EP0763454A2 - Running gear for a railway vehicle especially for a low-floor railway vehicle - Google Patents

Abstract

Each wheel (13) is located individually in a pinion (14) pivotable around a horizontal cross axis (16). The cross axis of the pinions are located in a common running mechanism frame (1-4) with locators (5) and pref. at least one spring-damping stage for at least one vehicle body. The pinions on both sides of the wheel located in them extend to the cross axis and each wheel in its pinion has bearings on both sides. Each pinion on its free end is fitted in pref. adjustable side guides and is pivotable around the cross axis.

Description

The invention relates to a chassis for a rail vehicle, in particular for a low-floor rail vehicle, with at least two opposing pairs of idler wheels lying one behind the other in the direction of the chassis, and a rail vehicle comprising at least two cars, preferably connected by means of a spherical joint, forming a car set, with at least one such chassis.

In this case, the adjacent ends of the successive carriages can have projecting, opposing floor plates or the like which form the passage between the two carriages and are preferably connected to one another by saddling. The undercarriage can be a portal undercarriage, the idler gears not being driven or driven by a respective, preferably vertical, motor via a transmission. In such undercarriages it is known to mount a pair of wheels on each side of the undercarriage in a construction designed as a balacier and to support the car body on the balancer, for example via the portal construction.

In order to create a system for the running gear of rail vehicles, by means of which the wheels are always set as radially as possible when cornering, the Austrian patent no.            (A 1521/92) proposed that the adjacent ends of successive carriages or the two base plates are connected by at least one flexible and twistable connecting beam, which at one end via a link to the body or the base plate of one of the two successive carriages and is connected at its other end to both arms of a double-armed lever, crossbeam or the like of the other carriage, which is mounted in the longitudinal center thereof on the base plate or the carriage body or the like thereof, which can be pivoted about a vertical axis and with its two Arms connected to the idler wheels via the handlebars.

In addition, according to additional patent no.            (A 1521/92) proposed that the handlebar with the car body, the base plate or the like an eccentric is connected.

Finally, according to Austrian patent no.            (A 904/91) for driven loose wheel undercarriages without a rigid axle connection between opposing wheels to create the same running characteristics that are valid for self-centering conventional wheel sets with a fixed cross-connection between the wheels, suggested that the performance of the drive units of opposing wheels at least during straight ahead and / or above a predetermined minimum speed is increased and decreased periodically within predetermined bandwidths, the change in performance of opposing wheels taking place in phase opposition.

The object of the present invention is to provide a chassis in which, in order to achieve better running characteristics and lower axle loads as well as rail loads or higher vehicle weights, an optimal use of space in the chassis area is made possible and furthermore both the mechanical control mentioned in the first place or the electrical one mentioned in the second place Clock-push-pull control can be applied.

Another goal is a rail vehicle, in particular a low-floor rail vehicle, in which a chassis with better running characteristics and lower axle load is provided in such a way that as much passenger space as possible is made available and between the individual cars is as close as possible to the ground level and as wide as possible Passage can be created.

The first aim is achieved according to the invention in that each wheel is mounted individually in a rocker which can be pivoted about a substantially horizontal transverse axis, and in that the transverse axes of the rockers in a common chassis frame with supports and preferably at least one spring damping stage for at least one car body are stored. When storing a wheel in a swing arm, every wheel is in the wheel guidance can be implemented in a simple manner. The spring-damping unit of the primary spring stage can be provided radially outside the same in the case of the rocker bearing in the plane of the wheel, as a result of which, in addition to the wheel, construction space remains free for other necessary units or components or for use as a cargo or passenger space. In this way, the floor can advantageously be lowered particularly far between the rockers on the opposite sides of the vehicle.

A particularly torsion-resistant and stable construction is provided if the wings extend on both sides of the wheel mounted in them up to the transverse axis and each wheel is supported on both sides in its wheel carrier.

This advantage is also achieved for each position over the entire spring travel if, according to a further feature of the invention, each rocker is guided at its free end in preferably adjustable side guides about the transverse axis. This also ensures the constant tracking of the wheels in any position.

In order to ensure a stable and functionally reliable connection of the rockers, each transverse axis is formed by a bolt, which is preferably axially adjustable via at least one clamping set.

