EP0548044A1 - Rail vehicle - Google Patents

Abstract

The invention relates to a rail vehicle, in particular low-platform vehicle, for example for local transport, such as tram or the like, having a plurality of coach bodies 1,2 which can be pivoted with respect to one another, and each of which is supported on an, in particular bolsterless, bogie 4 by means of secondary springs 27, the wheels 5 of which bogie are, if necessary, driven, the wheels 5 of the bogey 4 being mounted on a transverse bridge 6, in particular by means of a respective rocker 7, and a coupling device 8 for connecting the transverse bridge 6 to the coach body 1,2 being provided and a bridge 3 which is constructed as a floating coach body is arranged between two coach bodies 1,2 each supported on a bogie 4 and is coupled to the adjacent, supported coach bodies 1,2 via in each case one of two joints 9 which are at a distance from the one another in the longitudinal direction of the vehicle, the coach body 1,2 being spring-mounted on the bogey frame 6 by means of the secondary springs 27 in a transversely and rotationally elastic fashion by virtue of their flexicoil effect and the relative pivoting, under the influence of the flexicoil effect of the secondary suspension 27, between bogie 4 and coach body 1,2 being limited in a manner known per se, stops which are constructed in particular as buffers 18 being connected to the bogey frame 6 and interacting with counter stops 13 on the coach body 1,2 and the coupling device 8 connecting the coach body 1,2 there to the bogie 4 in a longitudinally rigid or longitudinally inflexible fashion. <IMAGE>

Description

The invention relates to a rail vehicle, in particular a low-floor vehicle, e.g. for local transport, such as trams and the like, with a plurality of car bodies which can be pivoted relative to one another, each of which is supported on a, in particular cradle-less, bogie by means of secondary springs, the wheels of which are possibly driven, the wheels of the bogie on the bogie frame, in particular via a swing arm each , are mounted and a coupling device is provided for connecting the bogie frame to the car body and between two car bodies each supported on a bogie, a bridge designed as a floating car bodies is arranged, which is supported by one of two joints spaced apart in the vehicle longitudinal direction with the neighboring, supported Car body is coupled.

In recent years, great interest has been devoted to rail-bound public transport, especially local transport, for environmentally friendly and energetic reasons. Due to the higher comfort requirements of the passengers, trams and light rail vehicles are preferably of low-floor design, with only one step to be overcome compared to three or more steps in the case of conventional vehicles when boarding and alighting. The aim is to avoid platforms on the inside of the car.

The task of developing low-floor vehicles leads to new vehicle configurations. The vehicle concept (bogie under the body joints) that had existed in Central Europe since the mid-1950s led to low chassis spacing for low-floor versions. Bogies have proven to be good for lane guidance, but had to be arranged close to one another in the existing local transport networks because of the narrow arches to be traveled. The short distance was therefore not due to the maximum permissible axle load. Due to the low floor height above the rail level, each landing gear protrudes into the passenger compartment in the low-floor version and divides it by frequently not concealing wheel arches, portals or the like.

Self-steering single-axle bogies with idler gears were developed based on the above-mentioned circumstances. This ensured a small footprint and the greatest possible utilization of the permissible axle load. This self-steering currently does not exist, but is only driven by prototypes. The lack of operational experience and problems with driveability have led to a certain degree of skepticism among numerous local transport companies.

Bogies, on the other hand, have generally proven their worth. In order to be able to use such trolleys for low-floor designs, loose wheels had to be used on the one hand, and on the other hand a vehicle configuration had to be found which allowed a large chassis distance in the longitudinal direction of the vehicle.

This was realized for the first time by the so-called articulation control principle, in which a bogie is arranged centrally under the car body and two adjacent car bodies are connected by a rigid vertical joint. In this way, in a vehicle with two car bodies, one bogie can be saved per two car bodies compared to the concept common in Central Europe. This concept can be modularly expanded to three, four or more car bodies. During the circular arc of a train based on the joint control principle, all bogies are radial. There is no relative angle between the bogie and the car body assigned to it. If the bend changes, the bogie turns out. The bogie is reset by the known flexicoil effect of the secondary suspension. This restoring torque is also necessary to ensure stable straight running. The vehicle concept mentioned is only suitable for relatively slow rail vehicles up to a maximum speed of 100 km / h.

