EP0831003B1 - Linkage between vehicle bodies and bogie for a Jacobs-type bogie - Google Patents

Linkage between vehicle bodies and bogie for a Jacobs-type bogie Download PDF

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Publication number
EP0831003B1
EP0831003B1 EP97115383A EP97115383A EP0831003B1 EP 0831003 B1 EP0831003 B1 EP 0831003B1 EP 97115383 A EP97115383 A EP 97115383A EP 97115383 A EP97115383 A EP 97115383A EP 0831003 B1 EP0831003 B1 EP 0831003B1
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EP
European Patent Office
Prior art keywords
bogie
coupling
arm
articulated
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.)
Expired - Lifetime
Application number
EP97115383A
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German (de)
French (fr)
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EP0831003A3 (en
EP0831003A2 (en
Inventor
Manfred Bohms
Hermann Fischer
Wolfgang-Dieter Richter
Peter Trache
Ralph Willbrandt
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP0831003A2 publication Critical patent/EP0831003A2/en
Publication of EP0831003A3 publication Critical patent/EP0831003A3/en
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Classifications

    • 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
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • a known bogie of this type (EP 0 520 301 B1) serves as a common support of the two car bodies between adjacent ends of two rail car bodies. Between the ends is an articulated coupling, which connects the car bodies tension and pressure secured together. To transmit compressive and tensile forces, as they occur when driving rail vehicles, an arm of the joint coupling is articulated via a swivel joint on the frame of the bogie.
  • the kugelkalottenförmig constructed Drehpfannengelenk requires a high mechanical complexity in the manufacture and assembly and represents a rigid connection in the vertical direction, which is also subject to increased wear and has a high design result.
  • DE 44 04 878 C1 discloses a hinge connection for two car bodies of a rail vehicle, which comprises a ball joint used in two joint receptacles for fixed coupling of the two car bodies, wherein under the joint a two car bodies together supporting Jacobs bogie is provided.
  • a driver is attached, which projects down into a free space of the bogie and the articulated connection via longitudinal and transverse springs directly and without the interposition of a cradle carrier or the like.
  • the two car bodies also directly via secondary springs on support the bogie frame.
  • the driver may also be designed as a joint arrangement, to which one or more links, in particular Lemniskatensch, are articulated as a connection of the ball joint to the bogie.
  • the present invention has for its object to take in a bogie according to the preamble of the first claim measures by which a space-saving design and in particular a low overall height is achieved.
  • the universal joint can be moved accordingly far down, so that the passenger-transition region between the car bodies and their floor very low can be. Stairs or sloping ramps can be avoided.
  • a further reduction of the height is made possible. It can thereby reach a very simple handlebar assembly used in which the handlebar is arranged in at least approximately horizontal position in the free space between the two cross members.
  • the joints of the handlebar can be designed to be movable in space, so be designed as a ball joint or rubber bearings. Both joints together allow the compensation of changes in the distance between the bogie and the car bodies, z. B. when changing the load, roll motions and relative movements when cornering and dome rides.
  • the joints of the handlebar are preferably arranged so that they lie when driving on a flat, straight path substantially in a plane parallel to the axes of the wheelsets.
  • the handlebar as well as the joint coupling is in a vertical plane which receives the longitudinal center axis of the bogie. This results in a symmetrical point of application for the traction forces to be transmitted.
  • the axes of the joints of the handlebar are in a vertical projection below the ends of the two adjacent car body ends, so that a sufficient length of the handlebar is achieved which produce low angular deviations from the horizontal in the relative movements occurring during operation, so that only correspondingly low force components in the joints are generated.
  • the joint axes of the handlebar can also extend in the vertical direction, after the joints are to be formed spatially movable or rubber-elastic.
  • the handlebar is arranged in particular in a free space between two cross members of the bogie frame and can be articulated directly to one of the cross member. Due to the space mobility of the joints of the handlebars, it is expedient to associate the dome arm or support arm and the bogie frame on both sides each transverse to the longitudinal direction acting elastic transverse stop.
  • the transverse stops sit in particular on the bogie frame and are arranged with clearance from the dome arm or support arm.
  • the transverse stops can be kept adjustable and are designed in particular elastic in order to avoid impact noise and to produce a progressive shear force characteristic. In rubber-elastic design of the joints, it is also expedient to provide effective limit stops in the longitudinal direction of the handlebar.
  • limit stops can also be provided in particular on the bogie frame or its cross-members and also be designed to be elastic. Overloading of the joints is thereby avoided, especially in the event of shocks.
  • the frequently acting tensile and braking forces are transmitted elastically via the handlebars.
  • the crossbeams of the bogie frame are compared with the ends, which are assigned to the wheel bearings of the wheelsets, lowered in the plane and are approximately at or below the plane of the axles of the wheelsets, so that the point of application for the traction forces on the handlebars is preferably below the plane of the axles.
  • At least one shock absorber in the vehicle transverse direction between the dome arm or the support arm and the bogie frame in order to allow the car body to emigrate only relatively slowly from its central center position occurring during operation shock loads.
  • the bogie is connected via spring elements in the middle region of the long girder of the bogie frame near the starting points of the cross member with the car body above it, said spring elements transmit substantially only vertical forces and horizontally acting restoring forces.
  • An articulated vehicle designed as a rail vehicle with a first vehicle body 1 and a second vehicle body 2 has, between its adjacent ends 3, 4, an articulated coupling comprising a central coupling web 5 and a fork-shaped coupling arm 6.
  • the intersecting between the cheeks of Kuppelarms 6 dome 5 is by means of an interposed, in the manner of a Ball joints trained coupling joints 7 elastically connected, so that tensile or compressive forces between the car bodies 1, 2 are transmitted smoothly.
  • Below the bottom 8 of the respective car body 1, 2 is located in the region of the ends 3, 4 depending on a cross-beam 9, to which the coupling elements 5, 6 are rigidly secured.
  • Below the car bodies 1, 2 there is a common Jacobs bogie from a bogie frame 10 and wheel sets 11 and 12.
  • the wheelset 11 engages under the end 3 of the car body 1, while the wheel 12 engages under the adjacent end 4 of the car body 2.
  • the bogie frame 10 has in the central region downwardly cranked longitudinal beams 13 and between the wheelsets 11, 12 parallel to their axes 14 and 15 extending, spaced apart arranged cross member 16, 17 in the lowered area 13.1.
  • spring elements 18, which are preferably formed out as air springs and on which on the other hand, the cross members 9 of the respective associated car body 1, 2 sit.
  • the spring elements 18 form secondary springs, while spring elements 19, which are arranged between wheel bearings 20 and the overlapping end 21 or 22 of the bogie frame, form primary springs.
  • a link 24 is articulated elastically pivotable about a hinge axis 25.
  • the arrangement is made such that the link 24 extends in the direction of the bogie longitudinal axis 26, wherein its second hinge axis 27 is pivotally mounted on the cross member 16 of the bogie 10.
  • the joint axes 25, 27 lie in a plane which is approximately parallel to the wheel axles 14, 15 receiving level passes.
  • the joint axes 25, 27 receiving plane is below the wheel axles 14, 15 receiving plane.
  • the distance between the joint axes 25, 27 is chosen as large as possible, so that, for example, in load fluctuations of the handlebars 24 is adjusted only by insignificant degrees from its horizontal position, so that traction forces generate only correspondingly small vertical force components between bogie and car bodies.
  • vertical distance changes between the bogie frame 10 and the car bodies 1, 2 are easily compensated by the linkage 23, 24.
  • the arranged between the bogie frame 10 and the car bodies 1, 2 secondary spring elements 18 are thereby at least largely relieved of loads due to traction forces.
  • the hinge axes 25, 27 of the handlebar 24 are therefore in vertical projection respectively in the area below the end 3 and 4 of the two car bodies 1, 2.
  • As a starting point for the support arm 23 is preferably the dome arm 6 of the universal joint 5, 6, so that These parts can form a fork-shaped unit, which is to be mounted together, and this unit can also include the handlebar 24 with.
  • the link 24 is arranged protected in a free space 29 between the cross members 16, 17, wherein on the cross member 16, an abutment 27.1 is arranged for the associated hinge axis 27 of the link 24.
  • the cross members 16, 17 lie approximately at the level of the axes 14, 15 of the adjacent respectively mounted on bogie frame 10 wheelset 11 or 12 or below, so that transmitted via the handlebars force components respectively below the axes 14, 15 extend.
  • the joints 25, 27 of the link 24 are spatially movable and formed in particular in the manner of ball joints or preferably of rubber-elastic joints. Occurring in operation transverse deflections, Wankbe movements or angular position changes when cornering and the like. Therefore, in the joints 25, 27 are collected.
  • the dome arm 6 or support arm 23 and the bogie frame 10 on both sides each one transverse to the longitudinal direction 26 acting elastic transverse stop 28 assigned. These transverse stops 28 sit on the bogie frame 10 and end with play laterally next to the dome arm 6 or the support arm 23.
  • the game by screwing or the like.
  • Rubber-elastic intermediate layers 30 serve here for the damped transmission of impact forces in the case of a lateral deflection of the support arm-arm arrangement 23, 24.
  • the joints 25, 27 are formed rubber-elastic, it is expedient to assign the handlebar 24 in the longitudinal direction effective limit stops 31 at a correspondingly dimensioned distance clearance, which are arranged in the longitudinal direction of the arm 24 before the ends of the adjacent cross member 16, 17, wherein the limit stops only be effective in exceptional shocks, while the frequently occurring tensile and braking forces are transmitted elastically. Therefore, particularly high traction impact forces need not be absorbed in their entirety by the rubber-elastic joints 25, 27 alone after the counterstops 31.1 on the support plates 6.1 and 6.2 after permissible axial deformation of the rubber-elastic inserts of the joints 25, 27 in contact with the Limit stops 31 occur.
  • At least one shock absorber 32 between the coupling arm 6 or the support arm 23 and the bogie frame 10, which dampens movements which occur in particular transversely to the longitudinal direction 26. As a result, transverse vibrations of the car bodies 1, 2 are reduced.
  • an articulated vehicle according to which two car bodies in the area of their adjacent ends on a Jacobs bogie via a common joint coupling tensile and pressure resistant secured support, the connection is made to the bogie back via a simple lever linkage, lowered their bearings in the open space between two bogie cross member is laid.
  • additional transverse stops between the universal joint and bogie and a shock absorber for lateral forces a stable, tuned to the operating conditions connecting device, which is assigned directly to the linkage and to the bogie frame is particularly tuned.
  • two arranged inside the long beam 13 anti-roll bars 37 are elastically attached to the lowered Mittenquetryqualityn 16.1 and 17.1 torsionally elastic and connected via handlebars with the respective car body 1, 2.
  • the bogies can be equipped with drive motors or designed as a non-powered bogies, which are associated with brake devices, not shown.
  • the stopper 31.1 is preferably rigid and flat, but it may also be elastic and convex (FIG. 2).
  • the lowered central portions 16.1 and 17.1 are produced by bending the associated cross member 16, 17 at both ends.
  • the support arm 6 facing away from bearing 27 of the arm 24 is pivotally supported on the abutment 27.1, which is secured to the adjacent lowered portion 16.1 of the cross member 16 on the other cross member 17 opposite side.
  • the dome arm 5 of the coupling joint is held on a transversely to the longitudinal direction 26 of the bogie 10 support plate 5.1, which extends from the car body 1 down and has a counter-stop 31.1 for the adjacent lowered portion 16.1 of the cross member 16 held stop 31.
  • auxiliary longitudinal support 13.2 To reduce the stress on the cross member 16, 17 from occurring in operation tensile, braking and impact forces are the two cross members 16, 17 laterally from the hinge joint 5, 6, 24 connected by a respective auxiliary longitudinal support 13.2.
  • the arrangement of the auxiliary longitudinal carrier is made so that they project at least the lowered portions 16.1 and 17.1 of the cross member 16 and 17 upwards.
  • an opening 33.1 is provided in the relevant auxiliary longitudinal beam, through which the shock absorber 32 is passed with sufficient radial play.
  • auxiliary longitudinal support 13.2 With the auxiliary longitudinal support 13.2 a bracket plate 34 is connected via the support 33 to which the substantially cylindrical roller-shaped shock absorber 32 is hinged at one end, while the other end is pivotally connected to a fork arm of the support arm 23.
  • console plates 34 still offer the possibility to set it as Torsionsstäbe trained anti-roll bars 37 which extend from a support to the other support 33 and both ends beyond transverse to the longitudinal axis 26 of the bogie 10.
  • two rolling supports 37 extending parallel to one another are provided, which are to be brought into engagement with one of the coach bodies 1 and 2 within the elongate carriers 13.
  • the anti-roll bars 37 may also be extended beyond the longitudinal beams 13 of the bogie 10, if the carbody construction so requires.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Handcart (AREA)
  • Non-Silver Salt Photosensitive Materials And Non-Silver Salt Photography (AREA)
  • Paints Or Removers (AREA)
  • Macromolecular Compounds Obtained By Forming Nitrogen-Containing Linkages In General (AREA)
  • Parts Printed On Printed Circuit Boards (AREA)
  • Rolling Contact Bearings (AREA)
  • Spinning Or Twisting Of Yarns (AREA)

