EP2158114B1 - Rail vehicle with single-stage suspension - Google Patents

Description

The present invention relates to a rail vehicle according to the preamble of claim 1 with a car body and a first chassis having at least a first wheel unit with two speed-coupled wheels, wherein the car body has a longitudinal axis, a transverse axis and a vertical axis and the car body via a spring stage directly supported on the first wheel unit.

In rail vehicles, especially the locomotives, chassis in the form of bogies are often used with a two-stage suspension. In these trolleys, a bogie frame is first supported on the wheel units via a so-called primary spring stage, while the car body is then supported on the bogie frame via a so-called secondary spring stage. Although hereby a good Ausdrehverhalten of the chassis with respect to the car body can be achieved, which is beneficial when driving on track curves. The design of the chassis as a bogie, however, has the disadvantage that it is relatively complex and takes up comparatively much space. On the other hand, in the transmission of power from the wheels in the car body comparatively long distances to cover and dimension the components in the power flow accordingly.

Furthermore, vehicles in Niederflurbauart with a single-stage suspension are known in which the car body is supported directly on only one spring level on the wheel units of the chassis. Such a generic vehicle is, for example, called the "Citadis" tram Alstom, FR, in which come with the name "Arpege" designated chassis used. In these generic vehicles, the wheel bearings are both wheel units of a chassis in the longitudinal direction of the chassis sides each articulated via a longitudinal member, so that the two wheel units are guided in the transverse direction of the vehicle relative to each other in the manner of a parallel guide. This has the disadvantage that the wheel units while driving on track curves while the respective transverse offset with respect to the car body can follow, but relatively steep starting angle of the wheel rims arise on the rails, which are associated with appropriate wear of the wheel and rail and corresponding noise.

Finally, out of the EP 0 177 460 A2 a rail vehicle is known in which a car body is supported via a spring stage directly on wheel units, each with independently rotatable wheels. The wheel units are each articulated about a two-armed coupling about a vertical axis of rotation pivotally mounted on the car body. Although a turning movement of the respective wheel set is achieved around a vertical axis when driving on track curves, which slightly reduces the starting angle of the wheel rims on the rails, the starting angles are still comparatively high here as well.

The document US 4,823,706 A describes a generic rail vehicle. The documents EP 0 649 782 A1 . EP 0 803 425 A1 and DE 876 249 C describe further rail vehicles with coupled wheelsets.

The present invention is therefore based on the object to provide a rail vehicle of the type mentioned, which does not have the disadvantages mentioned above, or at least to a much lesser extent and in particular has a more favorable wear behavior with simple and cost manufacturability when driving on track curves.

The present invention solves this problem starting from a rail vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.

The present invention is based on the technical teaching that a more favorable wear behavior is achieved in a generic rail vehicle with simple and cost manufacturability when driving on track curves, when the first wheel unit is hinged to the car body that the first wheel unit at a displacement relative to the car body in the direction of the transverse axis, as is done when driving on track curves, a turning movement is impressed about a turning axis extending in the direction of the vertical axis. By this turning movement, a reduction of the starting angle is achieved, which is further supported in an advantageous manner by the speed coupling of the wheels of the first wheel unit and the resulting, acting in the same direction turning moment on the wheel unit, so that in total over the known rail vehicles a significant reduction the starting angle and thus the wear of the wheel and rail and the noise results.

According to one aspect, the present invention therefore relates to a rail vehicle with a car body and a first chassis having at least a first wheel unit with two speed-coupled wheels, wherein the car body has a longitudinal axis, a transverse axis and a vertical axis and the car body via a spring stage directly supported on the first wheel unit. The first wheel unit is articulated to the car body via a turning device, wherein the turning device is designed such that it impresses a turning movement about a vertical axis of the first wheel unit in a deflection of a wheel of the first wheel unit in the direction of the longitudinal axis of the car body.

The speed coupling of the wheels of the first wheel unit can take place in any suitable manner, for example via a corresponding gear. However, the design is particularly simple and robust when the first wheel unit is designed as a wheel set, that is to say as a wheel unit with a wheel set shaft which rotatably connects the two wheels. Of course, this also applies to all other wheel units mentioned below.

The turning device may be articulated at any suitable location on the wheel unit. So it can attack, for example, in the space between the wheels. Furthermore, it can act on any component of the wheel unit, for example, in the case of a wheelset via a corresponding coupling to the wheelset attack. Preferably, the turning device is articulated to the wheelset bearings of the wheel unit, since in this case a particularly simple articulation with a high support width is possible. It when the first wheel unit has outer wheel bearing and the turning device is articulated to the wheel bearings is particularly advantageous.

The first chassis comprises a second wheel unit with two speed-coupled wheels, in particular a wheel, on which the car body is supported directly by a spring stage. The turning device is then connected to the second wheel unit in such a way that it also imparts a turning movement about a turning axis extending in the direction of the vertical axis to the second wheel unit in the case of a deflection of a wheel of the second wheel unit in the direction of the longitudinal axis of the car body.

The turning device is designed in such a way that it imparts co-rotating turning movements to the first wheel unit and the second wheel unit.

The turning device can in principle be designed in any suitable manner to achieve the desired turning movement in the deflection of a wheel of the wheel units in the direction of the longitudinal axis. According to the invention, the turning device has at least one first cross member. The first cross member extends in the transverse direction of the car body and has a first end, a second end and a center portion lying between the first end and the second end. The first cross member is hinged in its center portion about a pivot axis extending in the direction of the pivot axis to the car body, while it is coupled at its first end and its second end to the first wheel unit. In this case, a defined introduction of force from the first wheel unit into the car body can be achieved, in particular over a very short path via a few components, whereby the design of the power flow components and thus the effort for the chassis significantly reduced.

The articulation of the first cross member on the first wheel unit can basically be done in any suitable manner. For example, it may be provided that a simple single or multi-axis articulated connection is provided between the first cross member and the first wheel unit. According to the invention, the first cross member is coupled at its first end and its second end to the first wheel unit via a respective first link device. Here, handlebars are preferably used in a well-known manner with rubber bearing elements, which are able to compensate for distance and / or angular deviations. Further preferably, the respective first link device comprises a first trailing arm, which runs in the unloaded state of the chassis in a plane which is parallel to the longitudinal center plane of the vehicle, since this can be a particularly good force from the wheel unit in the cross member and thus in the car body can be achieved ,

In advantageous variants of the rail vehicle according to the invention, a further wheel unit is provided, which is likewise articulated on the first cross member and which thereby a corresponding (usually concurrent) turning movement is impressed. Accordingly, the first chassis comprises a second wheel unit with two speed-coupled wheels, in particular a wheel set, wherein the car body is supported directly via a spring stage on the second wheel unit. The first cross member is then coupled at its first end and its second end to the second wheel unit.

Again, the coupling of the first cross member to the second wheel unit can be done again in any suitable manner. Here, however, the first cross member is preferably in turn coupled at its first end and its second end to the second wheel unit via a respective second link device. Preferably, in this case too, the respective second link device comprises a second trailing arm which, in the unloaded state of the running gear, extends in a plane which runs parallel to the longitudinal center plane of the vehicle.

In other variants of the rail vehicle according to the invention but can also be provided a separate second cross member of the turning device, via which the second wheel unit a corresponding turning movement is impressed. Accordingly, the first chassis in this case comprises a second wheel unit with two speed-coupled wheels, in particular a wheel, on which the car body is supported directly by a spring stage. The turning device then has at least one second cross member which extends in the transverse direction of the car body and has a first end, a second end and a center portion lying between the first end and the second end. The second cross member is hinged in its center portion about a pivot axis extending in the direction of the vertical axis pivotally mounted on the car body and coupled at its first end and its second end to the second wheel unit.

The provision of separate cross members for the two wheel units has the advantage that a desired ratio between the turning movement of the first wheel unit and the second wheel unit can be achieved in a simple manner. For example, can be achieved by a corresponding coupling of the two cross member, for example, a corresponding gear, a nearly arbitrarily definable translation between the two turning movements.

Again, the articulation of the second cross member on the second wheel unit can be done again in any suitable manner. Preferably, it is again provided that the second cross member is coupled at its first end and its second end to the second wheel unit via a respective link device. Here, too, the respective link device preferably again comprises a trailing arm which, in the unloaded state of the first running gear, extends in a plane parallel to the longitudinal center plane of the vehicle because of the favorable introduction of force.