The disadvantage of this configuration lies in the relatively large turning angle of the bogie required in classic tram networks, which in turn requires a large envelope space, which increases with an increasing number of car bodies. In addition, the passage space for the passengers between the wheels of the bogie is severely restricted above the running gears by the large turning angle of the bogie.

In the case of a rail vehicle of the type mentioned at the outset (with a floating bridge), the car body makes the movement of the bogie as it enters a curve, provided that the bogie is rigidly connected to this car body. The spontaneous rotation of the car body, which occurs here, is unpleasantly registered by the passengers.

Addressing this disadvantage is one of the aims of the invention. This is achieved when, in a vehicle of the type mentioned, the car body is cushioned by means of the secondary springs due to their flexicoil effect on the bogie frame in a transversely and torsionally elastic manner and if, in a manner known per se, the relative pivoting between the bogie and the car body under the influence of the flexicoil effect of the secondary suspension is limited, with the bogie frame, in particular, stops connected as buffers, which cooperate with counter-stops on the car body, and when the coupling device finally connects the car body in a longitudinally rigid or longitudinally rigid manner to the bogie.

The rail vehicle according to the invention has high driving comfort due to the damping of the transverse movements of the car body. Through the use of "real" bogies (with wheel axles that are always parallel to each other, at a small mutual distance of, for example, 1.8 to 2 m), which allow the bogie to be unscrewed from under the body, the transmission to the body is delayed, so do the managers reduced at the starting wheel sets. This also increases driving comfort and reduces wheel-rail wear. Due to the arrangement of stops, in particular designed as buffers, on the cross bridge of the bogie frame, symmetrical to the longitudinal center plane of the bogie, the car body having counter stops, which limit the relative pivoting between the bogie and car body with the stops arranged on the cross bridge, in particular the buffers, cooperate, it is ensured that the bogie comes to the side of the car body only after a certain rotation (about 2 °) via the buffer. The transverse spring characteristic is therefore non-linear.

In a further embodiment of the subject matter of the invention it can be provided that in the case of a longitudinally rigid construction of the connection between the body and the bogie, the coupling device for the longitudinally rigid connection has spring assemblies, the axes of which extend essentially in the longitudinal direction of the vehicle and which each have one end on the body and the other end are supported on the bogie frame. This represents a particularly simple way of transmitting the traction and braking forces from the bogie to the car body. The springs extending in the longitudinal direction of the vehicle hinder transverse and rotational movements of the car body relative to the bogie with only small restoring forces. In order to enable these transverse and rotary movements even in the case of a provided, longitudinally rigid connection between the body and the bogie, a further embodiment of the subject matter of the invention provides that the coupling device is designed as a link connection and that this link connection has a two-armed connection Has lever, which is preferably pivotally connected to the center of the car body, in particular with a longitudinal member of the car body or with the cross bridge connecting the two longitudinal members of the bogie frame, wherein in the area of each end of the two-armed lever a handlebar engages, which with its from the two-armed Lever remote end engages on the cross bridge or in the case of the two-armed lever on the cross bridge, is articulated to the body.

To achieve a space-saving design, it is expedient if the two-armed lever pivotally connected to the longitudinal member of the car body passes through a transverse slot in the car body and is preferably connected to the car body or its longitudinal member via a vertical axis.

To support the flexicoil effect of the secondary springs, additional springs acting transversely to the longitudinal direction of the vehicle can be provided. These springs can be arranged centrally symmetrically between the cross bridge of the bogie frame and the body.

The two-armed lever can be supported by spring packs on the bogie frame, in particular on its cross bridge, to support the flexicoil effect of the secondary suspension with a pure rotary movement between the bogie and car body.

The need for envelope space in curves is favorably influenced if, in a manner known per se, the length of the bridge is at most equal to the length of the adjacent supported car body. The aforementioned configuration makes it possible to keep the envelope space small.

In an embodiment in which the four wheels of each bogie are each covered by a wheel arch on the wagon body side, it proves to be advantageous if each wheel arch is arranged under two rows of pairs of seats facing one another with their backrests and laterally adjacent to one another. This enables the low-floor floor to be arranged around the wheel arches without platforms.

A train can be assembled modularly, the sum of the number of supported and the number of floating car bodies being an odd number, in particular 3.5 or 7. The smallest basic unit is a vehicle consisting of three car bodies, namely two supported and one floating car body, which is arranged between the two supported car bodies. In this basic unit, the joints between the floating car body and each of the adjacent car bodies are designed as tannin joints, at In longer vehicles, the other joints are alternately designed as a tanner's joint and as a simple joint, so that changes in inclination that occur in the course of the track and their transitional roundings can be easily negotiated.