Abstract

A bearing (27) lies in the free space (29) between two cross members of the bogie frame, and the cross members (16,17) lie level with or below the plane of the axles (14,15) of a wheel-set (11,12) mounted adjacently on the bogie frame. The bogie frame in its centre section (13.1) has a downwards lowered longitudinal member (13), and the cross members extend below the lowered region of the longitudinal member.

Description

Ein bekanntes Drehgestell dieser Art (EP 0 520 301 B1) dient zwischen benachbarten Enden von zwei Schienenfahrzeug-Wagenkästen als gemeinsame Abstützung der beiden Wagenkästen. Zwischen den Enden befindet sich eine Gelenkkupplung, welche die Wagenkästen zug- und druckgesichert miteinander verbindet. Zur Übertragung von Druck- und Zugkräften, wie sie im Fahrbetrieb von Schienenfahrzeugen auftreten, ist ein Arm der Gelenk-kupplung über ein Drehpfannengelenk auf dem Rahmen des Drehgestells angelenkt. Das kugelkalottenförmig aufgebaute Drehpfannengelenk erfordert einen hohen mechanischen Aufwand bei der Herstellung und Montage und stellt eine in senkrechter Richtung starre Verbindung dar, die zudem erhöhtem Verschleiß unterliegt und eine hohe Bauweise zur Folge hat.A known bogie of this type (EP 0 520 301 B1) serves as a common support of the two car bodies between adjacent ends of two rail car bodies. Between the ends is an articulated coupling, which connects the car bodies tension and pressure secured together. To transmit compressive and tensile forces, as they occur when driving rail vehicles, an arm of the joint coupling is articulated via a swivel joint on the frame of the bogie. The kugelkalottenförmig constructed Drehpfannengelenk requires a high mechanical complexity in the manufacture and assembly and represents a rigid connection in the vertical direction, which is also subject to increased wear and has a high design result.

