EP0941191B1 - Rolling mechanism for rail vehicle - Google Patents

Abstract

The invention relates to a rolling mechanism for a rail vehicle with at least two pairs of wheels (12-15) arranged opposite each other and at right angle to the direction of travel, and rigidly connected with each other by means of one axle each (10, 11). To improve riding properties, lower wear on the axles and rails, permit the raising of vehicle weight and simultaneously create a compact structure, the sliding tracks (16-19) of two wheels (12-15) of one pair located behind each other in the direction of travel are arranged on a common lateral axle (S) in the rolling mechanism frame (5) and controlled desmodromically by a symmetrical control system. This type of rolling mechanism is fitted to a rail vehicle consisting of at least two carriages, which allows for the creation of maximum passenger space and for carriages to be connected by a passageway as short as possible with a low-level floor, whereby the bodies of adjoining carriages are supported on the opposite ends of the frame of the rolling mechanism.

Description

The invention relates to a chassis for a articulated train, which in hinge points the train is arranged, in particular for a metro vehicle, with at least two transverse to Direction of travel opposite pairs of wheels, each with an axle are rigidly connected to each other, each wheel in a substantially horizontal Cross axis pivotable rocker is resiliently mounted. Furthermore, this concerns Invention a rail vehicle consisting of at least two, preferably by means of one spherical joint connected to each other, forming a carriage set with at least such a chassis.

A chassis of the type mentioned above with a swing arm mounting of the wheels goes among other things from EP-318 922 B1. In this known chassis for railway vehicles each wheel can be swiveled around a horizontal transverse axis on a frame of the chassis. The primary suspension of the chassis is carried out by two different ones Distances from the pivot axis arranged springs, each with one end are supported on the rocker and at the other end against the chassis frame. The Spring constants of these springs are chosen so that the pivot axis of the rocker is torque-free is. One advantage of this design is the more compact design of the primary suspension, however, a larger number of mechanical components, e.g. B. two springs per wheel, required.

EP-687 613 A1 also discloses a articulated train in which two lie opposite one another arranged idler wheels on a rocker each pivotable about a horizontal transverse axis are mounted on a common frame, each rocker with that of the pivot axis opposite end is resiliently supported on the frame. This arrangement is for designed for use in a tram set with the lowest possible floor height. By the use of idler gears is this construction compared to running gear with Wheels rigidly connected via axles.

The post-published, but pre-registered DE 195 48 437 C1 describes a biaxial Rail vehicle bogie for special vehicles, but not for a articulated train. The Both wheel axles are supported here by swinging in the middle between the wheel bearings the wings on each side of the chassis are supported by a contra-angle to a common one Main spring off. Any kind of forced control or symmetrical control not provided.

AT E 111 401 T1 reveals a bogie for local rail vehicles, the independent, i.e. has wheels that are not connected in pairs via axles. The Swinging of the wheels are not mounted on a common joint axis, but on axes, which are located in front of or behind the transverse symmetry plane of the bogie. This The bogie is obviously not intended for a articulated train, and it has no symmetrical control on.

The US 3,521,569 A is a bogie for a train, but not for a articulated train too remove, in which an attempt is made to achieve a particularly small wheel diameter. Therefore, for the purpose of good weight distribution, two out of four wheels on one side mounted on a swivel frame, and both swivel frames are mutually balanced pivotable. Symmetrical control is not provided.

A special feature of the bogie that has become known from US Pat. No. 5,222,442 is the primary spring designed as a torsion bar. The wings, over which the wheels on both sides Bogies are mounted, do not have a common pivot axis; a symmetrical or Forced control is not available.

The bogie described in DE 23 13 887 A is designed as a conventional Jacobs frame and has neither a symmetrical control nor a common pivot axis of the wheel swing arm.

The chassis according to EP 0 129 772 A2 has an independent wheel suspension without symmetrical control. The wheel arms on both sides are at a distance from each other on both sides Cross-plane symmetry stored.

From US 4,356,775 a two-axle chassis for railway cars emerges, whereby this chassis always only one car, but not - as with a articulated train - two Carriage is assigned at the same time.

