11 at the lower end.

Claims (8)

1. Fahrwerk für Schienenfahrzeuge, dadurch gekennzeichnet, daß der Fahrwerksrahmen eines 2rädrigen Fahrwerks gegen die zwi­schen Fahrwerksrahmen und Wagenkasten befindlichen Federn ver­tikal und quer verschieblich sowie um die Hochachse und die Querachse schwenkbar angeordnet ist.1. Running gear for rail vehicles, characterized in that the undercarriage frame of a two-wheel undercarriage is arranged vertically and transversely displaceably against the springs located between the undercarriage frame and the body, and is pivotable about the vertical axis and the transverse axis. 2. Fahrwerk nach Anspruch 1, dadurch gekennzeichnet, daß der Fahr­werksrahmen durch Parallelführungslenker, welche in Fahrzeug­längsrichtung zwischen Fahrwerksrahmen und Wagenkasten ange­ordnet sind, geführt wird.2. Suspension according to claim 1, characterized in that the chassis frame is guided by parallel guide links which are arranged in the longitudinal direction of the vehicle between the chassis frame and the body. 3. Fahrwerk nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Wendebewegungen zweier oder mehrerer Fahrwerke gleicher oder ähnlicher Bauart durch Koppelelemente untereinander ge­koppelt werden.3. Running gear according to claim 1 or 2, characterized in that the turning movements of two or more running gear of the same or similar type are coupled to one another by coupling elements. 4. Fahrwerk nach Anspruch 1, 2 oder 3, dadurch gekennzeichnet, daß die Wendebewegung mindestens eines Fahrwerks eines Fahrzeugs un­mittelbar von einem mit dem Fahrzeug gelenkig gekuppelten wei­teren Fahrzeug formschlüssig über Zug- und/oder Druckelemente abgeleitet wird.4. Suspension according to claim 1, 2 or 3, characterized in that the turning movement of at least one undercarriage of a vehicle is derived directly from a further vehicle articulated coupled to the vehicle in a form-fitting manner via tension and / or pressure elements. 5. Fahrwerk nach Anspruch 4, dadurch gekennzeichnet, daß die Wende­bewegung von einer Kuppelstange, welche zwei Fahrzeuge gelenkig miteinander verbindet, uber Zug- und/oder Druckelemente abge­nommen wird.5. Chassis according to claim 4, characterized in that the turning movement of a coupling rod, which articulates two vehicles together, is removed via tension and / or pressure elements. 6. Fahrwerk nach Anspruch 4 oder 5, dadurch gekennzeichnet, daß die Räder der Fahrwerke nicht durch Radsatzwellen miteinander verbunden sind und als Einzelräder unabhängig voneinander mit verschiedenen Winkelgeschwindigkeiten rotieren können.6. Running gear according to claim 4 or 5, characterized in that the wheels of the running gear are not connected to one another by axles and can rotate independently of one another at different angular speeds as individual wheels. 7. Fahrwerk nach Anspruch 2 bis 6, dadurch gekennzeichnet, daß zur genauen Führung und Einstellung der Lenkbewegungen spiel­freie und verschleißlose materialelastische Gelenke aus kar­danisch angeordneten Blattfederelementen oder allseitig bieg­samen Rundstäben verwendet werden.7. Suspension according to claim 2 to 6, characterized in that play-free and wear-free material-elastic joints made of gimbaled leaf spring elements or flexible round rods are used for precise guidance and adjustment of the steering movements. 8. Fahrwerk nach Anspruch 3 bis 6, dadurch gekennzeichnet, daß zur Gewichtsaufnahme und durchbiegsarmen führung von zwei Fahr­werke koppelnden langen Koppelstangen lange, außerhalb der Mitte der Koppelstange angreifende Lenkerhebel oder Blattfe­derlenker verwendet werden.8. Chassis according to claim 3 to 6, characterized in that long, outside of the center of the coupling rod attacking handlebar levers or leaf spring links are used for weight absorption and low deflection guidance of two trolleys coupling long coupling rods.
EP88108248A 1987-05-30 1988-05-24 Running gear for railway vehicles Expired - Lifetime EP0295462B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88108248T ATE66419T1 (en) 1987-05-30 1988-05-24 CHASSIS FOR RAIL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3718254 1987-05-30
DE19873718254 DE3718254A1 (en) 1987-05-30 1987-05-30 CHASSIS FOR RAIL VEHICLES

Publications (2)

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EP0295462A1 true EP0295462A1 (en) 1988-12-21
EP0295462B1 EP0295462B1 (en) 1991-08-21

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EP88108248A Expired - Lifetime EP0295462B1 (en) 1987-05-30 1988-05-24 Running gear for railway vehicles