Die DE 44 04 878 C1 offenbart eine Gelenkverbindung für zwei Wagenkästen eines Schienenfahrzeugs, die ein in zwei Gelenkaufnahmen eingesetztes Kugelgelenk zur festen Kupplung der beiden Wagenkästen umfasst, wobei unter dem Gelenk ein beide Wagenkästen gemeinsam abstützendes Jacobs-Drehgestell vorgesehen ist. An einer der beiden Gelenkaufnahmen ist ein Mitnehmer befestigt, der nach unten in einen Freiraum des Drehgestells hineinragt und die Gelenkverbindung über Längs- und Querfedern direkt und ohne Zwischenschaltung eines Wiegenträgers oder dgl. mit dem Drehgestellrahmen verbindet, wobei die beiden Wagenkästen sich über Sekundärfedern ebenfalls direkt auf dem Drehgestellrahmen abstützen. Nach einer alternativen Ausführungsform kann der Mitnehmer auch als Gelenkanordnung ausgeführt sein, an die ein oder mehrere Lenker, insbesondere Lemniskatenlenker, als Verbindung des Kugelgelenks zum Drehgestell anlenkbar sind.DE 44 04 878 C1 discloses a hinge connection for two car bodies of a rail vehicle, which comprises a ball joint used in two joint receptacles for fixed coupling of the two car bodies, wherein under the joint a two car bodies together supporting Jacobs bogie is provided. At one of the two joint recordings, a driver is attached, which projects down into a free space of the bogie and the articulated connection via longitudinal and transverse springs directly and without the interposition of a cradle carrier or the like. Connects to the bogie frame, the two car bodies also directly via secondary springs on support the bogie frame. According to an alternative embodiment, the driver may also be designed as a joint arrangement, to which one or more links, in particular Lemniskatenlenker, are articulated as a connection of the ball joint to the bogie.

Der vorliegenden Erfindung liegt die Aufgabe zugrunde, bei einem Drehgestell gemäß dem Oberbegriff des ersten Anspruchs Maßnahmen zu treffen, durch welche ein platzsparender Aufbau und insbesondere eine geringe Bauhöhe erzielt wird.The present invention has for its object to take in a bogie according to the preamble of the first claim measures by which a space-saving design and in particular a low overall height is achieved.

Die Lösung dieser Aufgabe erfolgt gemäß der Erfindung durch die kennzeichnenden Merkmale des ersten Anspruchs.The solution of this object is achieved according to the invention by the characterizing features of the first claim.

Vorteilhafte Ausgestaltungen der Erfindung sind in weiteren Ansprüchen und in nachfolgenden Ausführungen angegeben.Advantageous embodiments of the invention are specified in further claims and in subsequent embodiments.

Bei einer Ausgestaltung einer Drehgestellanbindung eines Schienenfahrzeugs gemäß der Erfindung mit einem im Drehgestellrahmen tiefgelegten , zwischen Drehgestell und Wagenkasten-Gelenkkupplung angeordneten Lenker kann die Gelenkkupplung entsprechend weit nach unten verlegt werden, so daß der Personen-Übergangsbereich zwischen den Wagenkästen bzw. deren Fußboden sehr niedrig angeordnet werden kann. Treppen oder schräg ansteigende Rampen können dadurch vermieden werden. Durch zusätzliches Tieferlegen der Querträger, zwischen welchen der Lenker sitzt, wird eine weitere Verminderung der Bauhöhe ermöglicht. Es kann dadurch eine sehr einfach aufgebaute Lenkeranordnung zur Anwendung gelangen, bei der der Lenker in zumindest annähernd waagrechter Lage im Freiraum zwischen den beiden Querträgern angeordnet ist. Es werden dann insbesondere beim Bremsen und bei Anwendung eines Triebdrehgestells auch beim Beschleunigen auftretende, in Längsrichtung des Fahrzeugs bzw. des Drehgestells wirkende Traktionskräfte und Relativbewegungen über das Lenkerund einen Stützarm zuverlässig vom Drehgestell auf die Gelenkkupplung und damit auf die Wagenkästen übertragen. Andere Sekundärfederelemente zwischen dem Drehgestellrahmen und den Wagenkästen werden dadurch zumindest weitgehend von Traktionskräften freigehalten und brauchen nur die im wesentlichen senkrecht zur Drehgestellebene wirkenden Belastungskräfte aufnehmen.In one embodiment of a bogie connection of a rail vehicle according to the invention with a deep in the bogie frame, arranged between the bogie and car body hinge coupling handlebar, the universal joint can be moved accordingly far down, so that the passenger-transition region between the car bodies and their floor very low can be. Stairs or sloping ramps can be avoided. By additionally lowering the cross member, between which the handlebar sits, a further reduction of the height is made possible. It can thereby reach a very simple handlebar assembly used in which the handlebar is arranged in at least approximately horizontal position in the free space between the two cross members. There are then especially when braking and when using a drive bogie occurring during acceleration, acting in the longitudinal direction of the vehicle or the bogie traction forces and relative movements on the handlebar and a support arm reliably transmitted from the bogie to the universal joint and thus to the car bodies. Other secondary spring elements between the bogie frame and the car bodies are thereby at least largely kept free of traction forces and only need to absorb the forces acting substantially perpendicular to the bogie plane loading forces.

Die Gelenke des Lenkers können raumbeweglich ausgebildet , also als Kugelgelenk oder Gummilager gestaltet sein. Beide Gelenke zusammen ermöglichen den Ausgleich von Abstandsveränderungen zwischen dem Drehgestell und den Wagenkästen, z. B. bei Änderung der Beladung, von Wankbewegungen sowie von Relativbewegungen bei Kurven- und Kuppenfahrten. Die Gelenke des Lenkers werden dabei vorzugsweise so angeordnet, daß sie bei Fahrt auf ebener, gerader Strecke im wesentlichen in einer parallelen Ebene zu den Achsen der Radsätze liegen. Aus Symmetriegründen befindet sich der Lenker wie auch die Gelenk-kupplung in einer senkrechten Ebene, welche die Längsmittelachse des Drehgestells aufnimmt. Hierdurch ergibt sich für die zu übertragenden Traktionskräfte ein symmetrischer Angriffspunkt. Vorzugsweise liegen die Achsen der Gelenke des Lenkers in senkrechter Projektion unterhalb der Enden der beiden benachbarten Wagenkastenenden, so daß eine ausreichende Länge des Lenkers erzielt wird die bei den im Betrieb auftretenden Relativbewegungen geringe Winkelabweichungen von der Waagerechten erzeugen, so daß auch nur entsprechend geringe Kraftkomponenten in den Gelenken erzeugt werden. Dabei können die Gelenkachsen des Lenkers auch in senkrechter Richtung verlaufen, nachdem die Gelenke raumbeweglich bzw. gummielastisch auszubilden sind.The joints of the handlebar can be designed to be movable in space, so be designed as a ball joint or rubber bearings. Both joints together allow the compensation of changes in the distance between the bogie and the car bodies, z. B. when changing the load, roll motions and relative movements when cornering and dome rides. The joints of the handlebar are preferably arranged so that they lie when driving on a flat, straight path substantially in a plane parallel to the axes of the wheelsets. For symmetry reasons, the handlebar as well as the joint coupling is in a vertical plane which receives the longitudinal center axis of the bogie. This results in a symmetrical point of application for the traction forces to be transmitted. Preferably, the axes of the joints of the handlebar are in a vertical projection below the ends of the two adjacent car body ends, so that a sufficient length of the handlebar is achieved which produce low angular deviations from the horizontal in the relative movements occurring during operation, so that only correspondingly low force components in the joints are generated. In this case, the joint axes of the handlebar can also extend in the vertical direction, after the joints are to be formed spatially movable or rubber-elastic.