According to an advantageous further feature of the invention, the rockers of wheels lying one behind the other on one chassis side are connected between these wheels so as to be pivotable relative to one another about a substantially horizontal common transverse axis. The swing arm itself and / or the chassis frame receiving the swing arm form a kind of balance beam supported by the transverse axis of the swing arms of the wheels, on the two ends of which a body or one end of the adjacent body rests, so that there is always a balance of the supporting forces on the frame and thus one Even distribution of the support forces of the or each car body carried on all suspension or support parts of the Carriage, preferably the secondary suspension, can be achieved.

It is advantageously provided that at least one spring damping system is provided between the interconnected rockers in order to influence the mutual pivotability. This means that the space between the swing arms is used and the space outside can be used for other components or as free passenger or loading space.

According to a further feature of the invention, each rocker is designed essentially in the form of a two-armed angle piece, the transverse axis being provided in the angular region, the wheel bearing at one end of a first arm and the at least one spring-damping unit between bearings at the end of a second arm is provided to influence the mutual pivotability. This design results in a small footprint for the chassis and allows the usable wagon volume to be advanced to just above the wheels. In addition, the spring-damping unit of the primary suspension can be kept relatively small and compact.

For optimum use of space in the area of the rocker, it is advantageously provided that various additional components, preferably the brake units, are attached to the rocker, preferably in the longitudinal area between the wheel axis and the transverse axis.

According to an advantageous embodiment of the invention, the undercarriage is designed as a drive undercarriage according to one of the preceding paragraphs, and at least one wheel, preferably each wheel, is drivingly connected to a motor-transmission unit. This also provides a chassis construction which realizes the advantages already mentioned for drive undercarriages.

According to a further feature of the invention, the motor-transmission unit is on Chassis frame supported or suspended and connected to the wheel axle via a radially movable coupling. This design results in an advantageous reduction in the unsprung mass, even with power units.

A construction that reliably and accurately guides the forces acting on the undercarriage and the wheels leads to the features that the undercarriage frame consists of at least two supports that are continuous over the undercarriage length and two over the undercarriage width.

A particularly usable space for the construction providing the transport or passenger area can be achieved if the support, preferably the entire chassis frame, is below the level of the transverse axis, preferably below the level of the wheel axles, and with at least one tab, preferably Two brackets are provided on each side of the chassis, which brackets protrude upwards and accommodate the transverse axes of the swingarms.

A stable running of the wheels of the undercarriage, especially when cornering, can be achieved by an additional configuration of the undercarriage, in which on the inside of the undercarriage frame, viewed in the longitudinal direction at the height of the transverse axis, a longitudinal handlebar acts on both sides of the undercarriage, both Handlebars are connected via a cross element which can be connected to a car body, which cross element has a longitudinal extension which extends to the side of the chassis opposite it in the longitudinal direction and which can be connected to another car body. This provides a so-called symmetrical control of the chassis, in which the wheels are always set in the bisector between the two connected car bodies.

A rail vehicle according to the invention consisting of at least two wagons, which are preferably connected by means of a spherical joint and form a train set, is characterized by the effects and advantages already indicated in that at least one Chassis according to one of the preceding paragraphs is provided in the connection area of two wagons.

In order to achieve a uniform distribution of the load on the supports or secondary spring level of the undercarriage even with widely differing loads in adjacent wagons, according to a further feature of the invention, one of the adjacent wagons is supported on the supports on the undercarriage frame at each end of the undercarriage. The chassis frame acts as a kind of balance beam that is supported by the transverse axes.

Advantageously, in order to achieve a less stressful running of the rail vehicle for the wheels, rails and suspension, a running gear with the symmetrical control already described above is provided and a car body is connected to the transverse element to which the longitudinally extending links are articulated, and the subsequent car body is attached to the opposite chassis end connected to the longitudinal continuation of the cross element.

Advantageously, in order to achieve a large headroom and high passenger comfort due to small differences in level inside the vehicle, the rail vehicle according to the invention with the chassis described above is further characterized in that a passage with a floor below the upper edge of the wheel is provided between the car bodies of the adjacent wagons.

Further features and advantages of the invention are explained in more detail with reference to the drawings, in which a non-limiting embodiment of a chassis according to the invention is shown in a simplified representation.

