EP1771326B1 - Articulation de bogie servant a ameliorer la conduite sur des traces a courbure modifiee - Google Patents

Articulation de bogie servant a ameliorer la conduite sur des traces a courbure modifiee Download PDF

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Publication number
EP1771326B1
EP1771326B1 EP05758889A EP05758889A EP1771326B1 EP 1771326 B1 EP1771326 B1 EP 1771326B1 EP 05758889 A EP05758889 A EP 05758889A EP 05758889 A EP05758889 A EP 05758889A EP 1771326 B1 EP1771326 B1 EP 1771326B1
Authority
EP
European Patent Office
Prior art keywords
undercarriage
far
wka
rail vehicle
vehicle body
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.)
Active
Application number
EP05758889A
Other languages
German (de)
English (en)
Other versions
EP1771326A1 (fr
Inventor
Martin Mongold
Stefan Greiner
Gerhard Kaserer
Robert Braun
Martin Josef Lechner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG Oesterreich
Original Assignee
Siemens Transportation Systems GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Transportation Systems GmbH and Co KG filed Critical Siemens Transportation Systems GmbH and Co KG
Priority to PL05758889T priority Critical patent/PL1771326T3/pl
Publication of EP1771326A1 publication Critical patent/EP1771326A1/fr
Application granted granted Critical
Publication of EP1771326B1 publication Critical patent/EP1771326B1/fr
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Anticipated expiration legal-status Critical

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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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles

Definitions

  • the invention relates to a rail vehicle in which a car body is coupled via at least one handlebar with a chassis in the vehicle longitudinal direction.
  • a rail vehicle of the type mentioned is for example from the DE 298 12 001 U1 known.
  • chassis Under a chassis are understood in the present context driven as well as non-powered trolleys with two or four wheels that can be connected in pairs by a wheelset or run as a loose wheels.
  • the head ends of the chassis frame are located in or against the direction of travel of the rail vehicle located end portions of the chassis frame.
  • An advantageous variant of the invention provides that at least one damping device is arranged on each axle of the chassis frame.
  • chassis frame at each of its head ends on a head carrier, each head carrier is connected via at least one damping device to the car body.
  • the car body can advantageously be connected via two with respect to the longitudinal center line of the chassis substantially symmetrically arranged handlebars with the chassis.
  • the damping device may be formed as a hydraulic, pneumatic or hydropneumatic damper.
  • a rail vehicle SCH has a landing gear FAR with a chassis frame and a car body WKA.
  • the chassis FAR or the chassis frame is coupled via at least one link - in the embodiment shown here via two links LE1, LE2 - with the car body WKA in the vehicle longitudinal direction L.
  • the projection of the longitudinal extent of the links LE1, LE2 in the rail plane is substantially parallel to the vehicle longitudinal direction L.
  • chassis FAR has a chassis frame with longitudinal or axle beams AT1, AT2, AT3, AT4 and arranged between them Traverse TRA.
  • the Traverse TRA can be designed for example as a frame and in the case of a driven chassis FAR carry a drive.
  • the links LE1, LE2 are connected at their chassis-side end to the traverse TRA, wherein the links LE1, LE2 are arranged with respect to the longitudinal center line ⁇ of the chassis FAR substantially symmetrical to each other.
  • the chassis FAR is located in areas of the head ends KO1, K02 of its chassis frame via damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 whose Stilwirkcardiskomponenten preferably lie in a plane parallel to the rail plane and transverse to the direction of travel F. run or arranged obliquely in space, directly connected to the car body WKA.
  • a damper here is the largest, from a vectorial decomposition of the effective direction of the built-in damper according to a laid down by the chassis FAR orthogonal coordinate system whose origin coincides with the center of the respective damper considered, understood component.
  • Each damping device DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 is thus arranged so that it acts primarily in a plane parallel to the rail plane transverse to the direction of travel F.
  • the Hauptwirk therapiesskomponenten all damping devices lie substantially in a common plane.
  • the main working directions of the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 can thus extend both in a plane parallel to the rail plane and obliquely in the space between the chassis frame and the car body WKA.
  • the main components of the direction of rotation of the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 run in a plane parallel to the rail plane substantially normal to the direction of travel F of the rail vehicle SCH.
  • the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 are preferably designed as hydraulic, pneumatic or hydropneumatic dampers known per se, the damping properties of the dampers DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 can be designed for the moments which are determined by the arrangement and design of the links LE1, LE2.
  • damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 are arranged symmetrically with respect to one another with respect to a plane E 'extending normal to the longitudinal center line ⁇ of the chassis FAR, in order to achieve the most uniform possible force reduction over the entire length Suspension FAR to ensure and minimize the load peaks occurring.
  • axle carrier AT1, AT2, AT3, AT4 are connected to each other via two hereinafter referred to as head cross member KT1, KT2 cross member.
  • the two head cross beams KT1, KT2 are in this case connected via a respective damping device DE1, DE2 directly to the car body WKA.
  • the two damping devices DE1, DE2 are arranged so that they act in the manner described above transversely to the direction of travel F.
  • the vehicle has a substantially H-shaped chassis frame, wherein the chassis frame is connected at each of its free ends via at least one damping device DE3, DE4, DE5, DE6 to the car body WKA.
  • each of the axle carrier AT1, AT2, AT3, AT4 is connected directly at its free ends to the car body WKA via a damping device DE3, DE4, DE5, DE6.
  • damping devices DE3, DE4, DE5, DE6 are fastened with their chassis-side ends to the outer sides of the axle carriers AT1, AT2, AT3, AT4 running parallel to the direction of travel F.
  • spring elements ZF1, ZF2, ZF3, ZF4 interacting with the traverse TRA of the chassis FAR may be provided on the vehicle body WKA in order to influence the unscrewing of the chassis FAR relative to the vehicle body WKA.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)