Der Lenker ist insbesondere in einem Freiraum zwischen zwei Querträgern des Drehgestellrahmens angeordnet und kann dabei direkt an einen der Querträger angelenkt werden. Aufgrund der Raumbeweglichkeit der Gelenke des Lenkers ist es zweckmäßig, dem Kuppelarm oder Stützarm und dem Drehgestellrahmen beidseitig je einen quer zur Längsrichtung wirkenden elastischen Queranschlag zuzuordnen.Die Queranschläge sitzen dabei insbesondere am Drehgestellrahmen und sind mit Spiel vom Kuppelarm oder Stützarm angeordnet. Die Queranschläge können justierbar gehalten sein und sind in sich insbesondere elastisch gestaltet, um Schlaggeräusche zu vermeiden und eine progressive Querkraftkennlinie zu erzeugen. Bei gummielastischer Ausbildung der Gelenke ist es zudem zweckmäßig, in Längsrichtung des Lenkers wirksame Begren-zungsanschläge vorzusehen. Auch diese Begrenzungsanschläge können insbesondere an dem Drehgestellrahmen bzw. dessen Quer-trägern vorgesehen und ebenfalls elastisch ausgebildet sein. Eine Überlastung der Gelenke wird dadurch insbesondere bei Stößen vermieden. Vorzugsweise werden über den Lenker die häufig wirkenden Zug- und Bremskräfte elastisch übertragen. Die Querträger des Drehgestellrahmens sind gegenüber den Enden, welchen die Radlager der Radsätze zugeordnet sind, in der Ebene abgesenkt und liegen etwa in Höhe oder unter der Ebene der Achsen der Radsätze, so daß der Angriffspunkt für die Traktionskräfte über den Lenker bevorzugt unterhalb der Ebene der Radachsen liegt. Dabei ist es zweckmäßig, zwischen dem Kuppelarm oder dem Stützarm und dem Drehgestellrahmen wenigstens einen Stoßdämpfer in Fahrzeugquerrichtung anzuordnen, um bei im Betrieb auftretenden Stoßbelastungen den Wagenkasten nur relativ langsam aus seiner zentrischen Mittellage auswandern zu lassen. Im übrigen ist das Drehgestell über Federelemente im mittleren Bereich der Langträger des Drehgestellrahmens nahe den Ansatzpunkten der Querträger mit dem darüber befindlichen Wagenkasten verbunden, wobei diese Federelemente im wesentlichen nur vertikale Kräfte und horizontal wirkende Rückstellkräfte übertragen.The handlebar is arranged in particular in a free space between two cross members of the bogie frame and can be articulated directly to one of the cross member. Due to the space mobility of the joints of the handlebars, it is expedient to associate the dome arm or support arm and the bogie frame on both sides each transverse to the longitudinal direction acting elastic transverse stop. The transverse stops sit in particular on the bogie frame and are arranged with clearance from the dome arm or support arm. The transverse stops can be kept adjustable and are designed in particular elastic in order to avoid impact noise and to produce a progressive shear force characteristic. In rubber-elastic design of the joints, it is also expedient to provide effective limit stops in the longitudinal direction of the handlebar. These limit stops can also be provided in particular on the bogie frame or its cross-members and also be designed to be elastic. Overloading of the joints is thereby avoided, especially in the event of shocks. Preferably, the frequently acting tensile and braking forces are transmitted elastically via the handlebars. The crossbeams of the bogie frame are compared with the ends, which are assigned to the wheel bearings of the wheelsets, lowered in the plane and are approximately at or below the plane of the axles of the wheelsets, so that the point of application for the traction forces on the handlebars is preferably below the plane of the axles. It is expedient to arrange at least one shock absorber in the vehicle transverse direction between the dome arm or the support arm and the bogie frame in order to allow the car body to emigrate only relatively slowly from its central center position occurring during operation shock loads. Moreover, the bogie is connected via spring elements in the middle region of the long girder of the bogie frame near the starting points of the cross member with the car body above it, said spring elements transmit substantially only vertical forces and horizontally acting restoring forces.

Die Erfindung ist nachfolgend anhand der Zeichnungen eines Ausführungsbeispiels näher erläutert.The invention is explained in more detail with reference to the drawings of an embodiment.

Es zeigen:

Fig. 1
eine Prinzipdarstellung einer Drehgestellanbindung für ein Jacobs-Drehgestells bei einem Gelenkzug im Bereich des Übergangs von einem Wagenkastenende zum anderen, die beide auf einem Drehgestell abgestützt sind,
Fig. 2
einen Schnitt entlang der Linie A-A nach Fig. 1 (Draufsicht) und
Fig. 3
einen vertikalen Schnitt entlang der Linie B-B nach Fig. 1.
Show it:
Fig. 1
a schematic representation of a bogie connection for a Jacobs bogie in a articulated train in the region of the transition from one Wagenkastenende to the other, both of which are supported on a bogie,
Fig. 2
a section along the line AA of FIG. 1 (top view) and
Fig. 3
a vertical section along the line BB of Fig. 1st