1 shows a plan view of the undercarriage in use at the junction of two wagons of a train and in the embodiment as an engine undercarriage, FIG. 2 is one 1, Fig. 3 shows a view of the chassis of Fig. 1 along the line III-III in the passage area between two wagons of a train, Fig. 4 is an enlarged view of the Area of the wheel bearing with a movably connected motor and Fig. 5 shows a cross section at the level of the connection of the rockers of the wheels of a drive side.

The undercarriage according to the invention is preferably provided at least in the connection area of two car bodies of a articulated train consisting of at least two cars. The vehicle has, for example, a driven unit at the end, for example a locomotive or a power car, and a number of wagons arranged between them and connected to one another in an articulated manner. Of course, alternatively or additionally, at least one undercarriage not provided on the end car of the train set can be equipped with driven wheels. The articulated connection between the ends of successive carriages advantageously provides a spherical joint (see FIG. 2), which is located in the central region or in the middle of the passage in the vertical longitudinal median plane of the rail vehicle and advantageously below the floor level of the carriages. The spherical joint can, for example, according to the Austrian patent no.            (A 408/92) or according to another variant as a spherical bearing. Preferably, each running gear of the articulated train in the connection area of two adjacent wagons is a loose wheel running gear according to the following description and the drawings.

Each idler gear consists of a chassis frame made up of two main side members 1A, 1B opposite each other on both sides of the undercarriage and one front and rear cross member 2A, 2B, whereby to ensure greater torsional rigidity and stability within the main side members 1A, 1B in parallel extending longitudinal beams 3A, 3B can be provided. These longitudinal beams 3A, 3B can advantageously still be braced with one another by cross connections 4. At the ends of the main side members 1A, 1B are supports 5A, 5B for the Car body provided. If the undercarriage according to the invention is arranged in the connection area of two wagons, the supports 5A at one end of the undercarriage support one end of a car body and the supports 5B at the other end of the undercarriage support the end of the adjacent car body.

The carriages are coupled to one another with the chassis according to the invention via a preferably spherical joint when a articulated train is formed. In order to ensure a smoother and gentler run, especially when driving through curves, a control mechanism is provided with the effect that the undercarriage always lies in the bisector between the longitudinal axes of the two wagons carried by it. This control mechanism is preferably according to Austrian patent no.            (A 1521/92) and no.            (A 1120/93) constructed and comprises two substantially parallel trailing arms 6A, 6B, which are hinged at one end in the longitudinal center of the chassis to the longitudinal members 3A, 3B and at the other end to a connecting cross member 7. This transverse element 7 has a connecting device 8 to the car body lying above it and also has a longitudinal extension 9, which in the example shown is formed by two spaced apart but essentially parallel elements which are at the same distance from the longitudinal center of the chassis as the connecting device 8 but on the opposite Side also a connection device 10 to the car body located above.

In order to guide the or each car body relative to the chassis, receptacles 11 can also be provided for guide pins projecting downwards from the car body, preferably on the cross struts 4 of the inner longitudinal members 3A, 3B, in which the lateral guide of the pins is accomplished, for example, via progressive rubber elements 12 is.

Between the main side members 1A, 1B and the inner side members 3A, 3B, two two idler gears 13A, 13B, 13C, 13D are mounted on each chassis side Rails run and are each mounted within the common undercarriage frame 1, 2, 3 via their own rocker arms 14A, 14B, 14C, 14D. These rockers 14 are preferably formed from arms running on both sides of the wheels 13 and articulated on the chassis frame 1, 2, 3 so as to be pivotable about a substantially horizontal transverse axis 16 in a substantially vertical plane. At or near the free end of the rockers 14, the wheel axles are mounted in them and the rockers 14 themselves are guided in vertical guides 15 so as to be secured against lateral movements.

In the exemplary embodiment shown, although separate axles for each individual rocker arm could of course also be provided and mounted in the chassis frame, the rockers 14A, 14B or 14C, 14D located one behind the other on each chassis side are advantageously pivotable with one another about a common transverse axis 16A or 16B per chassis side connected. The transverse axis, as could also be provided in the case of the separate mounting of each individual rocker 14, is preferably formed by a bolt 16A, 16B per chassis side. Due to the chassis design according to the invention, one wagon cannot load one or the other spring more than the other wagon loads its springs, rather the load is divided equally among all the springs, since the chassis frame 1, 2, 3, 4 of the transverse axes 16 is like one Balance beam is carried.

