EP0749881B1 - Schienenfahrzeuge für eine optimierte Ausnutzung des Lichtraumprofils von Bahngleisen - Google Patents

Schienenfahrzeuge für eine optimierte Ausnutzung des Lichtraumprofils von Bahngleisen Download PDF

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Publication number
EP0749881B1
EP0749881B1 EP96470015A EP96470015A EP0749881B1 EP 0749881 B1 EP0749881 B1 EP 0749881B1 EP 96470015 A EP96470015 A EP 96470015A EP 96470015 A EP96470015 A EP 96470015A EP 0749881 B1 EP0749881 B1 EP 0749881B1
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EP
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Prior art keywords
bogie
vehicle
pivot
chassis
axis
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EP96470015A
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English (en)
French (fr)
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EP0749881A1 (de
Inventor
Sébastien Lange
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De Dietrich et Cie SA
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De Dietrich et Cie SA
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    • 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 present invention is in the field of rail transport and aims to optimize use gauge of track by rail vehicles, in particularly freight wagons, and more particularly still the wagons intended for transport of road vehicles or containers, in the framework of what is commonly called transport rail-road or even the rail motorway.
  • the invention is however also applicable in the case of transport passenger rail, as far as cars passenger transportation are also subject to respect of the templates defined for the railways.
  • the length and the vehicle width are determined so that in all the curves of the lane where the vehicle is going to be brought to circulate, it remains within the limits of contour defined by the template while approaching the more possible from these limits.
  • the height available at said ends is limited and only the central part of the vehicle, between the wheels or bogies can be used on a height maximum, lowering as close to the rails as possible chassis or floor of this central part.
  • This in combination with the need to bring the axles closer or bogies of each other to make maximum use of the available width of the template, therefore leads to the maximum height can only be used on a relatively short length, for example only approximately two thirds of the total length of the vehicle.
  • the object of the present invention is to resolve these problems and aims in particular to allow a optimization of the use of templates, both in width than height, while offering a length useful, available at a level closest to rails, which is as large as possible.
  • the invention aims in particular to allow the transport by rail of large road vehicles, both in height only in length, using the templates as much as possible available.
  • the object of the invention is a railway vehicle conventionally comprising a chassis which has towards each of its ends a bogie that can pivot relative to the chassis, and means articulation of the bogie relative to the chassis, arranged so that the bogie can rotate relative to the chassis around a fictitious pivot axis, characterized in that the fictitious pivot axis is offset towards the middle of the vehicle, and in that the vehicle includes means for controlling the angular positioning of the bogie relative to the chassis around the said pivot axis offset as a function of the angle between the longitudinal axis of the vehicle and the direction of the track at the end of the supported vehicle by the bogie.
  • the invention makes it possible in fact to place the bogies or axles as close as possible to the ends of the vehicle, which therefore gives the greatest possible length between bogies of the same vehicle, while retaining the bogie pivot point relative to the chassis noticeably where it needs to be to ensure maximum use of the width of the template.
  • bogie should be understood as meaning not only the classic bogies in which several axles are mounted on the same structure forming the clean chassis of the bogie but also as including equivalent structures with only one axle.
  • the bogies are mounted pivoting around a central axis, this which allows their self-alignment on the track by the only interaction of the wheels with the rails, which creates on the bogie a couple having the effect of rotating it by relation to the chassis of the vehicle when the latter found on a portion of curved track.
  • the torque required to pivot the bogie is low due to the pivot axis is located in the center of the bogie and therefore the axles and the wheels are symmetrical by relation to this axis.
  • the self-alignment bogie on the track could theoretically also be obtained by pivoting around the axis geometric of fictitious pivot.
  • the axis of pivoting is offset from the center of the bogie, it then there is no symmetry of the wheels with respect to this axis, and the necessary pivoting torque would lead to what the wheels exert on the rails of the forces very important transverse, unacceptable in normal traffic conditions, all the more so that, at the level of the bogie, the direction of the track is not not exactly the one determined by the line passing through the center of the bogie and the pivot axis, as shown will see better in the following description.
  • said means of articulation of the bogie relative to the chassis include two links arranged on the side and across the center line of the vehicle and connecting the chassis to a bogie support plate, said rods being articulated on the chassis and on the said plate support, and extending in respective directions concurrent, the point of intersection of the said directions being shifted towards the middle of the vehicle by compared to the bogie.