Ein als Schienenfahrzeug ausgebildetes Gelenkfahrzeug mit einem ersten Wagenkasten 1 und einem zweiten Wagenkasten 2 weist zwischen deren benachbarten Enden 3, 4 eine Gelenkkupplung aus einem zentralen Kuppelsteg 5 und einem gabelförmigen Kuppelarm 6 auf. Der zwischen die Wangen des Kuppelarms 6 greifende Kuppelsteg 5 ist mittels eines zwischengefügten, nach Art eines Kugelgelenks ausgebildeten Kuppelgelenks 7 elastisch verbunden, so daß Zug- oder Druckkräfte zwischen den Wagenkästen 1, 2 ruckfrei übertragen werden. Unterhalb des Bodens 8 des jeweiligen Wagenkastens 1, 2 befindet sich im Bereich der Enden 3, 4 je eine Quertraverse 9, an welchen die Kuppelelemente 5, 6 starr befestigt sind. Unterhalb der Wagenkästen 1, 2 befindet sich ein gemeinsames Jacobs-Drehgestell aus einem Drehgestellrahmen 10 und daran gehaltenen Radsätzen 11 und 12. Der Radsatz 11 untergreift dabei das Ende 3 des Wagenkastens 1, während der Radsatz 12 das benachbarte Ende 4 des Wagenkastens 2 untergreift. Der Drehgestellrahmen 10 weist im mittleren Bereich nach unten abgekröpfte Langträger 13 und zwischen den Radsätzen 11, 12 parallel zu deren Achsen 14 bzw. 15 verlaufende, voneinander getrennt angeordnete Querträger 16, 17 im abgesenkten Bereich 13.1 auf. Im Bereich der Stoßstellen der Träger 13, 16, 17 sitzen Federelemente 18, die vorzugsweise als Luftfedern ausge-bildet sind und auf welchen andererseits die Quertraversen 9 des jeweils zugeordneten Wagenkastens 1, 2 aufsitzen. Die Federele-mente 18 bilden Sekundärfedern, während Federelemente 19, welche zwischen Radlagern 20 und dem darüber greifenden Ende 21 bzw. 22 des Drehgestellrahmens angeordnet sind, Primärfedern bilden.An articulated vehicle designed as a rail vehicle with a first vehicle body 1 and a second vehicle body 2 has, between its adjacent ends 3, 4, an articulated coupling comprising a central coupling web 5 and a fork-shaped coupling arm 6. The intersecting between the cheeks of Kuppelarms 6 dome 5 is by means of an interposed, in the manner of a Ball joints trained coupling joints 7 elastically connected, so that tensile or compressive forces between the car bodies 1, 2 are transmitted smoothly. Below the bottom 8 of the respective car body 1, 2 is located in the region of the ends 3, 4 depending on a cross-beam 9, to which the coupling elements 5, 6 are rigidly secured. Below the car bodies 1, 2 there is a common Jacobs bogie from a bogie frame 10 and wheel sets 11 and 12. The wheelset 11 engages under the end 3 of the car body 1, while the wheel 12 engages under the adjacent end 4 of the car body 2. The bogie frame 10 has in the central region downwardly cranked longitudinal beams 13 and between the wheelsets 11, 12 parallel to their axes 14 and 15 extending, spaced apart arranged cross member 16, 17 in the lowered area 13.1. In the region of the joints of the carrier 13, 16, 17 sit spring elements 18, which are preferably formed out as air springs and on which on the other hand, the cross members 9 of the respective associated car body 1, 2 sit. The spring elements 18 form secondary springs, while spring elements 19, which are arranged between wheel bearings 20 and the overlapping end 21 or 22 of the bogie frame, form primary springs.

Um Traktionskräfte, die insbesondere beim Beschleunigen und Abbremsen auftreten, auf einfache Weise, zumindest weitgehend rückwirkungsfrei zwischen dem Drehgestell 10 und den Wagenkästen 1, 2 übertragen zu können, ist im Bereich eines Endes 3, 4 eines der Wagenkästen 1, 2 ein in der Längsmittelebene des Drehgestellrahmens 10 stehender, zum Kuppelgelenk gehörender und nach unten weisender gabelförmiger Stützarm 23 angesetzt, zwischen dessen Gabelarmen ein Lenker 24 um eine Gelenkachse 25 elastisch schwenkbar angelenkt ist. Die Anordnung ist dabei so getroffen, daß der Lenker 24 in Richtung der Drehgestellängsachse 26 verläuft, wobei seine zweite Gelenkachse 27 am Querträger 16 des Drehgestells 10 schwenkbar sitzt. Unter normalen Betriebsbedingungen liegen die Gelenk-achsen 25, 27 dabei in einer Ebene, die etwa parallel zu der die Radachsen 14, 15 aufnehmenden Ebene verläuft. Vorzugsweise liegt die die Gelenkachsen 25, 27 aufnehmende Ebene unterhalb der die Radachsen 14, 15 aufnehmenden Ebene. Der Abstand zwischen den Gelenkachsen 25, 27 wird möglichst groß gewählt, damit z.B. bei Belastungsschwankungen der Lenker 24 nur um unwesentliche Winkelgrade aus seiner waagerechten Lage verstellt wird, so daß Traktionskräfte auch nur entsprechend kleine vertikale Kraftkomponenten zwischen Drehgestell und Wagenkästen erzeugen. Dabei werden vertikale Abstandsänderungen zwischen dem Drehgestell-rahmen 10 und den Wagenkästen 1, 2 durch die Anlenkung 23, 24 problemlos ausgeglichen. Die zwischen dem Drehgestellrahmen 10 und den Wagenkästen 1, 2 angeordneten Sekundärfederelemente 18 werden dadurch von Belastungen durch Traktionskräfte zumindest weitgehend entlastet. Die Gelenkachsen 25, 27 des Lenkers 24 liegen daher in senkrechter Projektion jeweils im Bereich unterhalb des Endes 3 bzw. 4 der beiden Wagenkästen 1, 2. Als Ansatzpunkt für den Stützarm 23 eignet sich bevorzugt der Kuppelarm 6 der Gelenkkupplung 5, 6, so daß diese Teile eine gabelförmige Baueinheit bilden können, welche gemeinsam zu montieren ist, wobei diese Baueinheit auch den Lenker 24 mit umfassen kann.To traction forces that occur especially when accelerating and decelerating, in a simple manner, at least largely without reaction between the bogie 10 and the car bodies 1, 2, is in the region of one end 3, 4 of the car bodies 1, 2 in the longitudinal center plane the bogie frame 10 standing, belonging to the coupling joint and pointing downward fork-shaped support arm 23 is attached between the fork arms, a link 24 is articulated elastically pivotable about a hinge axis 25. The arrangement is made such that the link 24 extends in the direction of the bogie longitudinal axis 26, wherein its second hinge axis 27 is pivotally mounted on the cross member 16 of the bogie 10. Under normal operating conditions, the joint axes 25, 27 lie in a plane which is approximately parallel to the wheel axles 14, 15 receiving level passes. Preferably, the joint axes 25, 27 receiving plane is below the wheel axles 14, 15 receiving plane. The distance between the joint axes 25, 27 is chosen as large as possible, so that, for example, in load fluctuations of the handlebars 24 is adjusted only by insignificant degrees from its horizontal position, so that traction forces generate only correspondingly small vertical force components between bogie and car bodies. In this case, vertical distance changes between the bogie frame 10 and the car bodies 1, 2 are easily compensated by the linkage 23, 24. The arranged between the bogie frame 10 and the car bodies 1, 2 secondary spring elements 18 are thereby at least largely relieved of loads due to traction forces. The hinge axes 25, 27 of the handlebar 24 are therefore in vertical projection respectively in the area below the end 3 and 4 of the two car bodies 1, 2. As a starting point for the support arm 23 is preferably the dome arm 6 of the universal joint 5, 6, so that These parts can form a fork-shaped unit, which is to be mounted together, and this unit can also include the handlebar 24 with.

Der Lenker 24 ist in einem Freiraum 29 zwischen den Querträgern 16, 17 geschützt angeordnet, wobei am Querträger 16 ein Gegenlager 27.1 für die zugehörige Gelenkachse 27 des Lenkers 24 angeordnet ist. Die Querträger 16, 17 liegen dabei etwa in Höhe der Achsen 14, 15 des jeweils benachbart an Drehgestellrahmen 10 gelagerten Radsatzes 11 bzw. 12 oder darunter, so daß über den Lenker übertragene Kraftkomponenten jeweils unterhalb der Achsen 14, 15 verlaufen.The link 24 is arranged protected in a free space 29 between the cross members 16, 17, wherein on the cross member 16, an abutment 27.1 is arranged for the associated hinge axis 27 of the link 24. The cross members 16, 17 lie approximately at the level of the axes 14, 15 of the adjacent respectively mounted on bogie frame 10 wheelset 11 or 12 or below, so that transmitted via the handlebars force components respectively below the axes 14, 15 extend.