WO 96/08402 also shows a chassis for railroad cars, which also always only the weight of one car, but not the weight of two neighboring cars should support how this applies to a articulated train. There is also a controller in this document shown, which aims the wheel axles of a bogie to the track arch in radial Direction. On the problem of the position of a chassis, that of a articulated train is naturally not included in this document.

The object of the present invention is therefore to provide a chassis in which while achieving better running characteristics and lower axle or rail loads optimal use of space in the undercarriage area and simple and inexpensive production is possible. Another object of the invention is a articulated train, in particular a metro rail vehicle, in which a chassis with the properties listed above is provided in this way is that as much passenger space as possible is made available and between the individual Trolleys with a simple construction are as wide and accordingly short as possible Passage can be created.

The first of the above objects is achieved in that the Swing of two wheels of a pair arranged one behind the other in the direction of travel on one common transverse axis located centrally between the wheels and above their axes of rotation are stored in a chassis frame and the chassis frame by means of a symmetrical control is positively controlled. This arrangement makes it space-saving and simple Solution found, which is also characterized by particularly good running properties and can be realized mechanically with a comparatively small number of parts. In particular, due to the small center distance to an active or passive radial position the wheels are dispensed with, so that the wear resulting from the radial position largely can be avoided. As is known per se from the railroad sector, there is little Wheelbase of the wheels is unfavorable for the smooth running of a bogie. With the objective The arrangement according to the invention can, however, achieve this small wheel base by means of positive control the chassis by means of a symmetrical control with particularly good running properties in In connection with self-centering of the wheel sets can be used successfully. A Spring damping unit of the primary spring stage can be used in this swing arm mounting in the plane of the wheel can be provided radially outside of the same, which in addition to the wheel space for other necessary units or components or for use as freight or passenger space remains free. So can advantageously between the wings of the opposite Vehicle sides of the floor are lowered particularly far.

In a preferred embodiment of the undercarriage according to the invention, the wings are supported against each other by at least one spring damping stage and the spring damping stage is designed to absorb forces in the longitudinal direction of the vehicle. Thereby the primary suspension can be implemented mechanically with just a few parts, as for both Swinging only a single spring damping stage is required. Furthermore, the place between the swingarms used efficiently for the primary suspension, so that chassis areas, which are usually reserved for the primary suspension, for other purposes, e.g. B. a drive can be used.

According to another feature of the invention, each rocker is generally in shape a two-armed angle piece, the transverse axis being provided in the angular region is at the free end of a first arm the wheel axle and at the free end of the second arm the at least one spring damping unit for influencing the mutual Swiveling of the rockers is supported, two rockers on each side of the chassis over one formed by the angular ranges of the rockers and one axle bolt each Hinge joint are mounted on the frame. This construction results in a small one Space required for the undercarriage and allows the usable wagon volume to be expanded up to just above the wheels. In addition, the spring damping unit of the primary suspension be kept relatively small and compact.

According to an advantageous embodiment of the invention, the chassis according to one of the previous paragraphs also designed as a drive chassis and is at least one wheel, preferably each wheel, drivingly connected to a motor-gear unit, the Motor-transmission unit on the outside of the chassis frame facing away from the assigned Wheel is arranged. This is one of the ones already mentioned for engine undercarriages Chassis construction that realizes advantages is possible due to the space-saving arrangement the motor-gearbox units on the outside of the wheel the space between the wheels as a passenger compartment or for other purposes, e.g. B. can be used for disc brakes. In this arrangement there is also the possibility of the drives without dismantling the chassis waiting.

According to a further feature of the invention, the motor-gear unit is resilient on the Frame supported or suspended and with the wheel axle via a radially movable coupling connected. This construction results in an advantageous reduction in the unsprung mass also for power units. Furthermore, it has proven to be advantageous if each motor-gear unit either with small power sizes in the area within the wheel circumference or upwards and inclined in the direction of the swivel axis for larger outputs is arranged, as a result of which a particularly space-saving arrangement of the drives and accordingly it is possible to enlarge the passenger compartment in the area of these drives.