  • the said point of intersection is located on the center line of the vehicle when the bogie is itself centered on the said median axis, so that the offsets of vehicle ends to the outside of the curve are identical regardless of the direction of the curvature of the track.
  • the offsets of the ends or of the central part would not lead to congestion equivalent depending on whether the vehicle is traveling on a lane curved to the right or to the left, a optimization of the use of the template can be obtained by arranging the links so that the point of intersection of their directions is shifted laterally with respect to the median axis of the vehicle.
  • the rods thus form on the one hand the vehicle chassis and secondly the support plate, a deformable quadrilateral whose vertices are formed by the articulations of the rods on the chassis and on the support plate.
  • Any movement of the support plate relative to the chassis, in a horizontal plane, is therefore controlled by the limited possibilities of deformation of the said quadrilateral, and results in a displacement of the bogie, which is connected to said plate, according to a trajectory relative to the chassis, which is substantially a arc of a circle whose center constitutes the pivot axis fictitious shifted towards the middle of the vehicle.
  • This center is appreciably located at the point of competition of the directions rods when the vehicle is in the position traffic on a straight track.
  • This trajectory is not actually exactly circular, but can be there assimilated within the limit of the amplitudes of displacements practically necessary, which remain low given large radii of curvature of railways, and the position of the offset pivot axis therefore remains in these conditions substantially fixed with respect to the chassis.
  • the so-called means of bogie angular position control a bar of connection with a second vehicle, this bar being linked rigidly with said support plate. So when both vehicles are in a portion of the track curve, the so-called bar, which is practically parallel to the axis of the track, forms an angle with the direction longitudinal of the first vehicle, and determines the direction of particular orientation of the plate support indicated above.
  • this variant allows avoid that, following the movement of the bogie pivot by compared to the chassis in a curve of the track, the bogie moves to the middle of the wagon. Because the bar link is linked to the bogie pivot and that the latter is guided transversely on the chassis, the efforts of traction are then essentially supported by said guide means and no longer by the rods.
  • the guide means can be arranged to so that the transverse displacement of the bogie pivot either straight.
  • the means bogie pivot guides are arranged so that the transverse movement of the bogie pivot takes place according to an arc having a pivot axis at its center located on the longitudinal axis of the vehicle, between the pivot bogie and the end of the vehicle.
  • the pivot of bogie moves transversely but also towards the end of the wagon, which at least partially compensates the displacement of the bogie towards the middle of the wagon, due to pivoting of the bogie around its pivot.
  • the said means for guiding the bogie pivot include a third swivel link around the pivot axis, the bogie pivot is fixed on the bar link, and the link bar is pivotally mounted on the third link around the bogie pivot and guided in translation relative to said crosspiece.
  • FIG. 1 only by its outline, a classic type wagon 1, in a portion of curved track 2, of axis 21, and of which the rails 22 are only partially represented.
  • the plots 31, 32 represent the lateral limits of the template of the way.
  • Each bogie 11 of the wagon is conventionally mounted pivoting around its central axis 12, in a fixed position compared to the wagon.
  • the dimensions of the wagon are conventionally determined so that the angles 13 of the car approach as close as possible to the limit outside 31 of the template, while the blank of the wagon in its central part 14 is flush with the internal limit 32 of this template.
  • the bogies 11 are found necessarily relatively far from the ends of the wagon, and as seen in Figure 2, if such wagon has a lowered chassis part 15 in its central part, this lowered part cannot have that a length significantly reduced compared to to the total length of the wagon.
  • Figure 3 represents, on the same portion of curved track, a wagon 10 conforming to the invention, having the same external dimensions as the wagon 1.
  • Each bogie 11 is located very close to end of wagon 10 and pivots around an axis geometric 16 offset towards the middle of the wagon with respect to to its own central axis 12.
  • the axes 16 are located relative to the wagon in a position substantially identical to that where the axes were wagon 1 bogies, i.e. substantially the intersection of the longitudinal axis 17 of the wagon and the curved axis 21 of the track.
  • FIG. 5 shows a first mode of connection between two wagons 10, 10 ' according to the invention.
  • Each bogie 11 is mounted pivoting on a support plate 40 by means of a pivot classic type, axis 12.
  • Two rods 41, 42 connect the side edges of the support plate 40 to the chassis 19 of wagon 10, being respectively articulated on said plate and the chassis by joints 43, 44, 45, 46.