Die Gelenke 25, 27 des Lenkers 24 sind raumbeweglich und insbesondere nach Art von Kugelgelenken oder bevorzugt von gummielastischen Gelenken ausgebildet. Im Betrieb auftretende Querauslenkungen, Wankbe-wegungen oder Winkellagenänderungen bei Kurvenfahrten und dgl. werden daher in den Gelenken 25, 27 aufgefangen. Um die Querausschläge des Drehgestells quer zur Längsachse 26 zu begrenzen, ist dem Kuppelarm 6 oder Stützarm 23 und dem Drehgestellrahmen 10 beidseitig je ein quer zur Längs-richtung 26 wirkender elastischer Queranschlag 28 zugeordnet. Diese Queranschläge 28 sitzen am Drehgestellrahmen 10 und enden mit Spiel seitlich neben dem Kuppelarm 6 oder dem Stützarm 23. Dabei kann das Spiel durch Schraubeinrichtungen oder dgl. justierbar sein. Gummielastische Zwischenlagen 30 dienen hierbei zur gedämpften Übertragung von Stoßkräften bei einer seitlichen Auslenkung der Stützarm-Lenker-Anordnung 23, 24.The joints 25, 27 of the link 24 are spatially movable and formed in particular in the manner of ball joints or preferably of rubber-elastic joints. Occurring in operation transverse deflections, Wankbe movements or angular position changes when cornering and the like. Therefore, in the joints 25, 27 are collected. To the transverse deflections of the bogie across the Longitudinal axis 26 to limit, the dome arm 6 or support arm 23 and the bogie frame 10 on both sides each one transverse to the longitudinal direction 26 acting elastic transverse stop 28 assigned. These transverse stops 28 sit on the bogie frame 10 and end with play laterally next to the dome arm 6 or the support arm 23. Here, the game by screwing or the like. Be adjustable. Rubber-elastic intermediate layers 30 serve here for the damped transmission of impact forces in the case of a lateral deflection of the support arm-arm arrangement 23, 24.

Wenn die Gelenke 25, 27 gummielastisch ausgebildet sind, ist es zweckmäßig, dem Lenker 24 in Längsrichtung wirksame Begrenzungsanschläge 31 bei entsprechend bemessenem Abstandsspiel zuzuordnen, die in Längsrichtung des Lenkers 24 vor dessen Enden am benachbarten Querträger 16, 17 angeordnet sind, wobei die Begrenzundsanschläge nur bei außergewöhnlichen Stößen wirksam werden, während die häufig auftretenden Zug- und Bremskräfte elastisch übertragen werden. Besonders hohe Traktions-Stoßkräfte brauchen daher nicht in voller Höhe von den gummielastischen Gelenken 25, 27 allein aufgenommen zu werden, nachdem die Gegenanschläge 31.1 an den Tragplatten 6.1 und 6.2 nach einer zulässigen axialen Verformung der gummielastischen Einlagen der Gelenke 25, 27 in Anlage mit den Begrenzungsanschlägen 31 treten. Ferner ist es zweckmäßig, zwischen dem Kuppelarm 6 oder dem Stützarm 23 und dem Drehgestellrahmen 10 wenigstens einen Stoßdämpfer 32 vorzusehen, der insbesondere quer zur Längsrichtung 26 auftretende Bewegungen dämpft. Dadurch werden Querschwingungen der Wagenkästen 1, 2 gemindert.If the joints 25, 27 are formed rubber-elastic, it is expedient to assign the handlebar 24 in the longitudinal direction effective limit stops 31 at a correspondingly dimensioned distance clearance, which are arranged in the longitudinal direction of the arm 24 before the ends of the adjacent cross member 16, 17, wherein the limit stops only be effective in exceptional shocks, while the frequently occurring tensile and braking forces are transmitted elastically. Therefore, particularly high traction impact forces need not be absorbed in their entirety by the rubber-elastic joints 25, 27 alone after the counterstops 31.1 on the support plates 6.1 and 6.2 after permissible axial deformation of the rubber-elastic inserts of the joints 25, 27 in contact with the Limit stops 31 occur. Furthermore, it is expedient to provide at least one shock absorber 32 between the coupling arm 6 or the support arm 23 and the bogie frame 10, which dampens movements which occur in particular transversely to the longitudinal direction 26. As a result, transverse vibrations of the car bodies 1, 2 are reduced.

Bei einer Ausgestaltung eines Gelenkfahrzeugs gemäß der Erfindung, wonach sich zwei Wagenkästen im Bereich ihrer benachbarten Enden auf einem Jacobs-Drehgestell über eine gemeinsame Gelenkkupplung zug- und druckfest gesichert abstützen, erfolgt die Verbindung zum Drehgestell hin über eine einfache Hebel-Anlenkung, deren Lager abgesenkt in den Freiraum zwischen zwei Drehgestell-Querträger verlegt ist.Dabei bilden zusätzliche Queranschläge zwischen Gelenkkupplung und Drehgestell sowie ein Stoßdämpfer für Querkräfte eine stabile, auf die Betriebsbedingungen abgestimmte Verbindungseinrichtung, die unmittelbar der Anlenkung zugeordnet ist und auf die der Drehgestellrahmen besonders abgestimmt ist. Desweiteren sind zwei innerhalb der Langträger 13 angeordnete Wankstützen 37 elastisch an den abgesenkten Mittenquerträgen 16.1 und 17.1 drehelastisch befestigt und über Lenkerstangen mit dem jeweiligen Wagenkasten 1, 2 verbunden. Die Drehgestelle können dabei mit Antriebsmotoren ausgestattet oder als antriebslose Laufdrehgestelle ausgebildet sein, welchen nicht dargestellte Bremseinrichtungen zugeordnet sind.In one embodiment of an articulated vehicle according to the invention, according to which two car bodies in the area of their adjacent ends on a Jacobs bogie via a common joint coupling tensile and pressure resistant secured support, the connection is made to the bogie back via a simple lever linkage, lowered their bearings in the open space between two bogie cross member is laid.Dabei form additional transverse stops between the universal joint and bogie and a shock absorber for lateral forces a stable, tuned to the operating conditions connecting device, which is assigned directly to the linkage and to the bogie frame is particularly tuned. Furthermore, two arranged inside the long beam 13 anti-roll bars 37 are elastically attached to the lowered Mittenquerträgen 16.1 and 17.1 torsionally elastic and connected via handlebars with the respective car body 1, 2. The bogies can be equipped with drive motors or designed as a non-powered bogies, which are associated with brake devices, not shown.