The first cross member and the second cross member may be configured without mutual mechanical coupling, so that the turning movements of the first wheel unit and the second wheel unit are independent from each other. Preferably, however, it is provided that the first cross member and the second cross member are coupled together via a coupling device in order to achieve a desired favorable relationship between the turning movement of the first wheel unit and the second wheel unit.

In preferred variants of the rail vehicle according to the invention, the first cross member and the second cross member have a neutral position in the unloaded state of the first chassis. The coupling device then comprises at least one coupling spring device, which is designed and / or arranged such that it opposes an elastic restoring force to one of the first cross member and the second cross member from the neutral position. As a result, for example, when passing through track curves a bend radial adjustment of the wheel units against the restoring force of the coupling device possible, while the coupling device in the straight track section causes an advantageous under dynamic driving point provision in the neutral position. It is understood that in this case the coupling device can additionally comprise a damper device connected to the two crossbeams, which damps the relative movements between the two crossbeams and thus contributes to improving the running properties in the straight track.

The coupling device can basically be connected to any suitable location on the two cross members. It can only be connected to the cross member. In advantageous variants of the rail vehicle according to the invention, the pivotable coupling takes place at least one of the cross member on the car body via the coupling device, which is then arranged correspondingly pivotable on the car body. Preferably, therefore, the coupling device is articulated via a pivot about a pivot axis extending in the direction of the vertical axis pivotally mounted on the car body.

In order to achieve a defined movement of the respective cross member on the car body in these variants, it is preferably provided that the coupling device is at least connected to an axis extending in the direction of the vertical axis substantially rigidly connected to the first cross member. A compensation of relative movements between the car body and the relevant wheel unit in the direction of the vertical axis, as they arise for example during compression of the spring stage between the car body and the wheel unit, for example, via a corresponding design of the respective coupling between the coupling device and the first cross member. For example, a pivotable about an axis extending in the transverse direction coupling can be provided. In particular, however, the coupling device can also be formed in one piece with the first cross member. A compensation of relative movements between the car body and the relevant wheel unit in the direction of the vertical axis can then take place for example via a corresponding design of the pivot.

The connection between the second cross member and the coupling device may optionally correspond to the connection between the first cross member under coupling device. In other variants of the rail vehicle according to the invention it is provided that the coupling device is pivotally connected to an axis extending in the direction of the vertical axis axis with the second cross member. In this way, an opposite coupling between the turning movement of the first wheel unit and the turning movement of the second wheel unit is possible, which allows, for example, a bend-radial adjustment of the wheel units when passing through track curves.

Finally, the connection of the coupling device with the first cross member may also be connected to the coupling means at least about an axis extending in the direction of the vertical axis substantially rigidly connected to the second cross member. In particular, the coupling device can also be formed integrally with the second cross member here.

The first cross member and / or the second cross member may basically be designed in any suitable manner. Preferably, the first cross member and / or the second cross member has an angled configuration with a pointing in the direction of the associated wheel unit first and second end. As a result, a favorable power flow in the cross member can be achieved.

The invention can be used for both driven and non-driven chassis. The drive can be designed in any way. In particular, the transmission of the drive torque to the wheels of the wheel unit can take place in any known manner. For example, it may be provided that the drive torque is transmitted to the wheels of the wheel unit via a corresponding transmission from an engine arranged outside the chassis. Preferably, an internal drive is provided. For this purpose, a first drive motor unit supported on the first wheel unit, for example via a peg bearing, is preferably provided for this purpose. In this case, the first cross member is preferably in Essentially rigidly connected to the first drive motor unit, resulting in a compact and robust unit. Further preferably, it is provided that the first cross member is an integral part of the first drive motor unit, for example, is formed by the housing of the drive motor unit in order to achieve a particularly space-saving configuration.

To support the drive torque, the first drive motor unit can be supported on the vehicle body via a first support device, in particular at least one first torque support. Preferably, the first support means is then arranged in particular on the side facing away from the first drive motor unit side of the first cross member. This results in a large support length and accordingly a lower support force on the torque arm, whereby on the one hand, the components involved in the support can be designed according to simpler. Furthermore, this is also in view of a smaller (resulting in a particular direction of rotation of the drive) reduction of Radaufstandskräfte on the wheel unit of advantage. Accordingly, a high traction power can always be transmitted to the rails.

Analogous to the drive of the first wheel unit, a corresponding drive can also be provided for the second wheel unit. Preferably here again a second drive motor unit supported on the second wheel unit is provided, wherein the second cross member is substantially rigidly connected to the second drive motor unit, in particular is an integral part of the second drive motor unit. Likewise, the second drive motor unit can in turn be supported on the carriage body via a second support device, in particular at least one second torque support, wherein the second support device is arranged in particular on the side of the second transverse support remote from the second drive motor unit.

In other rail vehicles, the turning device comprises a first turning unit and a second turning unit, wherein the first turning unit and the second turning unit are articulated on different sides of the car body on the car body and on the first wheel unit with respect to the longitudinal center plane of the car body. The first turning unit and the second turning unit are mechanically coupled to one another via a coupling unit in such a way that they impose a turning movement about a vertical axis on the first wheel unit in the direction of the longitudinal axis of the car body when the wheel unit is deflected.

The first turning unit and the second turning unit and the coupling unit may be formed in any suitable manner. Thus, for example, be provided that the turning units are each formed by a on the one hand on the car body and the other hand on the wheel unit articulated hydraulic cylinder whose working spaces are coupled in opposite directions via one or more hydraulic lines as a coupling unit to effect the desired turning movement. Likewise, any suitable mechanical transmission can be provided, which generate the desired turning movement. It goes without saying that, of course, also any combination of hydraulic and mechanical transmission are possible. Thus, for example, the coupling unit can be designed as a hydraulic component, while the turning units are purely mechanical components.

Preferably, the first turning unit comprises a first bell crank having a first free lever end and a second free lever end, while the second turning unit comprises a second bell crank having a third free lever end and a fourth free lever end. The respective angle lever is pivotably connected to the car body about a pivot axis extending transversely to the longitudinal axis. The first lever end of the first angle lever is, in particular via a first connecting link, hinged to the first wheel unit, while the third end of the second lever lever, in particular via a second connecting link, is articulated to the first wheel unit. The second end of the lever of the first angle lever and the fourth end of the lever of the second angle lever are in turn connected to each other via the coupling unit. As a result, a particularly simple, small construction design is achieved with a few, robust components.

The coupling unit can be designed in any suitable manner. For example, a hydraulic coupling may be provided by the second lever end and the fourth end of the lever each acting on hydraulic cylinders whose working spaces are coupled accordingly. Likewise, a purely mechanical coupling via a simple, extending in the transverse direction of the car body coupling rod or the like can be done. Preferably, the first chassis comprises a second wheel unit with two wheels, in particular a second wheel set, on which the car body is supported directly by a spring stage and which forms the coupling unit. This can be dispensed with in an advantageous manner on the one hand to an additional component for coupling the angle lever. On the other hand, the angle lever can take over the transverse guide of the second wheel unit.

In further rail vehicles, the turning device has at least one turning unit with a first coupling shaft, a first coupling lever and a second coupling lever. The coupling shaft in this case has a longitudinal axis which extends in the direction of the transverse axis of the car body and is rotatably mounted on the car body about an axis parallel to the transverse axis of the car body axis of rotation. The first coupling lever is arranged at a first end of the coupling shaft and articulated to the first wheel unit, in particular via a first coupling link. The second coupling lever is arranged at a second end of the coupling shaft and articulated on the first wheel unit, in particular via a second coupling link. The first coupling lever and the second coupling lever are arranged with respect to the longitudinal axis of the coupling shaft rotated relative to each other such that the first wheel unit is impressed on a deflection of a wheel of the first wheel unit in the direction of the longitudinal axis of the car body, the turning movement about the vertical axis. By using such a torsion shaft, a particularly space-saving configuration can be achieved, since the torsion shaft must be able to rotate only about its longitudinal axis, so that only little space is required for the implementation of the torsion wave from one side of the vehicle to the other side of the vehicle.