In the quasi-static sheet run, centrifugal force is transmitted from the floating car body (bridges) adjoining the terminal, supported car body to the terminal car body. The moment of these forces with respect to the center of the bogie must be absorbed by the two diagonally opposite flanges of the wheels of the bogie. This moment can be compensated for quasi-statically if the bogies of the terminal car body from the center of the car body are shifted against the adjacent bridge.

• Fig. 1 in einer Seitenansicht ein erfindungsgemäß ausgestattetes Schienenfahrzeug,
• Fig. 2 Bestandteile (Moduls) für den Aufbau eines erfindungsgemäßen Schienenfahrzeuges,
• Fig. 3 in Seitenansicht ein aus in Fig. 2 dargestellten Bestandteilen (Modulen) aufgebautes Schienenfahrzeug,
• Fig. 4 eine Draufsicht auf das in Fig. 3 dargestellte Schienenfahrzeug bei entferntem Dach,
• Fig. 5 ein weiteres, ebenfalls aus in Fig. 2 dargestellten Bauteilen (Modulen) aufgebautes Schienenfahrzeug in Seitenansicht, die
• Fig. 6 - 11 jeweils in Draufsicht, das Verhalten verschieden aufgebauter Schienenfahrzeuge beim Befahren von Gleisbögen, die
• Fig. 12 und 13 in Gegenüberstellung das Verhalten eines mit einem Drehgestell ausgestatteten Fahrzeuges und eines mit zwei Einzelachsfahrwerken ausgestatteten Fahrzeuges beim Befahren von Bögen gleicher Krümmung, die
• Fig. 14 und 15 im Prinzip, jedoch in vereinfachter Form, zwei Beispiele fürdie Anbindung des Drehgestelles an den (nicht dargestellten) Wagenkasten, die
• Fig. 16 und 17 jeweils in Draufsicht ein Schienenfahrzeug beim Befahren eines Kurvenbogens bzw. bei Einfahrt in einen Kurvenbogen,
• Fig. 18 eine Darstellung zur Erläuterung der Kräfteverhältnisse bei Bogenfahrt,
• Fig. 19 in Draufsicht ein Drehgestell zur Verbindung mit einem Wagenkasten in erfindungsgemäßen Schienenfahrzeugen mit IängsstarrerAnkoppelung,
• Fig. 20 einen Schnitt entlang der Linie XX-XX in Fig. 19, die
• Fig. 21 eine Ausführungsform eines Drehgestelles für längsstarre Ankoppelung am Wagenkasten,
• Fig. 22 halb im Schnitt und halb in Ansicht ein Federelement, wie es in Konstruktionen gemäß Fig. 21 angewendet werden kann,
• Fig. 23 eine Draufsicht auf ein Drehgestell mit längssteifer Ankoppelung des Wagenkastens am Drehgestell,
• Fig. 24 einen Schnitt entlang der Linie XXIV - XXIV in Fig. 23,
• Fig. 25 eine Draufsicht auf ein Drehgestell mit darüberliegendem Wagenkasten, wobei die Radverkleidung im rechten Teil der Fig. 25 abgehoben ist,
• Fig. 26 eine Draufsicht entsprechend der Fig. 25, jedoch nach einer Relativdrehung zwischen Wagenkasten und Drehgestell,
• Fig. 27 eine Seitenansicht des Drehgestells mit darüber angeordneten Sitzen,
• Fig. 28 eine der Fig. 27 zugeordnete Seitenansicht, und
• Fig. 29 eine der Fig. 28 entsprechende Ansicht, jedoch mit einem Drehgestell für eine gegenüber Fig. 3 geringere Spurweite.

The invention is explained in more detail below with reference to the drawings revealing features essential to the invention, for example. Show it,