Compared to all forces acting on the chassis and the wheels safely and on track leading construction give the features that the undercarriage consists of at least two continuous panels are formed in sections over the chassis length and width, which are arranged one above the other at a distance and connected to one another by vertical webs are. This can be a particularly usable space for the transport or passenger area providing construction can be achieved if the entire chassis frame, below the level of the transverse axis, preferably below the level of the wheel axles, located.

Stable running of the wheels with a short wheelbase, especially when driving straight ahead and cornering, is according to the invention by the compulsory symmetrical control of the chassis frame enables, which in the context of the present invention by a special Design of the chassis is achieved, in which in the region of the transverse axis Chassis frame at a distance from the median longitudinal plane on each side of the chassis The longitudinal direction of the link is articulated, the one facing away from the longitudinal center of the chassis Ends of these two links are articulated with a cross member that with a body is connectable and one on the opposite in the longitudinal direction Side of the chassis extending longitudinal continuation with the subsequent car body is connectable. This makes simple symmetrical and positive control of the Given chassis, in which the wheels are always in the bisector between the two connected car bodies are set.

An articulated train according to the invention consisting of at least two, preferably by means of a spherical one Articulated, forming a train set, is with the already specified Effects and advantages characterized in that at least one undercarriage according one of the preceding paragraphs is provided in the connection area of two cars.

To evenly distribute the load on the suspension of the undercarriage, even when strong Achieving different loads in adjacent wagons is according to another Feature of the invention at each end of the chassis, a car body of the adjoining Carriage supported by a secondary suspension. The chassis frame works thereby as a kind of balance beam, which is supported by the transverse axes and the primary suspension is.

Advantageously, the wheels, rails and suspension are less stressful to achieve Running the rail vehicle a chassis with the one already described above Symmetrical control is provided and a car body is articulated with the cross element connected to which the longitudinally extending links are articulated, and the adjoining car body at the opposite end of the chassis with the longitudinal extension connected to the cross element. The longitudinal continuation is preferably across a Direction of travel aligned, pivotable in a horizontal plane intermediate lever or via a sliding guide aligned in the longitudinal direction of the car with the adjoining car body connected, whereby a simple longitudinal compensation for the symmetry control can be realized is.

Fig. 1

eine Seitenansicht eines Schienenfahrzeuges mit einem Fahrwerk gemäß der Erfindung,

Fig. 2

eine Draufsicht auf das Fahrwerk in der Ausführung als Triebfahrwerk,

Fig. 3

eine Seitenansicht des Fahrwerks gemäß Fig. 2,

Fig. 4

eine Teilansicht des Fahrwerkes gemäß Fig. 2 von vorne,

Fig. 5

eine Ausführungsvariante des Fahrwerks gemäß Fig. 2 in einer vereinfachten Darstellung von oben und

Fig. 6

die Ausführungsvariante von Fig. 4 in einer vereinfachte Darstellung von der Seite.

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

Fig. 1

a side view of a rail vehicle with a chassis according to the invention,

Fig. 2

a plan view of the undercarriage in the execution as a powered undercarriage,

Fig. 3

3 shows a side view of the undercarriage according to FIG. 2,

Fig. 4

2 shows a partial view of the undercarriage according to FIG. 2 from the front,

Fig. 5

a variant of the chassis according to FIG. 2 in a simplified representation from above and

Fig. 6

4 in a simplified representation from the side.

For the time being, reference is made to FIG. 1, in which a chassis 1 according to the invention It can be seen which one preferably consists of two car bodies in the connection area at least two articulated carriages 2, 3 existing articulated train 4 is provided. The carriages 2, 3 are in the formation of a articulated train with the chassis according to the invention Coupled together via a (not shown) preferably spherical joint. The vehicle can, for example, have a driven unit at the end, for example a locomotive or a power car, as well as a number articulated between them have connected wagons. Of course, alternatively or additionally, at least one Undercarriage with powered not provided on the end carriage of the train set Be equipped wheels, as shown in Figures 2 to 4.

The articulated connection between the ends of successive carriages advantageously provides a spherical joint, which is located in the central area or in the middle of the Passage in the vertical longitudinal median plane of the rail vehicle and advantageously the car is below the ground level. The spherical joint can, for example according to the European patent EP 0 559 635 B from the applicant or according to another variant be designed as a spherical bearing.