The first coupling lever and the second coupling lever can basically be rotated relative to one another at any suitable angle, as long as it is ensured that the first wheel unit is still impressed with a corresponding turning movement during a rotation of the coupling shaft. Preferably, the first coupling lever and the second coupling lever with respect to the longitudinal axis of the coupling shaft by at least 60 °, preferably at least 120 °, more preferably 180 °, arranged mutually rotated. In the case of an arrangement of the levers which deviates from 180 °, any differences in the movement of the two wheel units resulting therefrom may have a favorable influence on the driving dynamics and / or the wear behavior.

The turning unit with the coupling shaft with the coupling levers can be used for individual wheel units. However, it can be used particularly advantageously in suspensions with a plurality of wheel units, since in a simple manner it permits an almost freely selectable ratio between the turning movement in the first wheel unit and an adjacent second wheel unit. Accordingly, it is preferably provided that the first chassis comprises a second wheel unit with two speed-coupled wheels, in particular a wheelset, on which the car body is supported directly via a spring stage, and the turning unit is coupled to the second wheel unit.

The coupling of the turning unit with the second wheel unit can be done via further coupling lever. Preferably, however, it is provided that the first wheel unit is connected via a first coupling link with the first coupling lever and a second coupling link with the second coupling lever and the second wheel unit connected via a third coupling link with the first coupling lever and a fourth coupling link with the second coupling link is. The radial distance of the articulation points of the coupling links on the first coupling lever and the second coupling lever to the longitudinal axis of the coupling shaft is then selected such that there is a predefinable translation between the turning movement of the first wheel unit and the turning movement of the second wheel unit.

This coupling can be applied anywhere on the vehicle. It is particularly advantageous in the region of a final landing gear of the vehicle, since this, for example, a stronger turning movement of the nearer to the vehicle end located wheel unit can be achieved as in the more remote from the vehicle end wheel unit. When passing through track curves, this ultimately leads at least to an approximation to an advantageous bend-radial adjustment of the wheel units. Thus, the first wheel unit is preferably a wheel unit closest to one end of the vehicle. To achieve a reduction between the first turning movement and the second turning movement of the radial distance of the articulation points of the first coupling link and the second coupling link to the first coupling lever and the second coupling lever is then greater than the radial distance of the articulation points of the third coupling link and the fourth coupling link the first coupling lever and the second coupling lever.

The coupling links can in turn be arranged in any desired manner. Preferably, they also run again in the unloaded state of the chassis in each case in a plane extending parallel longitudinal longitudinal plane of the vehicle to achieve a favorable force application.

The present invention may be used on any number of chassis of a rail vehicle. Thus, it is possible to connect only one of the chassis of the rail vehicle in the manner described above on the car body. Preferably, however, several trolleys are connected in the manner described above on the car body. In advantageous variants of the rail vehicle according to the invention, a second chassis is provided, which is designed and arranged with respect to a transverse to the longitudinal axis of the car body transverse plane of the car body substantially symmetrical to the first chassis. The Wheel units of the two carriages are then optionally also coupled to each other in symmetrical manner to the transverse plane via corresponding turning means, so that in particular at Bogenfahrt regardless of the direction of travel of the vehicle, a correspondingly favorable setting of the wheel units.

The spring stages, via which the car body is supported directly on the respective wheel unit, can be designed in any suitable manner and connected to the car body. Preferably, at least one of the spring stages, via which car body is supported directly on a wheel unit, connected via a tilt rail with the car body, whereby the turning out of the wheel unit relative to the car body is facilitated.

The present invention can be used for any rail vehicles. Of particular advantage is the use in connection with locomotives. Preferably, the rail vehicle according to the invention is accordingly designed in the manner of a locomotive.

• Figur 1 eine schematische Seitenansicht einer bevorzugten Ausführungsform des erfindungsgemäßen Schienenfahrzeugs;
• Figur 2 einen schematischen Schnitt entlang Linie II-II aus Figur 1;
• Figur 3 einen schematischen Schnitt durch eine weitere bevorzugte Ausführungsform des erfindungsgemäßen Schienenfahrzeugs;
• Figur 4 einen schematischen Schnitt durch ein weiteres Schienenfahrzeug, das nicht Teil der Erfindung ist;
• Figur 5 einen schematischen Schnitt durch eine weitere bevorzugte Ausführungsform des erfindungsgemäßen Schienenfahrzeugs;
• Figur 6 einen schematischen Schnitt durch ein weiteres Schienenfahrzeug, das nicht Teil der Erfindung ist;
• Figur 7 einen schematischen Schnitt durch ein weiteren Schienenfahrzeug, das nicht Teil der Erfindung ist;
• Figur 8 einen schematischen Schnitt durch ein weiteres Schienenfahrzeug, das nicht Teil der Erfindung ist;
• Figur 9 eine schematische Seitenansicht eines weiteren Schienenfahrzeug, das nicht Teil der Erfindung ist;
• Figur 10 einen schematischen Schnitt entlang Linie X-X aus Figur 9.

Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. It shows:

• FIG. 1 a schematic side view of a preferred embodiment of the rail vehicle according to the invention;
• FIG. 2 a schematic section along line II-II FIG. 1 ;
• FIG. 3 a schematic section through a further preferred embodiment of the rail vehicle according to the invention;
• FIG. 4 a schematic section through another rail vehicle, which is not part of the invention;
• FIG. 5 a schematic section through a further preferred embodiment of the rail vehicle according to the invention;
• FIG. 6 a schematic section through another rail vehicle, which is not part of the invention;
• FIG. 7 a schematic section through another rail vehicle, which is not part of the invention;
• FIG. 8 a schematic section through another rail vehicle, which is not part of the invention;
• FIG. 9 a schematic side view of another rail vehicle, which is not part of the invention;
• FIG. 10 a schematic section along line XX FIG. 9 ,

First embodiment

The following is with reference to the Figures 1 and 2 a first preferred embodiment of the rail vehicle according to the invention described. The Figures 1 and 2 show schematic representations of a portion of a rail vehicle according to the invention in the form of a locomotive 101. The vehicle 101 includes a car body 102 which is supported on a plurality of chassis, including on a first chassis 103.

The car body 102 comprises a longitudinal axis 102.1, a transverse axis 102.2 and a vertical axis 102.3, which in the in the Figures 1 and 2 shown rest position of the vehicle 101 in the straight horizontal track parallel to the illustrated coordinate axes x, y, z extend.

The car body 102 is supported via a single-stage suspension on the chassis, ie it is based on a single spring stage 104 on a first wheel unit in the form of a first gear 105 and a single spring stage 106 on a second wheel unit in the form of a second gear 107 from. The spring stage 104 in this case comprises a first spring unit 104.1, via which the carriage body 102 is supported directly on the first wheelset bearing 105.1 of the first gearset 105, and a second spring unit 104.2 via which the carriage body 102 is supported directly on the second wheelset bearing 105.2 of the first gearset 105 is. Analogously, the spring stage 106 comprises a third spring unit 106.1, via which the car body 102 is supported directly on the third wheelset bearing 107.1 of the second wheel set 107, and a fourth spring unit 106.2 via which the car body 102 is supported directly on the fourth wheelset bearing 107.2 of the second wheel set 107 is.

Between the spring units 104.1, 104.2, 106.1, 106.2 and the car body a sufficiently well known tilting rail 104.3 or 106.3 is provided, whereby the turning of the respective wheelset 105, 106 relative to the car body 102 is facilitated.

The first gearset 105 and the second gearset 108 are further connected via a turning device 108 to the car body 102. The turning device 108 is arranged in the intermediate space between the first gearset 105 and the second gearset 106.

The turning device comprises a first cross member 108.1, which is pivotally mounted in its center region about a pivot axis parallel to the vertical axis 102.3 of the car body 102 on a pivot pin 108.2 fastened to the body 102. The first cross member 108.1 extends in the direction of the transverse axis 102.2 of the car body from one vehicle longitudinal side to the other vehicle longitudinal side.

At its first end, the first cross member 108.1 is coupled to the first wheel bearing 105.1 of the first gear set 105 via a first trailing arm device in the form of a first trailing arm 108.3. On the other hand, the first cross member 108.1 is coupled at its first end via a second longitudinal link device in the form of a second trailing arm 108.4 to the third wheel bearing 107.1 of the second gear set 107.