• 1 is a side view of a rail vehicle equipped according to the invention,
• 2 components (module) for the construction of a rail vehicle according to the invention,
• 3 is a side view of a rail vehicle constructed from components (modules) shown in FIG. 2,
• 4 is a top view of the rail vehicle shown in FIG. 3 with the roof removed,
• 5 shows a further rail vehicle, also made up of components (modules) shown in FIG. 2, in a side view;
• Fig. 6 - 11 in plan view, the behavior of differently constructed rail vehicles when driving on curves, the
• 12 and 13 in comparison, the behavior of a vehicle equipped with a bogie and a vehicle equipped with two single-axle bogies when driving on bends of the same curvature, the
• 14 and 15 in principle, but in a simplified form, two examples of the connection of the bogie to the (not shown) car body, the
• 16 and 17 each in plan view a rail vehicle when negotiating a curve or when entering a curve,
• 18 is an illustration for explaining the balance of forces when traveling through bends,
• 19 is a top view of a bogie for connection to a car body in rail vehicles according to the invention with a longitudinally rigid coupling,
• Fig. 20 is a section along the line XX-XX in Fig. 19, the
• 21 shows an embodiment of a bogie for longitudinally rigid coupling to the car body,
• 22 half in section and half in view a spring element, as can be used in constructions according to FIG. 21,
• 23 is a plan view of a bogie with longitudinally rigid coupling of the car body to the bogie,
• 24 shows a section along the line XXIV-XXIV in FIG. 23,
• 25 is a plan view of a bogie with the car body lying above it, the wheel cover being lifted off in the right part of FIG. 25,
• 26 is a plan view corresponding to FIG. 25, but after a relative rotation between the car body and the bogie,
• 27 is a side view of the bogie with seats arranged above it,
• 28 is a side view associated with FIG. 27, and
• 29 is a view corresponding to FIG. 28, but with a bogie for a smaller track width compared to FIG. 3.

In the drawing, 1 and 2 car bodies are designated, which are pivotable against each other. The car body 1 is one which is arranged at the ends of the rail vehicle, whereas the car body designated by 2 is arranged between the terminal car body 1. Each of the swiveling car bodies 1, 2 is supported on a bogie 4 which is cradle-free in the exemplary embodiment shown. The wheels 5 of the bogie can be driven, but bogies with non-driven wheels 5 are also possible. The wheels 5 of the bogie 4 are mounted on a cross bridge 6 of the bogie frame, in particular in rockers 7 (FIGS. 20, 24). The swing arm bearing is designated 22. To connect the cross bridge 6 to the car body 1 or 2, a coupling device designated 8 as a whole is provided in the drawing. Between two car bodies 1 and 2, each supported on a bogie 4, a bridge 3 is arranged, which is designed as a floating car body and in each case via one of two joints 9 spaced apart in the longitudinal direction of the vehicle with the adjacent car bodies 1, 2, each supported on a bogie is coupled.

In Fig. 1, the smallest basic unit of a rail vehicle is shown, which consists of a total of three car bodies, namely two terminal car body 1 and a car body 3 located in between. The joints 9 are designed in such a basic unit as Gerber joints and form a vertical axis of rotation and moments take up around the lateral axis.

As FIG. 2 illustrates in more detail, the system is modular, so that rail vehicles consisting of five, seven and multi-car bodies are possible, as illustrated in FIGS. 3-5 and 16 and 17. The hinge 9 is shown symbolically in the drawings only by the bellows-like outer lining. If the bogies 4 are designed with driven wheels 5, the drive is preferably carried out via wheel hub motors 23, which can be designed as three-phase asynchronous motors, via planetary gears 24 directly onto the wheels 5. This compact arrangement allows the drive to be located directly under adjacent wheel housings 20 (FIG 27-29), the seats with their backrests 21 being arranged dos-a-dos on each box 12 without the need to provide platforms in the passenger compartment. This way it is possible to get one through reaching low floor height of approx. 300 mm. Each wheel arch 20 is located under two rows I, the with their backs 21 facing each other laterally adjacent seat pairs 111 and IV. A comparison of FIGS. 28 and 29 shows that the seat arrangement is identical to that even with a narrow track up to 900 mm track width Seat arrangement for cars for standard gauge, however the bogie frame for narrow gauge is narrower than for standard gauge.

As can be seen in particular from FIG. 2, the length of the bridge 3 is at most equal to the length of the car bodies 1 and 2, which are adjacent to it in the rail vehicle and supported on the bogies, if the requirement for a small envelope space is required.

In the case of a rail vehicle of the conventional type with two bogies (FIG. 6) 4 ', 4 "and a car body 1', an angle a is established between the car body 1 'and each bogie 4' when traveling in an arc. This representation is idealized, insofar as none Consideration of track play and position of the bogies in the track channel was taken.

When the bogies 4 'or 4 "(FIG. 7) are arranged approximately centrally on two articulated car bodies 1', 1", there is no relative angle between car body 1 ', 1 "and bogie 4" in the arc. The entire articulation angle 2a is established between the car bodies 1 ', 1 ". The different concepts are compared here with the same bogie distances.