The chassis 1 is according to the invention as a so-called double-axle chassis with two wheelsets arranged in pairs, their wheels arranged opposite one another Are rigidly connected to each other via axes, so that the self-centering known per se the wheelsets are done. The exact design of the undercarriage is referred to below on the accompanying figures 2 to 4 and 5 u. 6 explained in more detail.

The undercarriage 1 has a undercarriage frame 5, which is formed by two superposed, congruent plates is formed, which are welded together via vertical webs are. This construction allows an inexpensive to manufacture, yet sufficiently rigid frame can be produced, which also has a compact design a low floor height allowed.

In order to guide the or each car body relative to the chassis, 5 frames are in the frame 6, 7 provided for a guide pin projecting downward from the car body. To absorb lateral forces in these receptacles 6, 7 spring elements on both sides 8, 9 arranged, e.g. B. rubber elements.

Above the frame 5 there are two axes 10, 11 running transversely to the direction of travel, which rigidly connect two wheels 12, 13 and 14, 15 to each other. The wheel axles 10, 11 are rotatable on both sides of the chassis 1 about their horizontal axis R1, R2 Swing arm 16, 17, 18, 19 mounted, two each arranged one behind the other in the direction of travel Swing 16, 18 and 17, 19 each pivotable about a common horizontal transverse axis S. the frame 5 of the chassis are mounted. In the exemplary embodiment in FIGS. 2 to 4 have the rockers 16, 17, 18 extending on both sides of the wheels 12, 13, 14, 15 fork-like Arms (see FIG. 2), whereas in the embodiment variant according to FIGS. 6 the rockers in the area of the wheels are formed by simple arms, which are preferably attached are arranged on the inside of the wheel (see FIG. 5). The linkage of the wings 16, 18 and 17, respectively 19 is carried out on the frame 5 in both variants by means of one along each Transverse axis S arranged transverse bolt 20, 21, the rockers 16, 18 and 17, 19 are formed at their articulation points in such a way that they are connected to the bolt 20 or 21 each form a so-called hinge joint.

The wings 16, 17, 18, 19 - viewed from the side - are angular, wherein the axes of rotation R1, R2 of the wheels 12, 13, 14, 15 at or near the free end of a first Angular arm of the associated rocker 16, 17, 18, 19 are arranged and the bolts 20, 21 of the transverse axis S is provided in the area of the angle of the associated rockers 16, 17, 18, 19 are. The transverse axis S is above the level of the wheel axes for reasons of stability 10, 11 arranged so that the first angle arm with respect to the swing arm axis the horizontal is inclined slightly downwards in the direction of the wheel axis.

Due to the common swing arm mounting on each side of the chassis, a particularly and weight-saving primary suspension variant. The one behind the other Swing 16, 18 and 17, 19 are each with a horizontal force absorbing Spring damping stage 22, 23 provided, which are arranged at a distance above the bolts 20, 21 and on the upwardly projecting angle arms of the associated rockers 16, 18 and 17, 19 is supported. In the embodiments shown, the suspension by a steel spring that is under pressure and the damping by one in the steel spring nested oil pressure damper formed. Within the scope of the present invention However, any type of spring and damping element can be used, for example in each case at least one rubber block, one or more spiral or stressed train Coil springs or functionally equivalent elements, which are used as primary suspension can be. Combinations of these elements are also possible.

Due to the chassis design according to the invention, not one car can do one or the other load other spring more than the other car loads its springs, rather the load evenly distributed on all springs, since the chassis frame 5 from the transverse axes 20, 21 how a balance beam is carried.

In the engine chassis variant shown in FIGS. 2 to 4, both axles are 10, 11 driven by a unit 24, 25 consisting of a motor and a transmission connected. The units 24, 25 are diagonally opposite on the outside of the wheels 12, 15 arranged. In an embodiment not shown here, however, there is also Possibility to provide all four wheels 12, 13, 14, 15 with a drive. This variant with Four driven wheels is particularly preferred for metro undercarriages since there is a good one Starting behavior results. Advantageously, the chassis according to the invention Kind one of the wheel axle 10, 11 upwards and in the direction of the axle bolts 20, 21 inclined arranged motor used with a gear arranged underneath, which has a Coupling not shown is connected to the axis 10, 11. For unsprung masses To avoid as far as possible, the engine and gearbox are suspended in a vertical direction arranged.