  • the directions longitudinal 47, 48 of the links 41, 42 are concurrent on the axis 17 of the wagon at a point corresponding to the position of the geometric axis 16 constituting the fictitious pivot axis, when, as shown in Figure 5, the two cars 10, 10 'are aligned on a portion of straight track.
  • the support plate 40 of the wagon 10 is connected to a corresponding support plate 40 'of the wagon 10' by a link bar 50.
  • the links 41, 42 extend substantially horizontally, and means load transmission, symbolically represented on Figure 9 by the references 81 and 82, are placed between on the one hand the support plate 40 and possibly the said connecting bar 50, and on the other hand the chassis 19 of the wagon to partially support the weight of it while allowing a relative horizontal displacement between the chassis and the support plate.
  • Such means of load transmission are known, and in particular can be sliding elements such as plates of friction or smoothers of the type used in conventional rail vehicles between the bogies and the chassis of these vehicles.
  • smoothers not represented, are also used so between the bogie chassis and the wagon chassis, to support most of the wagon weight.
  • the link bar 50 is formed of two movable parts relative to each other along only the longitudinal direction of the bar, and comprises means for elastic connection of these two parts.
  • each part 51, 52 of the bar 50 is formed of a piece with the support plate of a wagon and comprises a rod 53 forming a piston sliding in a bore 54 of the other part, and elastic elements, such as the springs 55, 56 are arranged on the rod 53 so as to ensure the transmission of forces between the two parts 51, 52 when the two wagons tend to move towards or away from each other.
  • each of the two parts of the bar is produced as a system of spring cylinders 56, the respective rods of which are connected to a plate coupling 57, and the said coupling plates of the two wagons are rigidly linked to each other by means removable linkage 58, so as to ensure service maintaining the rectilinear alignment of the two parts during the movements of said cylinder systems, while allowing the uncoupling of the wagons.
  • FIG. 10 illustrates a mode of a particular embodiment intended to couple a wagon 10 according to the invention with a second 10 "wagon, by example a short wagon with an 11 "swivel bogie around its own central pivot having a fixed 12 "axis compared to the second car.
  • the 50 "link bar, which is linked as previously indicated to the support plate 40 of the first wagon 10, is also articulated directly, by its opposite end 51 ", on the said 12 "central pivot of the 11" bogie of the second vehicle.
  • a track curve as shown in FIG. 11, the effect of the tie bar on the first car 10 is identical to what has been described previously, and the second 10 "wagon will behave like a classic wagon.
  • wagon 10 has a adapter 60 allowing its coupling, by means of current couplings 61 with hook, to a second vehicle rail 10 "'conventionally comprising a bogie 11 pivoting around its own central pivot having a fixed axle on the second vehicle.
  • Adapter 60 includes an intermediate plate 62 connected by two links secondary 63, 64 at the end 65 of the bar opposite connection to the support plate 40.
  • Said plate intermediary 62 also carries the means 61 coupling to the second vehicle and conventional buffers.
  • the secondary links 63, 64 extend respectively in concurrent directions substantially on the 12 "'pivot axis of the second bogie vehicle.
  • FIGs 13 to 15 illustrate another mode of embodiment of the invention, in which the ends of two adjacent wagons 70, 71 are supported by the same bogie 72.
  • the plates support 73, 74 which are connected by the connecting rods 75 with the two wagons, form with the connecting bar 76 a bogie 72 support assembly, the latter being mounted pivoting on said support assembly about its axis central 77. Because of this central pivot, combined with articulated links of the links 75, this set of support would have some freedom of movement from rotation, which would not guarantee its alignment on the axis of the way.
  • Figures 16 to 18 further illustrate another alternative embodiment of the invention, particularly intended to allow a gain in length loading available, without increasing the length total of the wagon.
  • the two links 41, 42 allow define the transverse position of the vehicle chassis 10, 10 'depending on the angle ⁇ between the bar link 50 and the longitudinal direction of the wagon but they can lead to a longitudinal displacement of the pivot 12 of the bogie, and therefore of the whole bogie, towards the fictitious pivot, and therefore towards the middle of the wagon.
  • This displacement combined with the rotation of the bogie around its pivot axis 12, requires providing a clearance relatively large between the bogie, when in its traffic position on a straight lane, and the lowered part 89 of the chassis.
