EP0763454A2 - Train de roulement pour un véhicule ferroviaire, notamment pour un véhicule ferroviaire à plancher bas - Google Patents

Train de roulement pour un véhicule ferroviaire, notamment pour un véhicule ferroviaire à plancher bas Download PDF

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Publication number
EP0763454A2
EP0763454A2 EP96114660A EP96114660A EP0763454A2 EP 0763454 A2 EP0763454 A2 EP 0763454A2 EP 96114660 A EP96114660 A EP 96114660A EP 96114660 A EP96114660 A EP 96114660A EP 0763454 A2 EP0763454 A2 EP 0763454A2
Authority
EP
European Patent Office
Prior art keywords
undercarriage
chassis
wheel
transverse axis
transverse
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP96114660A
Other languages
German (de)
English (en)
Other versions
EP0763454B1 (fr
EP0763454A3 (fr
Inventor
Leopold Lenk
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG Oesterreich
Original Assignee
Siemens SGP Verkehrstechnik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens SGP Verkehrstechnik GmbH filed Critical Siemens SGP Verkehrstechnik GmbH
Publication of EP0763454A2 publication Critical patent/EP0763454A2/fr
Publication of EP0763454A3 publication Critical patent/EP0763454A3/fr
Application granted granted Critical
Publication of EP0763454B1 publication Critical patent/EP0763454B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • each transverse axis is formed by a bolt, which is preferably axially adjustable via at least one clamping set.
  • 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.
  • 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.
  • 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.
  • the spring-damping unit of the primary suspension can be kept relatively small and compact.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • all four wheels 13 are preferably connected in terms of drive to a unit comprising a motor 17 and a transmission 18.
  • a vertical motor 17 with a gear 18 arranged below it according to the Austrian patent no. (A 1265/92) provided.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • General Details Of Gearings (AREA)
  • Seats For Vehicles (AREA)
EP96114660A 1995-09-14 1996-09-12 Train de roulement pour un véhicule ferroviaire, notamment pour un véhicule ferroviaire à plancher bas Expired - Lifetime EP0763454B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT152295 1995-09-14
AT1522/95 1995-09-14
AT152295 1995-09-14

Publications (3)

Publication Number Publication Date
EP0763454A2 true EP0763454A2 (fr) 1997-03-19
EP0763454A3 EP0763454A3 (fr) 1998-04-15
EP0763454B1 EP0763454B1 (fr) 2002-01-23

Family

ID=3515430

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96114660A Expired - Lifetime EP0763454B1 (fr) 1995-09-14 1996-09-12 Train de roulement pour un véhicule ferroviaire, notamment pour un véhicule ferroviaire à plancher bas

Country Status (3)

Country Link
EP (1) EP0763454B1 (fr)
AT (1) ATE212298T1 (fr)
DE (1) DE59608636D1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998024675A1 (fr) * 1996-12-05 1998-06-11 Siemens Sgp Verkehrstechnik Gmbh Dispositif de roulement pour vehicule ferroviaire
EP3159236B2 (fr) † 2015-10-23 2022-01-19 ALSTOM Transport Technologies Véhicule ferroviaire comprenant au moins un bogie abaissé
EP3315799B2 (fr) † 2016-10-26 2022-02-23 GESIPA Blindniettechnik GmbH Ecrou à rivet aveugle

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2427066A (en) * 1944-01-17 1947-09-09 Baldwin Locomotive Works Railway truck
DE1106359B (de) * 1956-10-31 1961-05-10 Maschf Augsburg Nuernberg Ag Abfederung eines zweiachsigen Drehgestells fuer Schienenfahrzeuge
EP0348378A1 (fr) * 1988-06-22 1989-12-27 S.A. Constructions Ferroviaires Et Metalliques Dispositif articulé de guidage et de sustentation d'un véhicule ferroviaire
EP0384512A2 (fr) * 1989-02-24 1990-08-29 So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. Bogie à usages multiples pour véhicule ferroviaire
DE4136926A1 (de) * 1991-11-11 1993-05-13 Abb Henschel Waggon Union Fahrwerk fuer niederflurbahnen
US5249530A (en) * 1992-05-26 1993-10-05 Westinghouse Electric Corp. Forced steering railroad truck system with central transverse pivoted shaft
EP0567445A1 (fr) * 1992-04-22 1993-10-27 SGP Verkehrstechnik Gesellschaft m.b.H. Train de roulement pour véhicules ferroviaires, notamment pour véhicules ferroviaires à plate-forme surbaissée
AT398557B (de) * 1990-02-22 1994-12-27 Sgp Verkehrstechnik Fahrwerk für ein schienenfahrzeug, insbesondere niederflurfahrzeug

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2427066A (en) * 1944-01-17 1947-09-09 Baldwin Locomotive Works Railway truck
DE1106359B (de) * 1956-10-31 1961-05-10 Maschf Augsburg Nuernberg Ag Abfederung eines zweiachsigen Drehgestells fuer Schienenfahrzeuge
EP0348378A1 (fr) * 1988-06-22 1989-12-27 S.A. Constructions Ferroviaires Et Metalliques Dispositif articulé de guidage et de sustentation d'un véhicule ferroviaire
EP0384512A2 (fr) * 1989-02-24 1990-08-29 So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. Bogie à usages multiples pour véhicule ferroviaire
AT398557B (de) * 1990-02-22 1994-12-27 Sgp Verkehrstechnik Fahrwerk für ein schienenfahrzeug, insbesondere niederflurfahrzeug
DE4136926A1 (de) * 1991-11-11 1993-05-13 Abb Henschel Waggon Union Fahrwerk fuer niederflurbahnen
EP0567445A1 (fr) * 1992-04-22 1993-10-27 SGP Verkehrstechnik Gesellschaft m.b.H. Train de roulement pour véhicules ferroviaires, notamment pour véhicules ferroviaires à plate-forme surbaissée
US5249530A (en) * 1992-05-26 1993-10-05 Westinghouse Electric Corp. Forced steering railroad truck system with central transverse pivoted shaft

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998024675A1 (fr) * 1996-12-05 1998-06-11 Siemens Sgp Verkehrstechnik Gmbh Dispositif de roulement pour vehicule ferroviaire
EP3159236B2 (fr) † 2015-10-23 2022-01-19 ALSTOM Transport Technologies Véhicule ferroviaire comprenant au moins un bogie abaissé
EP3315799B2 (fr) † 2016-10-26 2022-02-23 GESIPA Blindniettechnik GmbH Ecrou à rivet aveugle

Also Published As

Publication number Publication date
ATE212298T1 (de) 2002-02-15
DE59608636D1 (de) 2002-03-14
EP0763454B1 (fr) 2002-01-23
EP0763454A3 (fr) 1998-04-15

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