At its second end, the first cross member 108.1 is coupled to the second wheel bearing 105.2 of the first gear set 105 via a further first trailing arm device in the form of a further first trailing arm 108.5. On the other hand, the first cross member 108.1 is coupled at its second end via a further second longitudinal link device in the form of a second trailing arm 108.6 to the fourth wheel bearing 107.2 of the second gear set 107.

The trailing arms 108.3 to 108.6 are each connected in a well-known manner via elastic elements on the first cross member 108.1 or the respective wheelset 105, 107. The elasticity of these elements can be adapted in an advantageous manner to the desired driving characteristics, in particular the desired dynamic properties. Thus, for example, a high torsional rigidity of the elements about the vertical axis allows a good running stability at higher speeds, while a lower rigidity in the direction of the longitudinal axis results in higher speeds bradradiale setting of wheelsets 105, 107 is favored when driving on track curves.

The trailing arm 108.3 to 108.6 are further arranged in each case in a plane which (in the illustrated rest state) parallel to the longitudinal center plane of the car body 102, thus perpendicular to the transverse axis 108.2 of the car body. Therefore, they allow, inter alia, both a relative movement of the relevant wheelset 105, 107 with respect to the car body 102 in the direction of the transverse axis 102.2 and the vertical axis 102.3 of the car body 102nd

The turning device 108, on the one hand, causes the respective wheelset 105, 107 to be subjected to a defined turning movement about a turning axis parallel to the vertical axis 102.3 of the vehicle body in the case of a deflection of one of the wheelsets of one of the wheelsets 105, 107 in the direction of the longitudinal axis 102.1 What is beneficial when driving through track curves with regard to the reduction of the angle of contact of the wheel rims on the rail and thus the wear of the wheel and rail as well as the noise development.

On the other hand, a defined introduction of force from the wheelsets 105, 107 into the vehicle body 102 is achieved via the turning device via a few components over a short distance. This is favorable insofar as a particularly compact construction with few, simply designed components is achieved, which in the chassis 103 sufficient space for other components, such as high-performance drive motor units 109, brakes (not shown in the figures for reasons of clarity), etc. for Provides. Especially in locomotives, where a high drive power is required, this is particularly advantageous. It is understood, however, that this design can of course also be used in a chassis without internal drive motors drive.

Like that Figures 1 and 2 can be seen, the two sets of wheels 105, 107 imposed by the turning device 108 a co-rotating turning movement about the turning axis. This turning movement of the wheelsets 105, 107 has the same size in the present example, since the articulation points of the trailing arms 108.3 to 108.6 have identical distance distance from the axis of rotation of the pivot 108.2. However, it is understood that, for example, via a deviating between the first trailing arms 108.3 and 108.5 and the second trailing arms 108.4 and 108.6 distance of these articulation points on the first cross member a corresponding translation or reduction between the turning movement of the first gear 105 and the second gear 107 can be achieved. Thus, for example, via a reduced distance between the articulation points of the first trailing arms 108.3 and 108.5 on the first cross member 108.1 (see dashed contour 108.10 in FIG FIG. 2 ) and thus an inclined to the longitudinal axis 102.1 arrangement of the first trailing arm 108.3 and 108.5 be achieved, that the turning movement of the first gear set deviates from the turning movement of the second gear 107. As a result, at least one approach to a bend-radial orientation of the wheelsets 105, 107 can be achieved, for example, in the track curve with leading first wheel set 105. Likewise, of course, in addition or alternatively, the second trailing arms 108.4 and 108.6 may have an inclined to the longitudinal axis 102.1 arrangement.

The drive motor units 109 are on the one hand in each case in a well-known manner supported by a Tatzlagerung on the wheelset of the respective wheelset 105, 107. On the other hand, the drive motor units 109 are each supported via a support lever 109.1 and a motor pendulum 109.2 as a torque arm on the car body 102. The support lever 109.1 extends so far in the direction of the longitudinal axis 102.1 of the car body 102 that the motor pendulum 109.2 is arranged on the side facing away from the drive motor unit 109 side of the first cross member 108.1. This results in a large support length and, accordingly, a lower vertical support force on the torque arm 109.2: This results in a correspondingly simple design of the support lever 109.1 and the motor pendulum 109.2. As already explained above, on the other hand, this design is advantageous from the point of view of transferable traction performance. From the comparatively small vertical support force on the torque arm 109.2 results (at a certain direction of rotation of the respective drive 109) in the vertical balance of power a smaller reduction of Radaufstandskräfte on one of the wheelsets 105, 107. Accordingly, can always be a high traction on the rails in an advantageous manner be transmitted.

It is understood, however, that in other variants of the invention, on the drive motor unit 109 facing side of the first cross member 108.1, such a torque arm can be arranged. In FIG. 1 In this case, therefore, the right-hand torque arm 109.2 would be assigned to the (shortened) support lever of the drive 109 on the right-hand, first wheel set 105 and the left-hand torque arm 109.2 would be assigned to the (shortened) support lever of the drive 109 on the left, second wheel set 107 (see dashed contour 109.4 in FIG FIG. 2 ).

Second embodiment

The following is with reference to the FIG. 3 A second preferred embodiment of the rail vehicle according to the invention in the form of a locomotive 201 described. The FIG. 3 shows the locomotive 201 in one of the FIG. 2 similar, schematic view. The locomotive 201 corresponds in its basic design and operation largely the locomotive 101 from the Figures 1 and 2 , so that here is largely referred to the above remarks and only to the differences will be discussed. In particular, identical or similar components are provided with reference numerals increased by the value 100.

The car body (not shown) is supported even on the locomotive 201 via a single-stage suspension directly on a first chassis 203, d. H. it relies on a single spring stage 204 on the wheel bearings 205 and a single spring stage 206 on the wheel bearings of a second wheel 207 from.

Again FIG. 3 can be seen, there is a significant difference from the execution FIG. 1 in that the turning device 208 connected to the wheelsets 205, 207 and the vehicle body and arranged between the wheel sets 205, 207 comprises, in addition to a first cross member 208.1, a second transverse member 208.7.

While the first cross member 208.1 is pivotally mounted in its central region about a pivot axis 208.2 parallel to the vertical axis 202.3 of the carriage body 202, the second transverse member 208.7 sits in its center region about a pivot axis parallel to the vertical axis (z axis) of the body pivotable on a second pivot 208.8 attached to the body of the car. The cross members 208.1, 208.7 each extend in the direction of the transverse axis 202.2 of the car body from one vehicle longitudinal side to the other vehicle longitudinal side.

The cross members 208.1, 208.7 each have angled end region, in the region of which they are connected to the respectively associated wheelset 205, 207. Thus, the first cross member 208.1 is coupled at its first end via a first trailing arm 208.3 with the first wheel bearing 205.1 of the first gear 205, while the second cross member 208.7 coupled at its first end via a second trailing arm 208.4 with the third wheel bearing 207.1 of the second wheel 207 is. At its second end, the first cross member 208.1 via a further first trailing arm 208.5 with the second wheel bearing 205.2 of the first gear set 205 is coupled, while the second cross member 208.7 is coupled at its second end via a further second trailing arm 208.6 with the fourth wheel bearing 207.2 of the second gear set 207.

The trailing arm 208.3 to 208.6 are each connected in a well-known manner via elastic elements on the first cross member 208.1 and the respective wheelset 205, 207. The trailing arm 208.3 to 208.6 are further arranged in each case in a plane which (in the illustrated rest state) parallel to the longitudinal center plane of the car body 202, thus perpendicular to the transverse axis 208.2 of the car body. Therefore, they allow, inter alia, both a relative movement of the respective wheelset 205, 207 with respect to the car body 202 in the direction of the transverse axis 202.2 and the vertical axis 202.3 of the car body 202.

It is understood, however, that in other variants of the invention can also be provided that the trailing arm 208.3 to 208.6 missing and the first cross member 208.1 is directly connected to the wheel bearings 205.1, 205.2 of the first gearset 205, while the second cross member 208.7 directly with the Wheel bearings 207.1, 207.2 of the second gear 207 is connected. The connection between the respective cross member 208.1, 208.7 and the associated wheelset 205, 207 may be articulated. In particular, it can be done using elastic elements (elastomer elements, laminated rubber springs, etc.). Preferably, the connection between the respective cross member 208.1, 208.7 and the associated wheel set 205, 207 is substantially rigid, since this allows a particularly simple configuration can be achieved.