Bei dem Drehgestell 10 mit zugeordneter Gelenkkupplung 5-7 ist gemäß den Fig. 1 bis 3 der gabelförmige Kuppelarm 6 an einer senkrecht stehenden Tragplatte 6.1 an der zugeordneten Quertravese 9 des Wagenkastens 2 festgesetzt, die außerdem einen Gegenanschlag 31.1 für den am abgesenkten Abschnitt 17.1 des Querträgers 17 angeordneten Anschlag 31 trägt. Der Anschlag 31.1 ist vorzugsweise starr und eben ausgeführt, er kann jedoch auch elastisch und ballig sein (Fig.2).Die abgesenkten mittleren Abschnitte 16.1 und 17.1 sind dabei durch beidendiges Abkröpfen des zugehörigen Querträgers 16, 17 erzeugt. Das dem Stützarm 6 abgewandte Lager 27 des Lenkers 24 ist schwenkbar am Gegenlager 27.1 gehalten, das am benachbarten abgesenkten Abschnitt 16.1 des Querträgers 16 auf der dem anderen Querträger 17 gegenüberstehenden Seite befestigt ist. Der Kuppelarm 5 des Kuppelgelenks ist an einer quer zur Längsrichtung 26 des Drehgestells 10 stehenden Tragplatte 5.1 gehalten, die vom Wagenkasten 1 nach unten reicht und einen Gegenanschlag 31.1 für den am benachbarten abgesenkten Abschnitt 16.1 des Querträgers 16 gehaltenen Anschlag 31 aufweist.1 to 3 of the bifurcated dome arm 6 fixed to a vertical support plate 6.1 to the associated transverse traverse 9 of the car body 2, which also has a counter-stop 31.1 for the lowered portion 17.1 of the bogies Cross member 17 arranged stop 31 carries. The stopper 31.1 is preferably rigid and flat, but it may also be elastic and convex (FIG. 2). The lowered central portions 16.1 and 17.1 are produced by bending the associated cross member 16, 17 at both ends. The support arm 6 facing away from bearing 27 of the arm 24 is pivotally supported on the abutment 27.1, which is secured to the adjacent lowered portion 16.1 of the cross member 16 on the other cross member 17 opposite side. The dome arm 5 of the coupling joint is held on a transversely to the longitudinal direction 26 of the bogie 10 support plate 5.1, which extends from the car body 1 down and has a counter-stop 31.1 for the adjacent lowered portion 16.1 of the cross member 16 held stop 31.

Zur Verminderung der Beanspruchung der Querträger 16, 17 aus im Betrieb auftretenden Zug-, Brems- und Stoßkräften sind die beiden Querträger 16, 17 seitlich von der Gelenkverbindung 5, 6, 24 durch je einen Hilfslangträger 13.2 verbunden. Die Anordnung der Hilfslangträger ist dabei so getroffen, daß sie zumindest die abgesenkten Abschnitte 16.1 und 17.1 der Querträger 16 und 17 nach oben überragen. Um dennoch zumindest einen Stoßdämpfer 32 anordnen zu können, ist im betreffenden Hilfslangträger ein Durchbruch 33.1 vorgesehen, durch welchen mit ausreichendem radialen Spiel der Stoßdämpfer 32 hindurchgeführt ist. Mit dem Hilfslangträger 13.2 ist über die Stütze 33 eine Konsolplatte 34 verbunden, an welcher der im wesentlichen zylinderwalzenförmig ausgebildete Stoßdämpfer 32 einendig angelenkt ist, während das andere Ende mit einem Gabelarm des Stützarms 23 gelenkig verbunden ist. Durch die Anordnung des oder der Durchbrüche 33.1 in den Hilfslangträgern 13.2 können dieselben somit in den Wirkungsbereich des Stoßdämpfers 32 abgesenkt werden, so daß sich ein hochstabiler Aufbau des Drehgestells 10 ergibt.To reduce the stress on the cross member 16, 17 from occurring in operation tensile, braking and impact forces are the two cross members 16, 17 laterally from the hinge joint 5, 6, 24 connected by a respective auxiliary longitudinal support 13.2. The arrangement of the auxiliary longitudinal carrier is made so that they project at least the lowered portions 16.1 and 17.1 of the cross member 16 and 17 upwards. In order nevertheless to be able to arrange at least one shock absorber 32, an opening 33.1 is provided in the relevant auxiliary longitudinal beam, through which the shock absorber 32 is passed with sufficient radial play. With the auxiliary longitudinal support 13.2 a bracket plate 34 is connected via the support 33 to which the substantially cylindrical roller-shaped shock absorber 32 is hinged at one end, while the other end is pivotally connected to a fork arm of the support arm 23. By the arrangement of the or the openings 33.1 in the auxiliary longitudinal beams 13.2, the same can thus be lowered into the sphere of action of the shock absorber 32, so that a highly stable construction of the bogie 10 results.

Daneben bieten die Konsolplatten 34 noch die Möglichkeit, daran als Torsionsstäbe ausgebildete Wankstützen 37 festzusetzen, die sich von einer Stütze bis zur anderen Stütze 33 und beidendig darüber hinaus quer zur Längsachse 26 des Drehgestells 10 erstrecken. Dabei sind zwei parallel zueinander verlaufende Wankstützen 37 vorgesehen, die innerhalb der Langträger 13 jeweils mit einem der Wagenkästen 1 und 2 in Eingriff zu bringen sind. Die Wankstützen 37 können jedoch auch über die Langträger 13 des Drehgestells 10 hinaus verlängert sein, wenn die Wagenkastenkonstruktion dies erfordert.In addition, the console plates 34 still offer the possibility to set it as Torsionsstäbe trained anti-roll bars 37 which extend from a support to the other support 33 and both ends beyond transverse to the longitudinal axis 26 of the bogie 10. In this case, two rolling supports 37 extending parallel to one another are provided, which are to be brought into engagement with one of the coach bodies 1 and 2 within the elongate carriers 13. However, the anti-roll bars 37 may also be extended beyond the longitudinal beams 13 of the bogie 10, if the carbody construction so requires.

Claims (26)