  • the variant of the figures 16 to 18 eliminates these disadvantages by reducing the so-called longitudinal displacements of the bogie relative to the chassis of the wagon when the latter is on a portion of curved track, preventing such displacements towards the center of the wagon. Furthermore, as we will see, the tensile forces undergone by links 41, 42 are considerably reduced.
  • a third is provided rod 90 which connects the bogie pivot (axis 12) to a vertical pivot pin 91, located towards the end of the wagon in its longitudinal median plane.
  • This link is constituted, in the example shown, of a kind of generally rectangular frame with a arm 92 extending from one side of this frame and carrying at its end said pivot axis 91.
  • Smoothers are used, classic way in bogie wagons, between chassis wagon bogies and chassis to support the major part of the weight of the wagon and its load.
  • the part remaining charge is first transmitted to the frame 90 by sliding shoes 100, 101 arranged respectively on said frame 90 and under the chassis of the wagon, then from frame 90 to the link bar via a on the other hand pin 94 and bearing 95 and on the other hand elastic elements 102, and said connecting bar to the bogie by the classic bogie pivot.
  • the elements elastic 102 can for example be placed between the edges of frame 90 and legs 103 extending laterally from the tie rod 96, and be made of rubber sandwich blocks or elements similar charge transmission allowing a horizontal displacement of sufficient amplitude between the said frame and said link bar.
  • the bogie When the wagon is on a section of track curve, as illustrated in figure 18, the bogie turns around its axis pivot 12, which would tend to bring one side of the bogie (the angle 104 indicated on the Figure 18) of the lowered part 89 of the chassis.
  • the connecting bar 96 then forms an angle with the longitudinal direction of the wagon and due to the guiding of part 97 of bar 96 in the crossmember 99, transversely offset the pivot axis 12.
  • the bogie pivot 12 is also forced to move in an arc with the axis as center pivot 91 fixed on the chassis, the bogie pivot is then moves to the end of the wagon.
  • This displacement therefore at least partially compensates for the displacement, mentioned above, from the bogie to the lowered part of the chassis, so that the clearance between the bogie and the so-called lowered part can be minimized, which at constant total length of the wagon, leaves all the more of space for the lowered area.
  • the two links 41, 42 ensure, as in the previous variants the angular position control allowing offset lateral of the end of the wagon in relation to the track, and the third connecting rod (frame 90) ensures the control of the longitudinal position of the bogie pivot.
  • the link bar preferably comprises, between the two wagons that it connects, means 105 for guiding in rotation around its longitudinal axis, allowing pivoting relative of the two parts 96, 96 'of the connected bar respectively to each wagon, to avoid torsional stresses in this link bar.
  • These guide means are made so as to ensure the necessary alignment of the two parts of the bar, and can also authorize a relative displacement of the two say parts in the axial direction and have elastic means acting as shock absorbing pads.
  • the invention is particularly applicable to wagons container or road vehicle transport large dimensions, such as those, usable for the rail motorway, comprising between the bogies a lowered central platform. It can apply also to any other type of railway vehicle for which an optimization of the use of gauge of railways is sought, both in width in height, for example for transport cars of travelers on two levels.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Handcart (AREA)

Claims (15)

  1. Schienenfahrzeug (10) mit einem Untergestell (19), das zu jedem seiner Enden hin ein Drehgestell (11), welches in Bezug auf das Untergestell schwenken kann, und Mittel (41, 42) zur gelenkigen Verbindung des Drehgestells mit dem Untergestell aufweist, die so angeordnet sind, daß das Drehgestell in Bezug auf das Untergestell um eine fiktive Schwenkachse (16) schwenken kann, dadurch gekennzeichnet, daß die fiktive Schwenkachse in Bezug auf das Symmetriezentrum des Drehgestells zur Mitte des Fahrzeugs hin verschoben ist und daß das Fahrzeug Mittel (50) zur Steuerung der winkelmäßigen Positionierung (α) des Drehgestells um die Schwenkachse (16) in Bezug auf das Untergestell in Abhängigkeit vom Winkel (β) zwischen der Längsachse (17) des Fahrzeugs und der Richtung des Gleises in Höhe des Endes des von diesem Drehgestell getragenen Fahrzeugs aufweist.