The transverse mobility (in the direction of the transverse axis 202.2) and / or pitch (about the transverse axis 202.2) of the arrangement of the respective cross member 208.1, 208.7 and the associated wheel set 205, 207 can be achieved by a corresponding design of the pivot arrangement with the respective pivot 208.2, 208.8 be, for example, a corresponding elasticity of the trunnion assembly and / or a corresponding clearance within the trunnion assembly (eg., in a slot in the cross member guided pivot).

The turning device 208, on the one hand, causes a defined turning movement to be impressed on the respective wheelset 205, 207 upon a deflection of one of the wheels of one of the wheel sets 205, 207 in the direction of the longitudinal axis 202.1 about a turning axis parallel to the vertical axis of the car body (in the rest state shown), What is beneficial when passing through track curves with regard to the reduction of the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail as well as the noise development.

On the other hand, a defined introduction of force from the wheelsets 205, 207 into the vehicle body 202 is achieved via the turning device via a few components over a short distance. This is favorable insofar as a particularly compact design is achieved with a few, simply designed components, which in the chassis 203 sufficient space for other components, such as high power drive motor units (as in FIG. 3 indicated by the dashed contour 209), brakes (for reasons of clarity in FIG. 3 not shown) etc. provides. Especially in locomotives, where a high drive power is required, this is particularly advantageous. It is understood, however, that this design can of course also be used in a chassis without internal drive motors drive.

The two cross members 208.1 and 208.7 are coupled to one another via a coupling device 210. The coupling device 210 for this purpose comprises a coupling spring device in the form of a coupling spring 210.1, which is connected on the one hand to the first cross member 208.1 and on the other hand to the second cross member 208.7. Furthermore, the coupling device 210 includes a damper 210.2, which is also connected on the one hand to the first cross member 208.1 and on the other hand to the second cross member 208.7.

The coupling spring 210.1 sets a mutual deflection of the first cross member 208.1 and the second cross member 208.7 of the in FIG. 3 illustrated neutral position against an elastic restoring force. As a result, for example, when passing through track curves at least approximately radial adjustment of the wheel sets 205, 207 against the restoring force of the coupling spring 210.1 possible, while the coupling spring 210.1 in the straight track section under advantageous driving dynamics advantageous recovery of the wheelsets 205, 207 causes in the neutral position. The damper 210.2 attenuates the relative movements between the two cross members 208.1, 208.7 and thus contributes advantageously to improving the running properties in the straight track. It is understood, however, that the coupling spring 210.1 and / or the damper 210.2 may also be absent in other vehicles according to the invention, in particular vehicles intended for lower driving speeds.

Third embodiment

The following is with reference to the FIG. 4 a third rail vehicle in the form of a locomotive 301 described. The FIG. 4 shows the locomotive 301 in one of the FIG. 2 similar, schematic view. The locomotive 301 corresponds largely in its basic design and operation of the locomotive 201 from FIG. 3 , so that here is largely referred to the above remarks and only to the differences will be discussed. In particular, identical or similar components are provided with reference numerals increased by the value 100.

The car body (not shown) is also supported on the locomotive 301 via a single-stage suspension directly on a first chassis 303, d. H. it relies on a single spring stage 304 on the wheel bearings 305 and a single spring stage 306 on the wheel bearings of a second wheel 307 from.

Again FIG. 4 can be seen, there is a significant difference from the execution FIG. 3 in that the function of the first and second cross member of the turning device 308 is taken over by the respective drive motor unit 309.1, and therefore the first and second cross member in the turning device 308 is an integral part of the respective drive motor unit 309.1. This results in a particularly compact arrangement with few components.

The drive motor units 309 are supported in a known manner on the one hand via a Tatzlagerung on the associated wheelset 305, 307. On the other hand, they are articulated via a support lever 309.1 each about a pivot axis parallel to the vertical axis (z-axis) of the car body pivotally mounted on a carriage body first pivot 308.2 and second pivot 308.8.

The respective support lever 309.1 of the drive motor units 309 in this case has a joint which, inter alia, has a pivot axis 309.3, which is parallel to the transverse axis 302.2 of the car body (in the neutral position shown), while it is substantially rigid about the vertical axis of the car body. As a result, for example, a compression of the respective spring stage 304, 306 allows while the defined turning movement of the respective wheelset 305, 307 is ensured. For example, if the respective pivot pin is seated in a slot (in the illustrated neutral position) in the direction of the transverse axis 302.2 in the support lever 309.1, these are also displacements of the respective wheelset 305, 307 in the direction of the transverse axis possible. Likewise, however, such transverse movements can also be absorbed by corresponding elasticities of the respective pivot arrangement with the respective pivot 308.2, 308.8.

The respective support lever 309.1 is further supported on the car body via a motor pendulum 309.2 arranged in the region of the pivot axis 309.3 as a torque support. This has the advantage that it does not come to tension during compression of the respective spring stage 304, 306.

It is understood, however, that the hinge with the pivot axis 309.3 may be absent in other variants and the pitching movement during compression of the respective spring stage 304, 306 may be accommodated by corresponding elasticities of the pivot arrangement with the respective pivot 308.2, 308.8.

The turning device 308 integrated into the drive motor units 309, on the one hand, causes the respective wheelset 305, 307 to deflect in the direction of the longitudinal axis 302.1 during a deflection of one of the wheels of one of the wheelsets 305, 307 around a vertical axis (in the rest state shown) to the vertical axis of the carbody parallel turning axis is impressed, which is when driving through track curves in terms of reducing the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail and the noise is beneficial.

On the other hand, a defined introduction of force from the wheel sets 305, 307 into the vehicle body 302 is achieved via the turning device via a few components over a short distance. This is advantageous insofar as a particularly compact construction with a few, simply designed components is achieved, which in the chassis 303 sufficient space for other components, such as brakes (for reasons of clarity in FIG. 4 not shown) etc. provides. Especially in locomotives, where a high drive power is required, this is particularly advantageous.

The two drive motor units 309 are in turn coupled to one another via a coupling device 310. For this purpose, the coupling device 310 comprises a coupling spring device in the form of a coupling spring 310.1, which is connected to the two drive motor units 309. Furthermore, the coupling device 310 includes a damper 310.2, which is also connected to the two drive motor units 309.

The coupling spring 310.1 sets a mutual deflection of the drive motor units 309 of the in FIG. 4 illustrated neutral position against an elastic restoring force. As a result, for example, when passing through track curves at least approximately radial adjustment of the wheel sets 305, 307 against the restoring force of the coupling spring 310.1 possible, while the coupling spring 310.1 in the straight track section under advantageous driving dynamics advantageous provision of the wheelsets 305, 307 causes in the neutral position. The damper 310.2 attenuates the relative movements between the two drive motor units 309 and thus contributes in an advantageous manner to improve the running properties in the straight track. It is understood, however, that the coupling spring 310.1 and / or the damper 310.2 may also be absent in other vehicles, in particular vehicles intended for lower driving speeds.

Fourth embodiment

The following is with reference to the FIG. 5 a fourth preferred embodiment of the rail vehicle according to the invention in the form of a locomotive 401 described. The FIG. 5 shows the locomotive 401 doing in one of FIG. 2 similar, schematic view. The locomotive 401 corresponds largely in its basic design and operation of the locomotive 201 from FIG. 3 , so that here is largely referred to the above remarks and only to the differences will be discussed. In particular, identical or similar components are provided with reference numerals increased by the value 200.

The car body (not shown) is supported even on the locomotive 401 via a single-stage suspension directly on a first chassis 403, d. H. it relies on a single spring stage 404 on the wheel bearings 405 and a single spring stage 406 on the wheel bearings of a second wheel 407 from.

Again FIG. 4 can be seen, there is the difference from the execution FIG. 3 in that about the vertical axis (z-axis) pivotable articulation of the first cross member 408.1 and the second cross member 408.7 on the car body via the coupling device 410, which couples the first cross member 408.1 and the second cross member 408.7 each other.