On the axles 10, 11 of the undercarriage, furthermore, between the wheels 12, 13 and 14, 15 each a brake disc 26, 27 is provided, some of which are provided in a recess provided for this purpose the frame 5 is included. On the frame 5 for each brake disc 26, 27 a brake unit 28, 29 arranged with brake calipers. Brake units of this type are Known to those skilled in the art and are not explained in more detail here. With alternative versions of course there is also the possibility of several brake discs for each axis or to provide a so-called wheel disc brake, in which the brake units are applied directly the swingarms are mounted and the wheels are provided with a brake disc on each side are. In addition, especially with high vehicle weights and / or for high speeds, can one or more, usually two or four magnetic rail brakes be provided.

The car body of cars 2, 3 rest on the frame of the secondary suspension Undercarriage 1. For this purpose, at the front and rear ends of the undercarriage 1 Air springs 30, 31, 32, 33 are arranged on both sides of the longitudinal center plane.

To ensure a smoother and gentler run, especially when cornering a so-called symmetry control is provided in the chassis 1, in which the chassis 1 always in the bisector between the longitudinal axes of the two of him wagon 3, 4 is aligned. This control mechanism is preferably after European patent EP 0 585 211 B1 of the applicant and essentially comprises two parallel trailing arms 34, 35, which have one end in the area of the chassis longitudinal center and at a distance from the longitudinal center plane on the frame 5 about a vertical axis are pivotably articulated and are directed forward in the direction of travel. With the other The trailing arms 34, 35 are hinged at the end to a connecting cross element 36, which for absorbing longitudinal forces via a connecting device with the one above Car body is articulated. Furthermore, the cross element 36 has a longitudinal continuation 37, which in the example shown by two spaced apart, essentially parallel elongated elements is formed, the same distance from the Longitudinal center of the chassis like the connecting device 36 but on the opposite side of the chassis are connected to one another via a connecting device 38. The connection device 38 is arranged transversely to the direction of travel and in a horizontal direction Level pivotable intermediate lever 39 or a (not shown) in the middle of the car arranged and aligned in the longitudinal direction of the slide with the associated Car body connected. The intermediate lever 39 and the sliding guide accomplish the Longitudinal compensation between the car bodies required for symmetrical control. Instead of those described above can, of course, also within the scope of the present invention all other symmetrical controls known to the person skilled in the art are used become.

Claims (14)