In the engine variant shown, all four wheels 13 are preferably connected in terms of drive to a unit comprising a motor 17 and a transmission 18. Advantageously, a vertical motor 17 with a gear 18 arranged below it according to the Austrian patent no.            (A 1265/92) provided.

The end of each rocker 14 opposite the transverse axis 16 can be resiliently supported on the upper side on the chassis frame 1, 2, 3. Any type of spring element can be used, for example at least one rubber block, one or more coil springs that are subjected to pressure or tension, or elements with the same function, which are used as primary suspension. Combinations of these elements are also possible.

As shown in FIG. 2, a particularly space-saving and weight-saving primary suspension variant can be implemented, in particular for the common swing arm mounting on one chassis side. For this purpose, the rockers 14A and 14B are advantageously designed in the form of an approximately right-angled angle piece, the wheel axle 131 being mounted in one arm 141A and 141B and the other arm 142 projecting essentially vertically upward. The two interconnected rockers 14A and 14B have the same design and are mirror-inverted coupled to one another. The primary suspension in the form of a spring damping system, comprising a spiral compression spring 19 and a damper 20, is inserted between the arms 142A and 142B projecting upwards. On the rocker 14, the brake unit 21 is also attached, preferably immediately next to the upwardly projecting arm 142A or 142B, so that the outer boundary 22 of each car body up to immediately next to each wheel 13 and, since there is no space requirement above the arms 142A, 142B more is required for vertical spring movements until pulling directly over these arms 142, which results in a significant increase in the usable wagon volume. The car body 22 rests on the supports 5 of the main side members 1 via a secondary suspension 23.

To brake each idler gear 13, for example, a brake caliper can be provided, from which brake shoes can get into the braking position on the wheel by means of a corresponding control. In addition, especially with high vehicle weights and / or for high speeds, a magnetic rail brake can be provided. The magnetic rail brake is preferably arranged on the side of the wheel and in an extension thereof in the direction of the rails, on which side the brake caliper is located.

To achieve better stability, a transverse reinforcement 24 in the form of a short beam can be provided below each transverse axis 16 on both sides of the chassis be. The entire frame 1, 2, 3 advantageously runs below the transverse axes 16 and preferably also below the wheel axes 131, as can be seen better in FIG. 3.

The undercarriage frame 1, 2, 3, 4 is located very close above the rails and, because of the rocker construction, a lot of space remains next to the wheels 13, this space outside of the wheels 13 can be used by installing the motor-gear unit 17, 18 , whereby between the wheels 13 there is space for a passage 15 between adjacent wagons or for use as a passenger or transport space. Due to the low position of all frame parts, the bottom 26 of the passage 25 can also be placed very low between the wheels. Even with the installation of the symmetrical control 6, 7, 8, 9, 10, which is just above the frame, a level of the floor 26 of a maximum of 550 mm above the top edge of the rail can be achieved, which corresponds, for example, to the height of Austrian platforms and here a level-less difference Boarding and alighting permitted.

The undercarriage frame 1, 2, 3, 4 can also be designed as a hood or the undercarriage described can also be covered by a hood at the top and on the side.

4, the area of the axle bearing of the wheel 13 in the rocker 14 is shown on an enlarged scale, wherein the advantageous drive connection of the gear 18 to the wheel axle via a movable clutch 27 permitting relative radial movements of the gear 18 and the wheel axle can still be seen. As a result, the motor-gear unit 17, 18 can preferably be fastened to the main side member 1 and is thus a mass that is sprung by the primary spring stage.

The bearings 28 of the wheel axle are arranged somewhat above the supports 1, 2, 3, 4 of the chassis frame and are held in tabs 29, 30 projecting upwards therefrom. These tabs 29, 30 - which can also be replaced by functionally identical support structures or the like - are also shown in FIG. 1. Finally, an advantageous embodiment of the transverse axes 16 is shown in FIG. 5. These axes formed by a bolt 16 are used to adjust the track width in the bearings in the brackets 29, 30 of the chassis frame 1, 2, 3, 4 with the interposition of one clamping set 31 per transverse axis 16.