For this purpose, a coupling element 410.3 is pivotally mounted about the vertical axis (z-axis) on a trunnion 408.2 fastened to the vehicle body. The coupling element 410.3 is on the one hand with the first cross member 408.1 and on the other hand connected to the second cross member 408.7. Since the two cross members 408.1, 408.7 are in turn connected via trailing arms 408.3 to 408.6 with the two sets of wheels 405, 407, the coupling element 410.3 may be rigidly connected to the two cross beams, so that the two sets of wheels a co-rotating turning movement is impressed.

In the example shown, however, the coupling element 410.3 is pivotably connected to the first cross member 408.1 about the vertical axis (z-axis) via a first coupling joint 410.4. This makes it possible that the two cross beams 408.1, 408.7 perform opposite or at least different turning movements. It certainly understands that in other variants of the invention it can also be provided that the first coupling joint 410.4 coincides with the pivot 408.2, thus both the cross members 408.1, 408.7 are pivotally hinged to the pivot 408.2.

A coupling spring 410.1 of the coupling device 410 in turn sets a mutual deflection of the cross member 408.1 and 408.7 from the in FIG. 5 illustrated neutral position against an elastic restoring force. As a result, an at least approximately radial adjustment of the wheel sets 405, 407 against the restoring force of the coupling spring 410.1 is possible, for example, when passing through track curves, while the coupling spring 410.1 in the straight track section causes an advantageous under dynamic driving point provision of the wheelsets 405, 407 in the neutral position. The damper 410.2 attenuates the relative movements between the two cross members 408.1 and 408.7 and thus contributes advantageously to improve the running properties in the straight track. It is understood, however, that the coupling spring 410.1 and / or the damper 410.2 may also be absent in other vehicles according to the invention, in particular vehicles which are intended for lower driving speeds.

Furthermore, it is understood that in other variants of the invention may also be provided that the two cross members not on the trailing arm 408.2 to 408.6 but (as already described above in connection with the second embodiment) directly, in particular substantially rigid, to the wheelsets 405, 407 can be connected. In this case, in addition to the first coupling joint 410.4 a second coupling joint may be provided (in FIG. 5 indicated by the dashed contour 410.5), via which the coupling element 410.3 is connected to the second cross member 408.7. In this case, the first and second coupling joints 410.4, 410.5 are designed so that they allow compression of the spring stages 404, 406. For this purpose, the second coupling joint 410.5, for example (as in FIG. 5 shown) have a pivot axis which (in the shown neutral position) parallel to the transverse axis 402.2 runs. Likewise, it can also be provided that the first coupling joint 410.4 and the second coupling joint 410.5 are identical. Thus, on both sides of the pivot 408.2 each a coupling joint on the type of the first coupling joint 410.4 or ever a coupling joint on the type of the second coupling joint 410.5 may be provided.

It is understood that the respective pivot axes of the coupling joints 410.4, 410.5 course need not be provided via physical pivot axes available. Rather, the pivot axes can in turn be realized by a corresponding elasticity of the relevant joint body (elastomer element, rubber layer spring, etc.).

A transverse mobility (in the direction of the transverse axis 402.2) and / or pitching mobility (about the transverse axis 402.2) of the entire arrangement of the cross members 408.1, 408.7 and the associated wheel sets 405, 407 can be achieved, moreover, by a corresponding design of the pivot arrangement with the pivot 408.2 , For example, a corresponding elasticity of the pivot assembly and / or a corresponding clearance within the pivot assembly (eg., In a slot in the guided pivot).

The turning device 408, on the one hand, causes the respective wheelset 405, 407, in the case of a deflection of one of the wheels of one of the wheel sets 405, 407, to be impressed in the direction of the longitudinal axis 402.1 by a defined turning movement about a turning axis parallel to the vertical axis of the car body (in the illustrated state of rest), What is beneficial when passing through track curves with regard to the reduction of the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail as well as the noise development.

As in FIG. 5 indicated by the dashed contours 409, may be integrated into the chassis 403 again drive motor units. In particular, these can be coupled to the associated cross member 408.1, 408.7, wherein in a rigid coupling between the drive motor unit 409 and the respective cross member 408.1, 408.7 then of course there is a substantially rigid coupling between the cross member 408.1, 408.7 and the associated wheelset 405, 407 and preferably one of the above-described for this case design variants of the coupling device 410 is selected. In this case, it is furthermore preferably provided that the respective cross member 408.1, 408.7 is supported on the vehicle body via a torque support in the form of a motor pendulum 409.2.

Fifth embodiment

The following is with reference to the FIGS. 6 to 8 a fifth rail vehicle in the form of a locomotive 501 described. The FIG. 6 shows the locomotive 501 doing in one of FIG. 2 similar, schematic view. The locomotive 501 largely corresponds in its basic design and operation of the locomotive 101 from the Figures 1 and 2 , so that here is largely referred to the above remarks and only to the differences will be discussed. In particular, identical or similar components are provided with reference numerals increased by the value 300.

The car body (not shown) is supported even on the locomotive 501 via a single-stage suspension directly on a first chassis 503, d. H. it relies on a single spring stage 504 on the wheel bearings 505 and a single spring stage 506 on the wheel bearings of a second wheel 507 from.

Again FIG. 6 can be seen, there is a significant difference from the execution FIG. 1 in that the turning device 508 connected to the wheel sets 505, 507 and the vehicle body and arranged between the wheel sets 505, 507 comprises only two turning units 508.9, 508.10, which are arranged on both sides of the running gear 503 and coupled via the second wheel set 507 as a coupling unit are.

The first turning unit 508.9 comprises a first bell crank 508.11 having a first free lever end and a second free lever end, while the second turning unit 508.10 comprises a second bell crank 508.12 having a third free lever end and a fourth free lever end. The respective angle lever 508.11, 508.12 is articulated between its free lever ends about a transverse to the longitudinal axis 502.1 pivot axis pivotally mounted on the car body. In the present example, this pivot axis (in the illustrated neutral position) runs in each case parallel to the vertical axis (z-axis).

The first lever end of the first angle lever 508.11 is articulated to the first wheel set 505 via the first trailing arm or connecting link 508.3, while the third lever end of the second angle lever 508.12 is articulated to the first wheel set 505 via the second trailing arm or connecting link 508.5. The second lever end of the first angle lever 508.11 and the fourth end of the lever of the second angle lever 508.12 are hinged to the second wheel 507, so therefore on the second set of wheels 507 interconnected as a coupling unit. As a result, a particularly simple, small construction design is achieved with a few, robust components.

The trailing arms 508.3 and 508.5 are each connected in a well-known manner via elastic elements to the respective angle lever 508.11, 508.12 or the first wheel 505. The trailing arm 508.3 to 508.6 are further arranged in each case in a plane which (in the illustrated rest state) parallel to the longitudinal center plane of the car body 502, thus perpendicular to the transverse axis 508.2 of the car body. Therefore, they allow, inter alia, both a relative movement of the first gear 505 with respect to the car body in the direction of the transverse axis 502.2 and the vertical axis 502.3 of the car body.

Furthermore, the pivot point of the respective angle lever 508.11, 508.12 and its point of articulation on the second wheel 507 in the illustrated rest state or the neutral position shown in a plane perpendicular to the transverse axis 508.2 of the car body level. Accordingly, the two angle levers 508.11, 508.12 form a transverse guide of the second wheel set 507, which shows a relative movement of the second wheel set 507 with respect to the car body 502 in the direction of the transverse axis 502.2 and the vertical axis 502.3 of the car body 502.

The turning device 508, on the one hand, causes the first set of wheels 505, upon deflection of one of its wheels in the direction of the longitudinal axis 502.1, to be impressed by a defined turning movement about a turning axis parallel to the vertical axis of the vehicle body. The second wheel 507 is moved in the direction of the transverse axis 502.2. Both are when driving through track curves with regard to the reduction of the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail and the noise is beneficial.

It is understood that can be achieved by an inclination of the plane in which the pivot point of the respective angle lever 508.11, 508.12 and its point of articulation on the second set of wheels 507 (in the neutral position) to the transverse axis 508.2 of the car body that the second wheel also performs a turning movement about a vertical axis. For example, as in FIG. 6 indicated by the dashed contour 508.13, the pivot points of the angle lever 508.11, 508.12 offset with respect to the pivot point on the second gear 507 further inward in the direction of the longitudinal center plane, lead the two sets of wheels 505, 507 (with a certain influenced by the offset translation) a concurrent Turning off.