If one were to make stops on the car body joint to limit the articulation angle (eg max. Articulation angle a), then the rest of a / 2 would have to be included on each bogie 4 ', 4 "(FIG. 8). In the vehicle according to FIG. 9 there is a bend at each car body joint by the angle a. However, this only applies to quasi-static bends. This curve behavior would be comparable to a real two-axle vehicle. The small wheelbase of approx. 1.8 to 2.0 m (between two successive wheel housings ), however, requires high executives to approach the wheel sets, especially when there is a change in curvature with a point of discontinuity (transition straight to bend). The moments of inertia of the car body must be absorbed.

There are two ways to prevent the appearance of high executives, namely either increasing the wheelbase by more than 3 m in accordance with a concept described in WO 91/02674 with single wheel / single trolleys, which, however, necessitates positively controlled radial control of the individual trolleys to avoid large starting angles, or one Concept with "real" bogies with wheel axles held parallel to each other, which allow the bogie to be turned out under the body, as proposed by the present invention.

Sufficient transverse suspension is required for rail vehicles, unlike road vehicles. Since this is primarily a commuter vehicle of the lower speed class, the longitudinal linkage of the car body 1 on the bogie 4 can be rigid or very stiff in order to transmit braking or driving forces from the bogie 4 to the car body 1. If a vehicle designed in this way (FIG. 9) now moves from the straight line into the curve, then the bogie 4 is immediately turned into the curve. The mass and also the moment of inertia of the bogie 4 are small compared to that of the car body 1. The heavier car body 1 therefore initially remains in its position. In the further course of time the car body 1 of the bogie is "pulled" by the elastic restoring forces of the secondary suspension. The angle between the bogie 4 and the body 1 is reduced again until the angle reaches zero in the case of pure circular arc travel. The frequency and the amplitude of this transient is dependent on the characteristics of the secondary spring and its damping.

When driving further into the curve, the angle between the bogie 4 and the body 1 decreases - as already mentioned - again. The angle between adjacent car bodies increases and reaches its maximum in a constant circular arc. This differentiates the concept from that of FIGS. 6 and 7.

10 and 11, the comparison between the joint control principle without a bridge, for example according to DE-OS 32 05 613A, and the system according to the present invention is shown.

The quasi-static driving through the arc entrance causes an angle of rotation a between the car bodies and the bogies. This does not occur in the configuration with bridge 3 (FIG. 11), since the "floating" bridge 3 ensures compensation.

16 that the rail vehicle according to the invention adapts ideally to a curve. The envelope is designated 33.

From Fig. 17 it can be seen that even in extreme positions, for example when the bridge 3 is in the entrance to an arch (switch), favorable conditions with regard to the need for envelope 33 can be achieved and relatively wide car bodies can be designed in this way.

18 illustrates the force relationships in the so-called quasi-static ground run. The centrifugal force acting on the bridge 3 to the extent of 2B is transmitted in each case to half, and thus to the extent B, to adjacent car bodies 1. A force A acts on the car body at a distance x from the center of the bogie. If the relation A. x = B. y adhered to, there is no additional contact forces on the wheelsets. y is the distance at which force B acts from the center of the bogie.

Assuming that the mass distribution of the body, including the electrical equipment and the interior, is approximately assumed to be the same load, the overhang ü to the terminal body 1 of the

folgen, wobei a den Abstand des dem Drehgestell benachbarten Gelenkes von der Mitte des Drehgestells 4 und b den Abstand des Gelenkes 9 von der Mitte der mit dem endständigen Wagenkasten 1 gekuppelten Brücke bedeutet.relationship

follow, where a is the distance of the joint adjacent to the bogie from the center of the bogie 4 and b is the distance of the joint 9 from the center of the bridge coupled to the terminal body 1.

Dynamic effects which cause the bogies 4 to be turned out by an angle β occur approximately the same in both concepts (with and without a bridge). Order of magnitude. The sum angle in the concept according to FIG. 10 is larger than that in FIG. 11. However, this means that the passage width above the bogies (low-floor vehicle) must be smaller in an arrangement according to FIG. 10. A comparison of a cross-sprung two-axle vehicle (FIG. 13) with a torsionally flexible bogie according to FIG. 12 with the same transverse spring stiffness and the same wheelbase shows that the run-up angle a between the running edge of the rail and the wheel plane in the two-axle vehicle according to FIG. 13 is higher than in the bogie vehicle according to FIG .12.