  2. Schienenfahrzeug nach Anspruch 1, dadurch gekennzeichnet, daß die Mittel zur gelenkigen Verbindung des Drehgestells mit dem Untergestell zwei Schwingarme (41, 42) aufweisen, die zu beiden Seiten der Achse des Fahrzeugs angeordnet sind und das Untergestell mit einer Stützplatte (40) des Drehgestells verbinden, wobei die Schwingarme am Untergestell und an der Stützplatte angelenkt sind und gemäß sich kreuzenden Richtungen (47, 48) verlaufen, wobei der Schnittpunkt dieser Richtungen in Bezug auf das Drehgestell zur Mitte des Fahrzeugs hin verschoben ist.
  3. Schienenfahrzeug nach Anspruch 2, dadurch gekennzeichnet, daß der Schnittpunkt der Richtungen der Schwingarme sich auf der mittleren Längsachse (17) des Fahrzeugs befindet, wenn das Drehgestell selbst auf diese Mittelachse zentriert ist.
  4. Schienenfahrzeug nach einem der Ansprüche 2 oder 3, dadurch gekennzeichnet, daß es Gleitmittel (81, 82) aufweist, die zwischen der Stützplatte und dem Untergestell angeordnet sind.
  5. Schienenfahrzeug nach einem der Ansprüche 2 oder 3, dadurch gekennzeichnet, daß die Stützplatte (40) und das Untergestell (19) über in waagrechter Richtung elastisch verformbare Lastübertragungsmittel (81, 82) miteinander verbunden sind.
  6. Schienenfahrzeug nach einem der Ansprüche 2 oder 3, dadurch gekennzeichnet, daß die Mittel zur Steuerung der winkelmäßigen Positionierung des Drehgestells eine Stange (50) zur Verbindung mit einem zweiten Fahrzeug (10') aufweisen, wobei diese Stange starr mit der Stützplatte (40) verbunden ist.
  7. Schienenfahrzeug nach Anspruch 6, dadurch gekennzeichnet, daß es einen Adapter (60) aufweist, der seine Ankupplung an ein zweites Schienenfahrzeug (10"') ermöglicht, das ein um seinen eigenen Drehzapfen schwenkbares Drehgestell enthält, der eine in Bezug auf das zweite Fahrzeug ortsfeste Achse (12"') hat, wobei der Adapter eine Zwischenplatte (62) aufweist, die über zwei sekundäre Schwingarme (63, 64) mit dem der Stützplatte (40) entgegengesetzten Ende (65) der Verbindungsstange verbunden ist, wobei die Zwischenplatte weiter Mittel (61) zur Ankupplung an das zweite Fahrzeug aufweist, und die sekundären Schwingarme je entlang sich im wesentlichen auf der Schwenkachse (12"') des Drehgestells des zweiten Fahrzeugs kreuzenden Richtungen verlaufen.
  8. Verbindungssystem für zwei Schienenfahrzeuge nach Anspruch 6, dadurch gekennzeichnet, daß die Stützplatten (73, 74) der beiden Fahrzeuge und die Verbindungsstange (76) eine Stützeinheit für ein Drehgestell (72) bilden, das beiden Fahrzeugen gemeinsam ist.
  9. Verbindungssystem nach Anspruch 8, dadurch gekennzeichnet, daß das gemeinsame Drehgestell (72) um seine eigene mittlere Schwenkachse (77) schwenkbar auf die Stützeinheit montiert ist, und die beiden Fahrzeuge außerdem an ihren Enden über ein System von gekreuzten Schwingarmen (78) verbunden sind.
  10. Verbindungssystem nach Anspruch 8, dadurch gekennzeichnet, daß das Drehgestell fest mit der Stützeinheit (79) verbunden ist.
  11. System zur Verbindung eines Schienenfahrzeugs (10) nach Anspruch 6 mit einem zweiten Schienenfahrzeug (10"), das ein um seinen eigenen zentralen Drehzapfen schwenkendes Drehgestell (11") aufweist, der eine in Bezug auf das zweite Fahrzeug ortsfeste Achse (12") besitzt, dadurch gekennzeichnet, daß die Verbindungsstange (50") an ihrem der Stützplatte entgegengesetzten Ende (51") an den zentralen Drehzapfen des zweiten Fahrzeugs angelenkt ist.
  12. System zur Verbindung eines Schienenfahrzeugs nach Anspruch 6 mit einem zweiten Schienenfahrzeug, dadurch gekennzeichnet, daß die Verbindungsstange (50) aus zwei zueinander nur in Längsrichtung der Verbindungsstange beweglichen Teilen (51, 52) besteht, und daß sie Mittel (54, 55) zur elastischen Verbindung der beiden Teile aufweist.