If, however, the pivot points of the angle levers 508.11, 508.12 are displaced further outwards, an opposite turning movement of the wheel sets 505, 507 occurs

On the other hand, a defined introduction of force from the wheel sets 505, 507 into the vehicle body 502 is achieved via the turning device via a few components over a short distance. This is advantageous insofar as a particularly compact design is achieved with a few, simply designed components, which in the chassis 503 sufficient space for other components, such as high power drive motor units (as in FIG. 6 indicated by dashed contour 509), brakes (for clarity in FIG FIG. 6 not shown) etc. provides. In particular, through the use of the second gear 507 as a coupling unit between the two turning units 508.9 and 508.10 results in a further space savings. Especially in locomotives, where a high drive power is required, this is particularly advantageous. It is understood, however, that this design can of course also be used in a chassis without internal drive motors drive.

The FIG. 7 shows alternatives of the coupling unit between the two turning units 508.9, 508.10. Thus, on the one hand a separate coupling rod may be provided, as in FIG. 7 is indicated by the dashed contour 508.14. Likewise, however, it is also possible to provide a hydraulic coupling unit 508.15, in which a free lever end of the respective lever 508.11, 508.12 (which, like then FIG. 7 it can be seen, does not necessarily have to be an angle lever) acts on a hydraulic cylinder 508.16, 508.17, whose work spaces are hydraulically coupled accordingly.

In this case, it is further understood that in other variants, the trailing arm 508.3, 508.5 and the levers 508.11, 508.12 may also be missing and the hydraulically coupled hydraulic cylinders 508.16, 508.17 (as in FIG. 7 indicated by the dashed contour 508.22) on the one hand directly on the car body and on the other hand directly to the associated wheelset bearing 505.1, 505.2 can attack. As a result, a particularly compact design can be achieved.

The FIG. 8 shows the four-axle locomotive 501, the car body 502 is supported on two identical chassis 503, as shown in FIG. 6 are shown. The two trolleys 503 are (in the illustrated neutral position) arranged symmetrically to a transverse to the longitudinal axis 502.1 transverse center plane of the car body 502. When passing through track curves learn the two outer, the vehicle ends nearest wheel sets each a turning movement, while the two middle Radsatz only a shift in the direction of the transverse axis 502.2 learn. This with regard to the reduction of the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail and the noise of advantage.

Sixth embodiment

The following is with reference to the FIGS. 9 and 10 a sixth rail vehicle in the form of a locomotive 601 described. The Figures 9 or 10 show the locomotive 601 while in one of FIG. 1 or 2 similar, schematic view. The locomotive 601 largely corresponds in its basic design and operation of the locomotive 101 from the Figures 1 and 2 , so that here is largely referred to the above remarks and only to the differences will be discussed. In particular, identical or similar components are provided with reference numerals increased by the value 500.

The car body 602 is supported even on the locomotive 601 via a single-stage suspension directly on a first chassis 603, d. H. it relies on a single spring stage 604 on the wheel bearings 605 and a single spring stage 606 on the wheel bearings of a second wheel 607 from.

Again FIGS. 9 and 10 can be seen, there is a significant difference from the execution FIG. 1 in that connected to the wheelsets 605, 607 and the car body, arranged between the wheelsets 605, 607 turning device 608 a turning unit 608.18 with a coupling shaft 608.19, a first coupling lever 608.20 and a second coupling lever 608.21 on.

The coupling shaft 608.19 has a longitudinal axis which extends in the direction of the transverse axis 602.2 of the car body 602. The coupling shaft 608.19 is rotatably mounted on the car body 602 about an axis of rotation parallel to the transverse axis 602.2 of the car body 602. The first coupling lever 608.20 is rotatably mounted on a first end of the coupling shaft 608.19 and hinged to the first gearset 605 via a trailing arm or coupling link 608.3 and hinged to the second gearset 607 via a trailing arm or coupler link 608.4. The second coupling lever 608.21 is rotatably disposed on the other, second end of the coupling shaft 608.19 and hinged to the first gear 605 a trailing arm or coupling link 608.5 and hinged to the second gear 607 via a trailing arm or coupling link 608.6.

The first coupling lever 608.20 and the second coupling lever 608.21 are arranged with respect to the longitudinal axis of the coupling shaft 608.19 rotated by 180 ° to each other, the first coupling lever 608.20 points in the neutral position shown in the direction of the vertical axis 602.3 of the car body upwards. This ensures that the first set of wheels 605 and the second set of wheels 607 in a deflection of one of its wheels in the direction of the longitudinal axis 602.1 of the car body 602 (in the present example gleichläufige) turning movement is impressed about an axis extending in the direction of the vertical axis 602.3 turning axis. By using a torsion wave representing coupling shaft 608.19 a particularly space-saving configuration can be achieved because the coupling shaft 608.19 must be able to rotate only about its longitudinal axis, so that only little space is required for the implementation of the coupling shaft 608.19 from one side of the vehicle to the other side of the vehicle ,

The first coupling lever 608.20 and the second coupling lever 608.21 can in principle be rotated by any suitable angle to each other, as long as it is ensured that the wheelsets 605, 607 on rotation of the coupling shaft 608.19 nor a corresponding turning movement is impressed.

About the respective distance between the axis of rotation of the coupling shaft 608.19 and the articulation points of the coupling links 608.3, 608.5 to the first gearset 605 and the coupling link 608.4, 608.6 to the second set of wheels 607 is a nearly freely selectable translation between the turning movement of the first gear 605 in a simple manner and the second wheelset 607 possible. In particular, it is also possible, provided that the articulation points of the coupling links 608.3, 608.5 to the first set of wheels 605 and the articulation points of the coupling links 608.4, 608.6 to the second set of wheels 607 are arranged on different sides with respect to the axis of rotation of the coupling shaft 698, an opposite turning movement of the two wheelsets 605, To achieve 607.

The coupling links 608.3 to 608.6 are each connected in a well-known manner via elastic elements to the respective coupling lever 608.20, 608.21 or the respective wheel set 605, 607. The trailing arm 608.3 to 608.6 are further arranged in each case in a plane which (in the illustrated rest state) parallel to the longitudinal center plane of the car body 602, thus perpendicular to the transverse axis 608.2 of the car body. Therefore, they allow, inter alia, both a relative movement of the wheelsets 605, 607 with respect to the car body in the direction of the transverse axis 602.2 and the vertical axis 602.3 of the car body.

As mentioned, the turning device 608, on the one hand, causes the wheelsets 605, 607 to be subjected to a defined turning movement about a turning axis (parallel to the vertical axis of the car body) in the direction of the longitudinal axis 602.1. This is when driving through track curves with regard to the reduction of the starting angle of the wheel rims on the rail and thus the wear of the wheel and rail and the noise of advantage.

On the other hand, a defined introduction of force from the wheel sets 605, 607 into the vehicle body 602 is achieved via the turning device via a few components over a short distance. This is favorable insofar as a particularly compact design is achieved with a few, simply designed components, which in the chassis 603 sufficient space for other components, such as high-performance drive motor units 609, brakes (for reasons of clarity in FIG. 6 not shown) etc. provides. Especially in locomotives, where a high drive power is required, this is particularly advantageous. It is understood, however, that this design can of course also be used in a chassis without internal drive motors drive.

The present invention has been described above solely by means of examples of a locomotive. It is understood, however, that the invention may also be used in any other rail vehicles.