Claims (8)

  1. Véhicule sur rail(s) (SCH) dans lequel une caisse (WKA) est couplée à un mécanisme de roulement (FAR) dans le sens longitudinal du véhicule (L) par l'intermédiaire d'au moins une barre de liaison (LE1, LE2), caractérisé en ce que le mécanisme de roulement (FAR), dans des zones de tête (KO1, KO2) de son châssis, est relié à la caisse (WKA) à chaque fois par l'intermédiaire de dispositifs d'amortissement (DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, DE10) dont les composantes d'action principale sont situées chacune dans un plan parallèle au plan du ou des rails et s'étendent transversalement par rapport au sens de marche (F) ou en oblique dans l'espace compris entre le châssis de mécanisme de roulement et la caisse (WKA), les dispositifs d'amortissement (DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, DE10) étant disposés symétriquement les uns par rapport aux autres par rapport à un plan (E') normal à la médiane longitudinale (λ) du mécanisme de roulement (FAR).
  2. Véhicule sur rail(s) selon la revendication 1, caractérisé en ce qu'est disposé, au niveau de chaque support d'essieu (AT1, AT2, AT3, AT4) du châssis de mécanisme de roulement, au moins un dispositif d'amortissement (DE3, DE4, DE5, DE6, DE7, DE8, DE9, DE10).
  3. Véhicule sur rail(s) selon la revendication 1 ou 2, caractérisé en ce que le châssis de mécanisme de roulement présente un porte-tête (KT1, KT2) en chacune de ses zones de tête (KO1, KO2), chaque porte-tête (KT1, KT2) étant relié à la caisse (WKA) par l'intermédiaire d'au moins un dispositif d'amortissement (DE1, DE2).
  4. Véhicule sur rail(s) selon l'une des revendications 1 à 3, caractérisé en ce que sont prévus, sur la caisse (WKA), des éléments élastiques supplémentaires (ZF1, ZF2, ZF3, ZF4) qui coopèrent avec une traverse (TRA) du mécanisme de roulement (FAR).
  5. Véhicule sur rail(s) selon l'une des revendications 1 à 4, caractérisé en ce que la caisse (WKA) est reliée au mécanisme de roulement (FAR) par l'intermédiaire d'au moins deux barres de liaison (LE1, LE2) disposées sensiblement symétriquement entre elles par rapport à la médiane longitudinale (λ) du mécanisme de roulement (FAR).
  6. Véhicule sur rail(s) selon l'une des revendications 1 à 5, caractérisé en ce que les dispositifs d'amortissement (DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, DE10) se présentent sous la forme d'amortisseurs hydrauliques, pneumatiques ou hydropneumatiques.
  7. Véhicule sur rail(s) selon la revendication 1, caractérisé en ce qu'est disposé, au niveau d'au moins deux supports d'essieu (AT1, AT2, AT3, AT4) du châssis de mécanisme de roulement, au moins un dispositif d'amortissement (DE3, DE4, DE5, DE6, DE7, DE8, DE9, DE10).
  8. Véhicule sur rail(s) selon l'une des revendications 1 à 4, caractérisé en ce que la caisse (WKA) est reliée au mécanisme de roulement (FAR) par l'intermédiaire d'au moins une barre de liaison disposée dans un plan situé dans la médiane longitudinale (λ) du mécanisme de roulement (FAR).
EP05758889A 2004-07-16 2005-07-07 Articulation de bogie servant a ameliorer la conduite sur des traces a courbure modifiee Active EP1771326B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL05758889T PL1771326T3 (pl) 2004-07-16 2005-07-07 Przegubowe połączenie podwozia w celu poprawionego przejeżdżania przez zmiany łuków szyn zależnych od trasowania