  1. A bogie of the Jacobs bogie type with an articulated coupling (5, 6, 7) arranged thereon for the articulated connection of neighbouring carriage bodies (1, 2) of an articulated train, whereby the articulated coupling has coupling elements coupled with spatial mobility, which are each to be fixed to one of the carriage bodies and whereof one coupling element is connected in a swivelling manner via a bearing (27) to the bogie frame (10),
    characterised in that
    the bearing (27) lies in a free space (29) between two transverse bars (16, 17) of the bogie frame (10).
  2. The bogie according to claim 1,
    characterised in that
    the transverse bars (16, 17) lie roughly at the height of or below the plane of the axles (14, 15) of a wheel set (11, 12) mounted respectively adjacent on the bogie frame (10).
  3. The bogie according to claim 1 or 2,
    characterised in that
    the bogie frame (10) has longitudinal bars (13) lowered downwards in the middle section (13.1) and that the transverse bars (16, 17) project downwards beyond the lowered sections (13.1).
  4. The bogie according to claim 1 or any one of the following,
    characterised in that
    the transverse bars (16, 17) are offset downwards in their middle section (16.1, 17.1) with respect to the upper plane of the middle sections (13.1) of the longitudinal bars (13).
  5. The bogie according to claim 1 or any one of the following,
    characterised in that
    there is linked to the bearing (27) a steering arm (24) which lies in the free space (29), and that a support arm (23) pointing downwards and standing in the bogie longitudinal mid-plane is fixed to the articulated coupling (5, 6), the steering arm (24) being linked to said support arm.
  6. The bogie according to claim 5,
    characterised in that
    one of the articulated axles (25, 27) of the steering arm (24) lies in each case in a vertical projection beneath one of the two carriage bodies (1, 2).
  7. The bogie according to claim 5 or 6,
    characterised in that
    the articulated axles (25, 27) of the steering arm (24) run in the horizontal and/or vertical direction.
  8. The bogie according to claim 1 or any one of the following,
    characterised in that
    the articulated axle (7) of the articulated coupling (5-7) lies beneath the plane of the bottom (8) of the carriage bodies (1, 2).
  9. The bogie according to claim 1 or any one of the following,
    characterised in that
    an elastic transverse stop (28) acting transversely to the longitudinal direction (26) is assigned to a coupling arm (6) or a support arm (23) of the articulated coupling (5-7) on the bogie frame (10) on each of both sides of the coupling arm or the support arm.
  10. The bogie according to claim 9,
    characterised in that
    the transverse stops (28) sit centrally on the bogie frame (10) and end with clearance beside the coupling arm (6) or support arm (23).
  11. The bogie according to claim 9 or 10,
    characterised in that
    the transverse stops (28) are held adjustably.
  12. The bogie according to claim 1 or any one of the following,
    characterised in that
    at least one transverse shock absorber (32) is arranged between the coupling arm (6) or the support arm (23) and the bogie frame (10).
  13. The bogie according to claim 1 or any one of the following,
    characterised in that
    the articulations (25, 27) are designed rubber-elastic and that limiting stops (31) acting in the longitudinal direction (26) are assigned to the steering arm (34).
  14. The bogie according to claim 13,
    characterised in that
    the limiting stops (31) are formed on the bogie frame (10, 16, 17) and on one of the coupling arms (5, 6).
  15. The bogie according to claim 1 or any one of the following,
    characterised in that
    the support arm (23) is connected rigidly to a coupling arm (5, 6) of the articulated coupling (5-7).
  16. The bogie according to claim 1 or any one of the following,
    characterised in that
    the transverse bars (16, 17) are cranked downwards in their middle section (16.1, 17.1) and that the counter-bearing (27.1) of the bearing (27) is arranged on one of these sections (16.1) on the side facing the other transverse bar (17).
  17. The bogie according to claim 16,
    characterised in that
    limiting stops (31) pointing towards one another stand on the middle sections (16.1, 17.1) of the transverse bars (16, 17), opposite which limiting stops there lie with clearance counter stops (31.1), one of which is rigidly connected to the coupling arm (6) and/or the support arm (23) and the other to the coupling web (5) of the articulated coupling (5-7).
  18. The bogie according to claim 17,
    characterised in that
    the coupling arm (6) and the coupling web (5) each sit on a bearing plate (6.1, 5.1) standing transversely to the bogie longitudinal axis (26), which bearing plates extend from the respective carriage body (2, 1) up to the respective counter stop (31.1) and carry the latter.
  19. The bogie according to claim 1 or any one of the following,
    characterised in that
    the low-lying transverse bars (16, 17) are connected at the side by the support arm (23) by means of auxiliary longitudinal bars (13.2), which project upwards beyond the lowered sections (16.1, 17.1) of the transverse bars (16, 17).
  20. The bogie according to claim 12 or any one of the following,
    characterised in that
    there is provided in at least one auxiliary longitudinal bar (13.2) an opening, through which a shock absorber (32) is passed with sufficient radial clearance.
  21. The bogie according to claim 20,
    characterised in that
    the transverse shocker absorber (32) is linked at one end to a bracket plate (34) provided on the respective auxiliary longitudinal bar (13.2) or on the assigned support (33), whereby the support (33) is arranged to the side of the respective auxiliary longitudinal bar (16.1, 17.1) on the side facing away from the support arm (23)
  22. The bogie according to claim 21,
    characterised in that
    a bracket plate (34) is fixed in each case to the auxiliary longitudinal bar (13.2) and that rocker supports (37) for the neighbouring carriage bodies (1, 2) are fixed to the bracket plates (34).
  23. The bogie according to claim 22,
    characterised in that
    the rocker supports (37) are guided upwards to the assigned carriage body (1, 2) on the inside or the outside close beside the longitudinal bars (30) of the bogie (10).
  24. The bogie according to claim 9 or any one of the following,
    characterised in that
    the transverse stops (28) are fixed by means of brackets (34) to the auxiliary longitudinal bars (13.2) and stand laterally with clearance beside the fork arms of the coupling arm (6).
  25. The bogie according to claim 22 or any one of the following,
    characterised in that
    the rocker supports (37) are guided upwards between the longitudinal bars (13).
  26. An articulated vehicle with at least two carriage bodies (1, 2), the neighbouring ends of which on the one hand rest on a bogie frame (10) of a common Jacobs bogie and which on the other hand are connected together by means of an articulated coupling (5, 6, 7), and with a linkage between the bogie and a coupling arm (6) of the articulated coupling, said coupling arm being fixed to a carriage body, whereby there is fixed to the articulated coupling a support arm (23) pointing downwards and standing in the bogie longitudinal mid-plane, to which support arm there is linked an at least approximately horizontally lying steering arm (24), which on the other hand is linked to a transverse bar (16) of the bogie,
    characterised in that
    the bogie is designed according to claim 1.
EP97115383A 1996-09-21 1997-09-05 Linkage between vehicle bodies and bogie for a Jacobs-type bogie Expired - Lifetime EP0831003B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19638763 1996-09-21
DE19638763A DE19638763C2 (en) 1996-09-21 1996-09-21 Bogie connection for Jacobs bogies

Publications (3)

Publication Number Publication Date
EP0831003A2 EP0831003A2 (en) 1998-03-25
EP0831003A3 EP0831003A3 (en) 1999-12-22
EP0831003B1 true EP0831003B1 (en) 2004-12-29

Family

ID=7806461

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97115383A Expired - Lifetime EP0831003B1 (en) 1996-09-21 1997-09-05 Linkage between vehicle bodies and bogie for a Jacobs-type bogie

Country Status (5)

Country Link
EP (1) EP0831003B1 (en)
AT (1) ATE285921T1 (en)
DE (2) DE19638763C2 (en)
ES (1) ES2235207T3 (en)
PT (1) PT831003E (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2500233A1 (en) 2011-03-16 2012-09-19 Bombardier Transportation GmbH Rail vehicle unit with a traction linkage
EP3159236B1 (en) 2015-10-23 2019-03-20 ALSTOM Transport Technologies Railway vehicle having a lowered bogie

Families Citing this family (9)

* Cited by examiner, † Cited by third party
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DE10153460A1 (en) * 2001-10-30 2003-05-22 Voith Turbo Scharfenberg Gmbh Railcar or wagon coupling offers lengthways maneuvrability via destructive buffer to guard against overloading of cars and coupling forks and bolt lashing.
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FR2885339B1 (en) * 2005-05-09 2007-06-15 Alstom Transport Sa ARTICULATED TRAIN RAME AND CAR FOR CONSTITUTING SUCH RAME
EP1897776B1 (en) 2006-09-06 2019-04-03 ALSTOM Transport Technologies Bogie
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FR3042768B1 (en) 2015-10-23 2018-01-12 Alstom Transport Technologies RAILWAY VEHICLE COMPRISING AT LEAST ONE LOWER BOGIE
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EP3159236B1 (en) 2015-10-23 2019-03-20 ALSTOM Transport Technologies Railway vehicle having a lowered bogie

Also Published As

Publication number Publication date
ATE285921T1 (en) 2005-01-15
DE19638763A1 (en) 1998-03-26
PT831003E (en) 2005-04-29
EP0831003A3 (en) 1999-12-22
EP0831003A2 (en) 1998-03-25
DE19638763C2 (en) 2001-02-15
DE59712145D1 (en) 2005-02-03
ES2235207T3 (en) 2005-07-01

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