Claims (17)

Running gear for a rail vehicle, in particular for a low-floor rail vehicle, with at least two pairs of idler wheels lying one behind the other in the transverse direction of the running gear, characterized in that each wheel (13) individually in a transverse axis which is essentially horizontal ( 16) pivotable rocker (14) is mounted, and that the transverse axes (16) of the rockers (14) in a common chassis frame (1, 2, 3, 4) with supports (5) and preferably at least one spring damping stage ( 19, 20) for at least one car body (22). Running gear according to claim 1, characterized in that the rockers (14) extend on both sides of the wheel (13) mounted in them up to the transverse axis (16) and each wheel (13) is mounted on both sides in its rocker (14). Undercarriage according to claim 1 or 2, characterized in that each rocker (14) is guided at its free end in preferably adjustable side guides (15) so as to be pivotable about the transverse axis (16). Undercarriage according to one of the preceding claims, characterized in that each transverse axis is formed by a pin (16) which is preferably axially adjustable via at least one tensioning set (31). Undercarriage according to one of the preceding claims, characterized in that the rockers (14) of wheels (13A and 13B, or 13C and 13D) located one behind the other on one side of the undercarriage between these wheels are pivotably connected to one another about a substantially horizontal common transverse axis (16A or 16B) are. Undercarriage according to one of the preceding claims, characterized in that at least one spring damping system (19, 20) is provided between the interconnected rockers (14A and 14B or 14C and 14D) in order to influence the mutual pivotability. Chassis according to one of the preceding claims, characterized in that each rocker (14) is designed essentially in the form of a two-armed angle piece, the transverse axis (16) being provided in the angular region, the wheel bearing at one end of a first arm (141) and between Mount at the end of a second arm (142) the at least one spring damping unit (19, 20) is provided to influence the mutual pivotability. Chassis according to one of the preceding claims, characterized in that various additional components, preferably the brake units (21), are attached to the rocker (14), preferably in the longitudinal region between the wheel axis and the transverse axis (16). Undercarriage according to one of the preceding claims, characterized in that it is designed as a drive undercarriage and at least one wheel (13), preferably each wheel, is drivingly connected to a motor-transmission unit (17, 18). Undercarriage according to claim 9, characterized in that the motor-gear unit (17, 18) is supported or suspended on the undercarriage frame (1, 2, 3, 4) and is connected to the wheel axle via a radially movable coupling (27). Undercarriage according to one of the preceding claims, characterized in that the undercarriage frame in each case consists of at least two supports which are continuous over the undercarriage length (1A, 1B) and two over the undercarriage width (2A, 2B). Chassis according to one of the preceding claims, characterized in that the support (5), preferably the entire chassis frame (1, 2, 3, 4), is below the level of the transverse axes (16), preferably below the level of the wheel axles, and is provided with at least one tab (29, 30), preferably two tabs, on each chassis side, which tabs protrude upwards and accommodate the transverse axes (16) of the rockers (14). Undercarriage according to one of the preceding claims, characterized in that on the inside of the undercarriage frame (1, 2, 3, 4), seen in the longitudinal direction at the height of the transverse axis (16), a longitudinally extending link (6A, 6B) acts on each undercarriage side, Both links (6) are connected via a cross element (7) which can be connected to a car body (22), which cross element (7) has a longitudinal extension (9) which extends to the side of the chassis opposite it in the longitudinal direction and which is connected to another car body ( 22) is connectable. Rail vehicle made of at least two wagons, preferably connected by means of a spherical joint, forming a train set, characterized in that at least one undercarriage according to one of claims 1 to 11 is provided in the connection area of two wagons. Rail vehicle according to claim 14, characterized in that one of the adjoining wagons (22) is supported on the supports (5) on the chassis frame (1, 2, 3, 4) at each end of the chassis. Rail vehicle according to claim 14 or 15, characterized in that a chassis is provided according to claim 13 and a car body is connected to the transverse element (7) to which the longitudinally extending links (6) are articulated, and that the adjoining car body on the opposite End of the chassis is connected to the longitudinal extension (9) of the cross element (7). Rail vehicle according to one of claims 14 to 16, characterized in that a passage (25) with a floor (26) below the upper edge of the wheel is provided between the car bodies (22) of the wagons (22) adjoining one another.

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