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0121604A AT504310B1 (de) 2004-07-16 2004-07-16 Schienenfahrzeug mit einem drehzapfenlosen fahrwerk
PCT/AT2005/000254 WO2006007613A1 (fr) 2004-07-16 2005-07-07 Articulation de bogie servant a ameliorer la conduite sur des traces a courbure modifiee

Publications (2)

Publication Number Publication Date
EP1771326A1 EP1771326A1 (fr) 2007-04-11
EP1771326B1 true EP1771326B1 (fr) 2008-12-24

Family

ID=35033303

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05758889A Active EP1771326B1 (fr) 2004-07-16 2005-07-07 Articulation de bogie servant a ameliorer la conduite sur des traces a courbure modifiee

Country Status (7)

Country Link
EP (1) EP1771326B1 (fr)
JP (1) JP2008506567A (fr)
AT (1) AT504310B1 (fr)
AU (1) AU2005263215B2 (fr)
DE (1) DE502005006338D1 (fr)
PL (1) PL1771326T3 (fr)
WO (1) WO2006007613A1 (fr)

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61211159A (ja) * 1985-03-15 1986-09-19 三菱電機株式会社 鉄道車両の蛇行動防止装置
DE4136926A1 (de) * 1991-11-11 1993-05-13 Abb Henschel Waggon Union Fahrwerk fuer niederflurbahnen
DE4307267C1 (de) * 1993-03-02 1994-04-07 Aeg Schienenfahrzeuge Schlingerdämpfungsanordnung für Schienenfahrzeug-Drehgestelle
DE4309324C1 (de) * 1993-03-18 1994-04-07 Aeg Schienenfahrzeuge Einachsfahrwerk für Schienenfahrzeuge
JP2715968B2 (ja) * 1995-03-20 1998-02-18 株式会社日立製作所 鉄道車両用台車
JP4142760B2 (ja) * 1998-01-29 2008-09-03 日本車輌製造株式会社 鉄道車両用台車
DE19819412C1 (de) * 1998-04-30 1999-10-07 Talbot Gmbh & Co Kg Wankstützeinrichtung für den Rahmen des Laufwerks eines Schienenfahrzeugs
DE19823010A1 (de) * 1998-05-22 1999-11-25 Siemens Duewag Gmbh Schienenfahrzeug, insbesondere für den Nahverkehr
DE29812001U1 (de) 1998-05-22 1999-11-25 Siemens Duewag Gmbh Schienenfahrzeug, insbesondere für den Nahverkehr
JP3951635B2 (ja) * 2001-05-25 2007-08-01 住友金属工業株式会社 鉄道車両用空気ばね装置及び空気ばねの高さ調整方法並びに鉄道車両用台車
FR2826328B1 (fr) * 2001-06-26 2003-08-29 Alstom Bogie moteur pour vehicule ferroviaire a plancher bas integral

Also Published As

Publication number Publication date
PL1771326T3 (pl) 2009-07-31
DE502005006338D1 (de) 2009-02-05
WO2006007613A1 (fr) 2006-01-26
JP2008506567A (ja) 2008-03-06
EP1771326A1 (fr) 2007-04-11
AT504310B1 (de) 2011-04-15
AT504310A1 (de) 2008-04-15
AU2005263215B2 (en) 2008-12-18
AU2005263215A1 (en) 2006-01-26

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