Requirements are placed on the connection of the car body to the bogie, which can be seen in principle from FIG. 15. 14 shows a further embodiment based on the principle. The connection is transverse and torsionally flexible due to the flexicoil effect of the secondary suspension, which supports the car body on the bogie frame. 14 and 15, the double arrow D indicates the torsional elasticity and the double arrow Q the transverse elasticity. This can be supported by additional transverse spring elements, as shown in FIGS. 21, 22. Stops are provided to limit the angle of rotation or transverse movements.

To transfer the braking and driving forces, the connection of the car body to the bogie must be longitudinally rigid or longitudinally rigid, as will be explained below.

23 and 24, the coupling device between the car bodies 1 and 2 and the cross bridge 6 of the bogie frame has spring assemblies 10 and 11, the axes of which essentially extend in the longitudinal direction of the vehicle and each end with one end against the car bodies 1 and 2 and are supported at the other end on the cross bridge 6. 23 and 24, only the side member 15 of the car body 1 is shown. The coupling between the bogie 4 and the body 1 is longitudinally rigid for absorbing braking and acceleration forces, but - as will be explained later - also transverse and torsionally elastic.

19 to 21 show arrangements in which the coupling device is designed as a link connection to achieve a longitudinally rigid connection of the bogie frame to the car body.

In the embodiment according to FIGS. 19 and 20, the coupling device 8 is designed as an articulated parallelogram. The bearings 12 of the handlebars 25 of the quadrangle forming the cranks are arranged on the cross bridge 6 essentially symmetrically to the longitudinal center plane. The coupling of the articulated parallelogram, which forms a two-armed lever 13, passes through a transverse slot 14 in the longitudinal member 15 and thus also in the car body 1, 2. The two-armed lever 13 is via a vertical axis 16 which is centered between the bearings 17 in the two-armed lever 13 of the handlebars 25 is arranged, connected to the longitudinal beam U of the car body 1 or 2.

On the cross bridge 6, stops 18 designed as buffers (FIGS. 19, 23, 25, 26) are arranged symmetrically to the longitudinal center plane of the bogie 4. The car body 1 or 2 has counter stops 19 which cooperate with the stops arranged on the cross bridge 6, in particular the buffers 18, to limit the relative pivoting between the bogie 4 and the car body 1 or 2. Fig. 26 clearly shows that in the deflected state the car body 1 abuts one of the counter stops 19 on a buffer 18. The buffers 18 limit both the transverse movement of the car body 1 or 2 with respect to the bogie 4 and the turning of the bogie 4 with respect to the car body 1 or 2. The suspension of the car body 1 or 2 against the bogie 4 takes place via primary and secondary springs . The primary suspension is designed as a rubber spring 26. The secondary suspension can be made of steel or rubber or as an air spring. It is designated 27.

A vertical damper 28 is arranged parallel to each spring column of the secondary spring 27.

Between the bogie 4 and the car body 1 at least one transverse damper 29 is arranged, which is also effective as a roll damper. Each bogie is also provided with two magnetic rail brakes 30. The cross bridge 6 is torsionally soft (X- or H-shaped) in order to compensate for torsion that occurs when driving on a ramp (elevation in Vignol tracks) or with track position errors, so that no significantly different wheel loads occur. The wheel hub motors 23 are connected by track holding rods 31, which can simultaneously serve as track clearers and can ensure the exact observance of the track dimension in all operating states art to perform the relevant function of a wheelset shaft, which is not present in the bogies shown.

In the embodiment according to FIG. 21, the two-armed lever 13 is mounted centrally in the H-shaped cross bridge 6 in this embodiment. The handlebars 25 mounted in the bearings 17 at the two ends of the two-armed lever 13 are each mounted on the car body at their end remote from the bearing 17. The links 25 extend in opposite directions away from the two-armed lever 13. To support the flexicoil effect of the secondary springs, additional springs 40 are provided, which are arranged essentially transversely to the longitudinal direction of the vehicle.