  13. Schienenfahrzeug nach Anspruch 1, dadurch gekennzeichnet, daß es aufweist:
    Führungsmittel (90, 91, 93), um eine quer zur Richtung der Längsachse (17) verlaufende Verschiebung des Drehzapfens (12) in Bezug auf das Untergestell zu führen,
    zwei Schwingarme (41, 42), die zu beiden Seiten der Achse des Fahrzeugs angeordnet sind und das Untergestell mit einem Querbalken (99) zur winkelmäßigen Positionierung verbinden, wobei die Schwingarme am Untergestell und an dem Querbalken (99) angelenkt sind und in sich kreuzenden Richtungen (47 bzw. 48) verlaufen, wobei der Schnittpunkt der Richtungen in Bezug auf das Drehgestell zur Mitte des Fahrzeugs hin verschoben ist,
    eine Stange (96) zur Verbindung mit einem zweiten Fahrzeug, wobei diese Verbindungsstange mit dem Querbalken (99) so verbunden ist, daß eine konstante Ausrichtung der Richtung der Verbindungsstange in Bezug auf den Querbalken beibehalten wird, und außerdem mit dem Drehzapfen so verbunden ist, daß eine Querverschiebung des Drehgestells in Bezug auf das Untergestell in Abhängigkeit von der Winkelposition der Verbindungsstange in Bezug auf die Längsachse des Fahrzeugs hervorgerufen wird.
  14. Schienenfahrzeug nach Anspruch 13, dadurch gekennzeichnet, daß die Führungsmittel des Drehzapfens so angeordnet sind, daß die Verschiebung des Drehzapfens in Querrichtung gemäß einem Kreisbogen erfolgt, dessen Zentrum eine Schwenkachse (91) ist, die sich auf der Längsachse (17) zwischen dem Drehzapfen (12) und dem Ende des Fahrzeugs befindet.
  15. Fahrzeug nach Anspruch 14, dadurch gekennzeichnet, daß die Führungsmittel des Drehzapfens einen dritten Schwingarm (90) aufweisen, der um die Schwenkachse (91) schwenkt, wobei der Drehzapfen an der Verbindungsstange befestigt ist und die Verbindungsstange am dritten Schwingarm um die Achse des Drehzapfens (12) schwenkbar montiert ist und in Bezug auf den Querbalken in Translationsrichtung geführt wird.
EP96470015A 1995-06-23 1996-06-21 Schienenfahrzeuge für eine optimierte Ausnutzung des Lichtraumprofils von Bahngleisen Expired - Lifetime EP0749881B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9507798 1995-06-23
FR9507798A FR2735740B1 (fr) 1995-06-23 1995-06-23 Vehicules ferroviaires permettant une utilisation optimisee du gabarit des voies ferrees

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EP0749881A1 EP0749881A1 (de) 1996-12-27
EP0749881B1 true EP0749881B1 (de) 2001-01-03

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EP (1) EP0749881B1 (de)
AT (1) ATE198451T1 (de)
DE (1) DE69611399T2 (de)
FR (1) FR2735740B1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2780374B1 (fr) 1998-06-29 2000-09-08 Alsthom Gec Vehicule ferroviaire a deplacement transversal du pivot de bogie d'un wagon

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE892296C (de) * 1951-04-28 1953-10-05 Eisen & Stahlind Ag Einrichtung zur bogensenkrechten Einstellung mindestens eines Radsatzes eines zweiachsigen, als Schienenfahrzeug ausgebildeten Foerderwagens
FR2496031A1 (fr) * 1980-12-12 1982-06-18 Alsthom Atlantique Dispositif d'orientation en courbe d'un bogie a un essieu
DE4320667A1 (de) * 1993-06-22 1995-01-05 Man Ghh Schienenverkehr Niederflur-Schienenfahrzeug
IT1272720B (it) * 1993-10-01 1997-06-26 Costamasnaga Spa Dispositivo per l'orientamento degli assi di un veicolo ferroviario in curva

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DE69611399T2 (de) 2001-05-23
ATE198451T1 (de) 2001-01-15
DE69611399D1 (de) 2001-02-08
FR2735740B1 (fr) 1997-08-22
EP0749881A1 (de) 1996-12-27
FR2735740A1 (fr) 1996-12-27

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