1. Running gear (1) for an articulated train (4) being disposed in articulated points of the train, in particular for a Metro vehicle, with at least two opposite-facing pairs of wheels (12, 13, 14, 15), transversely disposed with respect to the direction travel, and mutually connected in each case in a rigid manner by means of an axle (10, 11), wherein each wheel (12, 13, 14, 15), is mounted in a resilient manner in an oscillating crank (16, 17, 18, 19) , the said crank being able to pivot about a substantially horizontal transverse axis (S),
   characterised in that
   the oscillating cranks (16, 17, 18,19) of two wheels (12, 13, 14, 15) disposed one behind the other with respect to the direction of travel of a pair on a common transverse axis (S) lying in the centre between the wheels and above the axes of rotation (R1, R2) are mounted in a running gear frame (5) and the running gear frame (5) is constrained by means of a symmetry-control device.
2. Running gear (1) in accordance with claim 1, characterised in that the oscillating cranks (16, 17, 18, 19) are supported against one another by means of at least one spring suspension/damping stage (22, 23) and the spring suspension/damping stage (22, 23) is equipped in such a way as to absorb forces in the longitudinal direction with respect to the vehicle.
3. Running gear (1) in accordance with claim 1 or 2 characterised in that each oscillating crank (16, 17, 18, 19) is substantially embodied in the form of a two-armed angled piece, wherein the transverse axis (S) is provided in the region of the angle and supported on the free end of a first arm of the wheel axis (R1, R2) and provided on the free end of the second arm is at least one spring suspension/damping stage (22, 23) for the purpose of influencing the horizontal pivoting movement of the oscillating cranks (16, 17, 18, 19), wherein in each case two oscillating cranks (16, 17, 18, 19) are mounted on a side of the running gear onto the frame by way of a hinged joint formed by the region of the angle of the oscillating cranks (16, 17, 18, 19) and an axis pin (20, 21).
4. Running gear (1) in accordance with claims 1 to 3 characterised in that it is embodied in the form of a driven running gear (1) and at least one axle (10, 11) and/or one wheel (12, 13, 14, 15) preferably every axle and/or every wheel, is connected to a motor gear unit (24, 25) in such a manner as to drive said wheel, and the motor-gear unit and/or motor gear units (24, 25) is/are disposed on the outer side, remote from the running gear frame, of the allocated wheel (12, 13, 14, 15).
5. Running gear (1) in accordance with claim 4 characterised in that the motor gear unit (24, 25) are supported or suspended in a resilient manner on the running gear frame (5) and said motor gear unit is connected with the wheel axle (10, 11) by a coupling which can move in a radial direction.
6. Running gear (1) in accordance with claim 4 or 5 characterised in that each motor gear unit (24, 25) is disposed either in the region within the wheel perimeter or extending in an inclined manner upwards and in the direction of the oscillating crank transverse axis (S).
7. Running gear (1) in accordance with claim 5, 6 or 7 characterised in that on the wheel axle (10, 11) in the region between the wheels (12, 13, 14, 15) is disposed at least one brake disc (26, 27) and on the running gear frame (5) at least one allocated brake unit (28, 29).
8. Running gear (1) in accordance with one of the preceding claims 1 to 7 characterised in that the running gear frame (5) is formed out of two plates which extend at least partially over the length and width of the running gear, which plates are disposed at a distance one above the other and are connected together by vertical cross pieces.
9. Running gear (1) in accordance with one of the claims 1 to 8 characterised in that the entire running gear frame (5) is situated below the level of the transverse axis (S), preferably below the level of the wheel axes (R1, R2).
10. Running gear (1) in accordance with one of the claims 1 to 9 characterised in that a connecting rod (34, 35) extending in the longitudinal direction is coupled on each side of the running gear in the region of the longitudinal axis with respect to the running gear and/or the transverse axis (S) of the oscillating crank on the running gear frame (5) at a distance from the centre of the longitudinal plane, wherein the ends of these two connecting rods (34, 35) remote from the running gear longitudinal centre are connected to a horizontal transverse element (36) in an articulated manner, said transverse element being connectable to a superstructure and comprising a longitudinal continuation (37, 38) extending to the opposite-facing side of the running gear (1) in the longitudinal direction, which continuation can be connected to the following-on superstructure.
11. Articulated train (4) consisting of a minimum of two carriages (2, 3), preferably connected by means of a spherical joint, forming a train formation
    characterised in that
    at least one running gear (1) in accordance with one of the claims 1 to 10 is disposed in the connection region of two carriages (2, 3) each with one superstructure.
12. Slide way (4) in accordance with claim 11, characterised in that on each running gear-end, a superstructure of the carriages which are connected to one another (2, 3) is supported by way of a secondary suspension, e.g. two air springs disposed opposite one another at a distance from the centre of the longitudinal plane (30, 31, 32, 33).
13. Articulated train (4) in accordance with claim 11 or 12, characterised in that, for the purposes of symmetry-control of the running gear (1), a superstructure is connected in an articulating manner to the transverse element (36), to which the connection rods (34, 35) extending in a longitudinal direction, are coupled and that the connected superstructure is connected on the opposite-facing running gear-end to the longitudinal continuation (37, 38) of the cross piece (36).
14. Articulated train (4) in accordance with claim 13 characterised in that the longitudinal continuation is formed from at least one, preferably two elements (37, 38) extending in a longitudinal direction and disposed at a distance from one another, which elements are connected to one another by means of a transverse connector (39) in a rigid manner, which transverse connector is connected to the next superstructure by an intermediate lever (40), said lever being aligned transversely with respect to the direction of travel and being pivotable in a horizontal plane or a slide way aligned in a longitudinal direction with respect to the carriage with the successive superstructure .

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