Claims (11)

1. Rail vehicle with

   - a car body (102; 202; 402); and

   - a first running gear (103; 203; 403) comprising at least a first wheel unit (105; 205; 405) having two speed-coupled wheels and a second wheel unit (107; 207; 407) having two speed-coupled wheels;

   - the car body (102; 202; 402) having a longitudinal axis (102.1; 202.1; 402.1), a transverse axis (102.2; 202.2; 402.2), and a height axis (102.3; 202.3; 402.3)

   - the car body (102; 202; 402) being supported directly on the first wheel unit (105; 205; 405) and directly on the second wheel unit (107; 207; 407) via a spring stage (104; 204; 404); and

   - the first wheel unit (105; 205; 405) is articulated to the car body (102; 202; 402) by means of a turning device (108; 208; 408); wherein

   - the turning device (108; 208; 408) is configured such that it imposes, upon a deflection of a wheel of the first wheel unit (105; 205; 405) in the direction of the longitudinal axis (102.1; 202.1; 402.1) of the wagon body (102; 202; 402), a turning motion on the first wheel unit (105; 205; 405) about a turning axis extending in the direction of the height axis (102.3; 202.3; 402.3) of the wagon body (102; 202; 402), and

   - the turning device (108; 208; 408) is connected to the second wheel unit (107; 207; 407) such that it imposes, upon a deflection of a wheel of the second wheel unit (107; 207; 407) in the direction of the longitudinal axis (102.1; 202.1; 402.1) of the wagon body (102; 202; 402), a turning motion on the second wheel unit (107; 207; 407) about a height axis, wherein

   - the turning device (108; 208; 408) is designed such that it imposes concurrent turning movements on the first wheel unit (105; 205; 405) and the second wheel unit (107; 207; 407),

   characterized in that

   - the turning device (108; 208; 408) has at least a first transverse beam (108.1; 208.1; 408.1);

   - the first transverse beam (108.1, 208.1, 408.1) extends in the transverse direction of the wagon body (102; 202; 402),

   - the first transverse beam (108.1; 208.1; 408.1) has a first end, a second end, and a middle portion lying between the first end and the second end,

   - the first transverse beam (108.1; 208.1; 408.1), for generating the turning motion of the first wheel unit (105; 205; 405), is articulated, in its middle portion, to the vehicle body (102; 202; 402) to be pivotable about a pivot axis extending in the direction of the height axis, and

   - the first transverse beam (108.1; 208.1; 408.1) is coupled at its first end and at its second end to the first wheel unit (105; 205; 405), wherein

   - the first transverse beam (108.1; 208.1; 408.1) is coupled, at its first end and its second end, to the first wheel unit (105; 205; 405) via a respective first link device (108.3, 108.5, 208.3, 208.5, 408.3, 408.5).
2. Rail vehicle according to claim 1, characterized in that

   - the first wheel unit (105; 205; 405) is designed as a wheel set with a wheel set shaft connecting the two wheels
   and/or

   - the first wheel unit (105; 205; 405) has external wheel bearings and the turning device (108; 208; 408) is articulated to the wheel bearings.
3. Rail vehicle according to one of the preceding claims, characterized in that

   - the second wheel unit (107; 207; 407) is a wheel set,
4. The rail vehicle as claimed in one of the preceding claims, characterized in that

   - the respective first link device (108.3, 108.5, 208.3, 208.5, 408.3, 408.5) comprises a first longitudinal link which, in the unloaded condition of the running gear, extends in a plane parallel to the longitudinal center plane of the vehicle.
5. Rail vehicle according to one of the preceding claims, characterized in that

   - the first transverse beam (108.1) is coupled, at its first end and its second end, to the second wheel unit (107),

   - the first transverse beam (108.1), in particular, being coupled, at its first end and its second end, to the second wheel unit (107) via a respective second link device (108.4, 108.6), the respective second link device (108.4, 108.6), in particular, comprises a second longitudinal link which, in the unloaded condition of the running gear, extends in a plane parallel to the longitudinal center plane of the vehicle.
6. The rail vehicle according to claim 4, characterized in that

   - the turning device (208; 408) has at least one second transverse beam (208.7; 408.7), wherein

   - the second transverse beam (208.7; 408.7) extends in the transverse direction of the car body (202; 402)

   - the second transverse beam (208.7; 408.7) has a first end, a second end, and a middle portion lying between the first end and the second end;

   - the second transverse beam (208.7; 408.7) is articulated, in its middle portion, to the vehicle body (202; 402) to be pivotable about a pivot axis extending in the direction of the height axis, and

   - the second transverse beam (208.7; 408.7) is coupled at its first end and at its second end to the second wheel unit (207; 407), wherein

   - (208.4, 208.6; 408.4, 408.6) is coupled at its first end and its second end to the second wheel unit via a respective link device (208.4, 208.6; 408.4, 408.6), the respective link device (208.4, 208.6, 408.4, 408.6) comprises, in particular, a longitudinal guide which, in the unloaded state of the first running gear, runs in a plane running parallel to the longitudinal center plane of the vehicle.

   - the second transverse beam (208.7; 408.7), in particular, being coupled, at its first end and its second end, to the second wheel unit (207; 407) via a respective link device (208.4, 208.6, 408.4, 408.6), the respective link device (208.4, 208.6, 408.4, 408.6), in particular, comprises a longitudinal link which, in the unloaded condition of the running gear, extends in a plane parallel to the longitudinal center plane of the vehicle.
7. The rail vehicle according to claim 6, characterized in that the first transverse beam (208.1; 408.1) and the second transverse beam (208.7; 408.7) are coupled to one another via a coupling device (210; 410),

   - the first transverse beam (208.1; 408.1) and the second transverse beam (208.7; 408.7) have a neutral setting in the unloaded state of the first running gear (203, 403), and the coupling device (210; 410) comprises at least one coupling spring device (210.1; 410.1), wherein the coupling spring device (210.1, 410.1) is designed and/or arranged in such a way that it counteracts a deflection of the first transverse beam (208.1, 408.1) and of the second transverse beam (208.7; 408.7) from the neutral setting by an elastic resetting force,
   and/or

   - the coupling device (410), in particular, is articulated to the vehicle body (402) by means of a pivot pin to be pivotable about a pivot axis extending in the direction of the height axis (402.3), wherein

   - the coupling device (210; 410), in particular, is connected to the first transverse beam (208.1; 408.1) in a manner essentially rigid at least about one axis running in the direction of the height axis (202.3; 402.3), in particular, is monolithic with the first transverse beam (208.1; 408.1),
   and/or

   - the coupling device (210; 410), in particular, is connected to the second transverse beam (208.7; 408.7) in a pivotable manner about one axis running in the direction of the height axis (202.3; 402.3),
   or

   - the coupling device (210; 410), in particular, is connected to the second transverse beam (208.7; 408.7) in a manner essentially rigid at least about one axis running in the direction of the height axis (202.3; 402.3), in particular, is monolithic with the second transverse beam (208.7; 408.7).
8. The rail vehicle as claimed in claim 6 or 7, characterized in that the first transverse beam (208.1) and/or the second transverse beam (208.7) has an angled configuration with a first and second end pointing in the direction of the associated wheel unit (205, 207), respectively.
9. The rail vehicle according to one of claims 4 to 8, characterized in that a first drive motor unit (209; 309; 409) is provided, which is supported on the first wheel unit, and

   - the first transverse beam (208.1; 408.1) is substantially rigidly connected to the first drive motor unit (209; 409), in particular, is an integral component of the first drive motor unit (209; 409)
   and or

   - the first drive motor unit (109; 209; 409) is supported on the car body (102; 202; 402) via a first support device, in particular at least a first torque support, wherein

   - the first support device is arranged, in particular, on the side of the first transverse beam facing away from the first drive motor unit.
10. The rail vehicle according to one of claims 6 to 8, characterized in that a second drive motor unit (109; 209; 409) is provided, which is supported on the second wheel unit, and

    - the second transverse beam (208.7; 408.7) is substantially rigidly connected to the second drive motor unit (209; 409), in particular, is an integral component of the second drive motor unit (209; 409)
    and or

    - the second drive motor unit (109; 209; 409) is supported on the car body (102; 202; 402) via a second support device, in particular at least a second torque support, wherein

    - the second support device is arranged, in particular, on the side of the second transverse beam facing away from the second drive motor unit.
11. The rail vehicle as claimed in one of the preceding claims, characterized in that

    - a second running gear (503) is provided, which is formed and arranged substantially symmetrically to the first running gear (503) with respect to a transverse plane perpendicular to the longitudinal axis of the car body (502),
    and/or

    - at least one of the spring stages (104, 106; 604, 606), via which the car body (102; 602) is supported directly on a wheel unit (105, 107; 605, 607), is connected to the car body (102; 602) by means of a tilting rail (104.1, 106.1; 604.1, 606.1)
    and/or

    - it is designed in the manner of a locomotive.

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