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EP (1) EP0295462B1 (en)
AT (1) ATE66419T1 (en)
DE (2) DE3718254A1 (en)
ES (1) ES2025242B3 (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0410407A2 (en) * 1989-07-27 1991-01-30 Jenbacher Transportsysteme Ag Wheel sub-frames for railway vehicles or bogies
EP0649782A1 (en) * 1993-10-21 1995-04-26 SLM Schweizerische Lokomotiv- und Maschinenfabrik AG Railway vehicle and railway train for such a vehicle
US5540157A (en) * 1992-09-25 1996-07-30 Asea Brown Boveri Ab Single-axle bogie for trackbound vehicle
US6038981A (en) * 1995-10-14 2000-03-21 Daimler-Benz Aktiengesellschaft Two-wheeled bogie for track-guided vehicles
WO2005007480A1 (en) * 2003-07-16 2005-01-27 Yoshihiro Suda Self-steering flatcar and railroad vehicle using having this self-steering flatcar applied thereto
JP5897128B2 (en) * 2012-07-13 2016-03-30 川崎重工業株式会社 Car body support device and railway vehicle

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4424566C1 (en) * 1994-07-13 1995-10-12 Talbot Waggonfab Articulated vehicle with two-wheel running gear
DE19507021C2 (en) * 1995-03-01 1999-12-16 Wax Ebeling Juergen Chassis for railway vehicles
DE19522253C1 (en) * 1995-06-20 1997-02-06 Sig Schweiz Industrieges Device for supporting, guiding and steering a braked and / or driven wheel set for rail vehicles
DE102014102115B4 (en) 2014-02-19 2019-08-01 Deutsches Zentrum für Luft- und Raumfahrt e.V. Drive for a rail vehicle, rail vehicle and composite of at least two rail vehicles

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Publication number Priority date Publication date Assignee Title
DE472610C (en) * 1927-01-28 1929-03-11 Hannoversche Waggonfabrik Akt Device for guiding the steering axis, especially on trams
DE548712C (en) * 1928-07-27 1932-04-18 Waggon Fabrik A G Two- or multi-axis bogie, the axes of which are mounted in frames that can be pivoted independently of one another in two mutually perpendicular planes
US2968258A (en) * 1955-06-06 1961-01-17 Gen Steel Castings Corp Railway vehicle mounting
CH399522A (en) * 1962-11-13 1965-09-30 Schweiz Wagons Aufzuegefab Multi-part articulated rail vehicle
US4213399A (en) * 1978-10-10 1980-07-22 New River Manufacturing Company, Inc. Resilient universal locomotive suspension
EP0082043A1 (en) * 1981-12-11 1983-06-22 Soule Two-stage suspension device for a railway vehicle axle
DE3213804A1 (en) * 1982-04-15 1983-10-27 Unkel und Meyer GmbH, 4630 Bochum Rail-bound vehicle

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Publication number Priority date Publication date Assignee Title
GB1453542A (en) * 1974-12-03 1976-10-27 Automatisk Doserings Kompensat Railway vehicle including a device for reducing lateral move ments thereof caused by iregularities in a rail carrying the vehicle

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE472610C (en) * 1927-01-28 1929-03-11 Hannoversche Waggonfabrik Akt Device for guiding the steering axis, especially on trams
DE548712C (en) * 1928-07-27 1932-04-18 Waggon Fabrik A G Two- or multi-axis bogie, the axes of which are mounted in frames that can be pivoted independently of one another in two mutually perpendicular planes
US2968258A (en) * 1955-06-06 1961-01-17 Gen Steel Castings Corp Railway vehicle mounting
CH399522A (en) * 1962-11-13 1965-09-30 Schweiz Wagons Aufzuegefab Multi-part articulated rail vehicle
US4213399A (en) * 1978-10-10 1980-07-22 New River Manufacturing Company, Inc. Resilient universal locomotive suspension
EP0082043A1 (en) * 1981-12-11 1983-06-22 Soule Two-stage suspension device for a railway vehicle axle
DE3213804A1 (en) * 1982-04-15 1983-10-27 Unkel und Meyer GmbH, 4630 Bochum Rail-bound vehicle

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0410407A2 (en) * 1989-07-27 1991-01-30 Jenbacher Transportsysteme Ag Wheel sub-frames for railway vehicles or bogies
EP0410407A3 (en) * 1989-07-27 1991-11-27 Jenbacher Werke Ag Wheel sub-frames for railway vehicles or bogies
US5540157A (en) * 1992-09-25 1996-07-30 Asea Brown Boveri Ab Single-axle bogie for trackbound vehicle
EP0649782A1 (en) * 1993-10-21 1995-04-26 SLM Schweizerische Lokomotiv- und Maschinenfabrik AG Railway vehicle and railway train for such a vehicle
US5638757A (en) * 1993-10-21 1997-06-17 Slm Schweizerische Lokomotiv- Und Maschinenfabrik Ag Rail vehicle and truck for such a vehicle
US6038981A (en) * 1995-10-14 2000-03-21 Daimler-Benz Aktiengesellschaft Two-wheeled bogie for track-guided vehicles
WO2005007480A1 (en) * 2003-07-16 2005-01-27 Yoshihiro Suda Self-steering flatcar and railroad vehicle using having this self-steering flatcar applied thereto
JP5897128B2 (en) * 2012-07-13 2016-03-30 川崎重工業株式会社 Car body support device and railway vehicle

Also Published As

Publication number Publication date
DE3718254C2 (en) 1991-08-01
EP0295462B1 (en) 1991-08-21
ES2025242B3 (en) 1992-03-16
ATE66419T1 (en) 1991-09-15
DE3864320D1 (en) 1991-09-26
DE3718254A1 (en) 1988-12-15

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