An embodiment of such a spring can be seen in FIG. 22. The spring plates are labeled 41.42. The compression of the spring and thus also the transverse or rotational movement of the body 1 relative to the bogie 4 is limited by a stop 43 which cooperates with a rubber buffer 44. The rubber buffer 44 protrudes from the cover 47 into the interior of a housing 48, the bottom of which is formed by one of the spring plates 41. The spring plate 41 guides a piston 49 passing through the spring, to which the stop 43 is fastened, preferably by means of screws 50. The piston 49 has at its free end remote from the stop 43 a bearing bore 45 for connection to the car body or the cross bridge, whereas the spring 40 is connected to the cross bridge or the car body by means of a pin (not shown), which is a Bearing hole 46 passes through in a tab 51 connected to the cover 47 of the housing 48.

The two-armed lever 13 can, but does not have to be supported on the cross bridge 6 via spring assemblies 47 (rubber / metal springs). These spring assemblies result in an additional torsion spring, which supports the flexicoil effect of the secondary suspension 27 with a pure rotational movement of the bogie relative to the car body. The arrangement of the spring assemblies 47 is such that when rotating - depending on the direction of rotation - only one spring assembly is subjected to pressure.

With 32 in the drawing, the brake disks are designated, which are within the track gauge in normal gauge (Fig. 19, 20 and 23 - 26, 28), but are arranged outside the track gauge in narrow gauge (Fig. 29).

Claims (7)

1. Rail vehicle, especially low-floor vehicle, e.g. for local transport, such as trams and the like, with a plurality of car bodies which can be pivoted relative to one another, each of which is supported on a, in particular cradle-less, bogie by means of secondary springs, the wheels of which are possibly driven, the wheels of the bogie on the bogie frame, in particular via a swing arm each , are mounted and a coupling device is provided for connecting the bogie frame to the car body and between two car bodies each supported on a bogie, a bridge designed as a floating car body is arranged, which is supported by one of two joints spaced apart in the vehicle longitudinal direction with the neighboring, supported Car body is coupled, characterized in that the car body is spring-loaded by means of the secondary springs due to their flexicoil action transversely and torsionally elastically on the bogie frame (6), and that in a manner known per se which under the influence of the flexicoil action of the Se Kundärfederung (27) standing relative pivoting between bogie (4) and car body (1, 2) is limited, with the bogie frame (6), in particular as a buffer (18) designed stops are connected, which with counter-stops (19) on the car body (1 , 2) cooperate, and that the coupling device connects the body (1, 2) rigid or longitudinally rigid to the bogie (4). 2. Rail vehicle according to claim 1, characterized in that the coupling device for the longitudinally rigid connection of the car body (1, 2) to the bogie spring assemblies (10, 11), the axes of which extend substantially in the longitudinal direction of the vehicle and each with one end at Car body (1, 2) and with the other end on the bogie frame (6) are supported (Fig. 23, 24). 3. Rail vehicle according to claim 1, characterized in that the coupling device for the longitudinally rigid connection of the car body to the bogie frame (6) is designed in a manner known per se as a link connection and that this link connection has a two-armed lever (13), which is preferably centered with the car body is pivotably connected (Fig. 21), in particular with a longitudinal member (15) of the car body (Fig. 19, 20) or with the transverse bridge (6) connecting the two longitudinal members of the bogie frame (4), in the region of each end of the two-armed lever (13) each engages a link (25) which engages with its end remote from the two-armed lever (13) on the cross bridge (6) or in the case of the two-armed lever on the cross bridge (6) (Fig. 21), with the car body (1, 2) ge is flexibly connected. 4. Rail vehicle according to claim 3, characterized in that with the longitudinal member (15) of the car body pivotally connected two-armed lever (13) passes through a transverse slot (14) in the car body (1, 2) and preferably via a vertical axis (16) the car body (1, 2) or its longitudinal member (15) is connected (Fig. 19, 20). 5. Rail vehicle according to one of claims 1 to 3, characterized in that to support the flexicoil effect of the secondary springs (27) additional, substantially transverse to the longitudinal direction of the vehicle springs (40) are provided (Fig. 21). 6. Rail vehicle according to one of claims 1 to 5, characterized in that the two-armed lever (13) via spring assemblies (47) on the bogie frame, in particular on its cross bridge (6), is supported. 7. Rail vehicle according to one of claims 1 to 6, characterized in that the distance ü the center of the bogie (4) (real or ideal vertical pivot axis of the bogie with respect to the car body) from the free end of the terminal car body (1)
ü = a1 + 2b / a
, where a is the distance of the joint (9) adjacent to the bogie (4) from the center of the bogie (4) and b is the distance of the joint (9) from the center of the bridge (3) coupled to the terminal car body (1) is.

Images