EP2423067A1 - Rail vehicle, drive unit for a rail vehicle and method for operating a rail vehicle - Google Patents

Abstract

The vehicle (100) has outer drive units (110, 130) and an inner drive unit (120) arranged at a vehicle frame (102) concerning to a longitudinal axis (103). A coupling device (200) is arranged between the drive units i.e. bogies. The coupling device converts transverse displacement of the inner drive unit with respect to a neutral position at the longitudinal axis into steering movement such as rotation movement around a vertical axis, of the outer drive units and vice versa. The coupling device has partial hydraulic, pneumatic, electronic and/or electrical components e.g. steering units. An independent claim is also included for a method for operating a rail vehicle.

Description

The invention relates to a rail vehicle with a vehicle frame and at least three on the vehicle frame, with respect to a longitudinal axis of the vehicle frame in a row, arranged drive units.

Rail vehicles of this type are mostly used as shunting vehicles, which are designed only for low speeds. The outer axles are rigidly arranged on the vehicle frame, the middle axis is to be able to drive curves, either arranged laterally displaceable on the frame or designed by means of Flange weakening for the cornering ability. The rigid axle assembly has the disadvantage that the center distances are limited because of the need for curve and the running safety in the track curve. These technical conditions and the requirement that the rail vehicle must fit into the clearance gauge, cause the frame length of these vehicles is limited to about 10m. The rigid axle assembly also has adverse effects on the running quality, which is why rail vehicles of this type can reach speeds of up to 80 km / h with difficulty.

The invention further relates to a method for operating such a rail vehicle and a drive unit for a rail vehicle.

From the GB 280,467 a rail vehicle is known in which end regions of the rail vehicle associated outer wheel sets are rotatably connected to an inner, centrally arranged wheelset. Although a mechanical positive coupling of these components of the known system allows a slight adjustment to a curved track, but prevents in all operating conditions and especially in all possible track geometries taking an optimal operating condition of the coupled wheelsets, creating a high wear of the wheelsets (especially on the flange ) and the track is given. Furthermore, the known system requires a large installation space in the region of the middle wheelset, so that it is not driven or only with increased design effort.

Accordingly, it is an object of the present invention to provide an improved rail vehicle, an operating method thereof and a drive unit in which the above-mentioned problems of the prior art are avoided.

1. a) eine Querverschiebung der inneren Laufwerkseinheit gegenüber einer Neutrallage auf der Längsachse in eine Lenkbewegung, insbesondere eine Drehung um die Hochachse, der mindestens einen äußeren Laufwerkseinheit umzusetzen, und/oder
2. b) eine Lenkbewegung, insbesondere eine Drehung um die Hochachse, der mindestens einen äußeren Laufwerkseinheit in eine Querverschiebung der inneren Laufwerkseinheit gegenüber der Neutrallage auf der Längsachse umzusetzen,

und wobei die Kopplungseinrichtung zumindest teilweise hydraulische und/oder pneumatische und/oder elektronische und/oder elektrische Komponenten aufweist.In the rail vehicle of the type mentioned, this object is achieved in that at least one outer drive unit is rotatable about a vertical axis of the rail vehicle, wherein at least one lying between the outer drive units inner drive unit is formed transversely displaceable to the longitudinal axis, wherein a coupling device between the inner drive unit and the outer drive unit is provided, which is designed

1. a) a transverse displacement of the inner drive unit relative to a neutral position on the longitudinal axis in a steering movement, in particular a rotation about the vertical axis, the at least one outer drive unit to implement, and / or
2. b) converting a steering movement, in particular a rotation about the vertical axis, of the at least one outer drive unit into a transverse displacement of the inner drive unit relative to the neutral position on the longitudinal axis,

and wherein the coupling device comprises at least partially hydraulic and / or pneumatic and / or electronic and / or electrical components.

The inventive principle of coupling the inner drive unit with at least one outer drive unit, which is arranged in the end region of the rail vehicle, advantageously allows mutual coupling of the coupled drive units in corresponding curves, which are defined by the geometry of a traveled track, resulting in a particularly low-wear operation results, in particular spares the wheel sets of the drive unit and the track. At the same time advantageously reduced operating noise in the rail vehicle according to the invention. Due to the improved by the coupling according to the invention a maximum speed of the Rail vehicle are also chosen beyond 100 km / h.

The coupling according to the invention advantageously enables a precise angle adjustment ("turning in") of the coupled wheel sets or drive units to form a curve. By the use according to the invention of hydraulic and / or pneumatic and / or electronic and / or electrical components, a particularly small-built coupling device is specified, so that a maximum of free installation space for other components of the rail vehicle is available. In particular, using the coupling device according to the invention, a drive for the inner drive unit can also be arranged in the region of the inner drive unit.

In a preferred embodiment it is provided that at least one drive unit is designed as a wheelset. This means that at least one drive unit of the rail vehicle according to the invention can also be realized as a single wheel set. A combination of individual wheelsets and other types of drive units is also conceivable.

According to a further advantageous embodiment, a total of three drive units are provided in the rail vehicle, wherein each of the three drive units is designed as a single wheel set.

According to a further embodiment, at least one drive unit is designed as a bogie, whereby higher payloads in the rail vehicle, which may be, for example, a shunting locomotive, are made possible.

The inventive principle of the coupling of drive units can be applied to whole "bogies" as well as individual wheelsets. In this case, therefore, a transversely displaceable "bogie" or a single wheel set in the interior of the rail vehicle with at least one external bogie or another type of drive unit such as. A single wheel set coupled to the inventive Einlenken or the mutual influence of a transverse displacement or to allow a steering angle. With correspondingly large Querverschieblichkeit an internal drive unit is not necessary rotatable to the vehicle frame or be arranged underframe.

In a further preferred embodiment, the drive units are arranged substantially equidistant from each other on the vehicle frame, which has a particularly favorable effect on the statics of the vehicle frame or the entire rail vehicle and its payload.

In a further preferred embodiment, it is provided that a first distance between a first outer drive unit and an inner drive unit deviates by a maximum of about 30% from a second distance between a second outer drive unit and the same inner drive unit, which does not result in a strictly symmetrical structure, However, still a sufficiently good load capacity of an inner region of the rail vehicle (viewed in the longitudinal direction) is given.

In a further particularly preferred embodiment of the rail vehicle according to the invention, it is provided that an overall spacing between a first outer drive unit and a second outer drive unit is greater than six meters, preferably greater than seven meters.

In a further particularly preferred embodiment of the rail vehicle according to the invention it is provided that a length of the vehicle frame and / or a lower frame of the rail vehicle is greater than ten meters, preferably greater than or equal to about twelve meters. These relatively large frame dimensions or dimensions of the undercarriage are advantageously made possible by the coupling of the various drive units, without the need of bogies would have to be used as drive units. Rather, an operation with trained as individual wheelsets drive units due to the coupling of the wheelsets invention is also possible.

In a further advantageous embodiment, it is provided that the coupling device has at least one hydraulic operative connection between the inner drive unit and at least one outer drive unit, wherein the hydraulic operative connection is a transverse displacement unit , which is coupled to the inner drive unit such that a transverse displacement of the inner drive unit causes a change in an operating state of the transverse displacement unit, wherein the transverse displacement unit is hydraulically connected to at least one hydraulic steering unit, which is coupled to at least one outer drive unit such that the change the operating state of the transverse displacement unit causes a steering movement of the at least one outer drive unit. That is, in this embodiment, there is a direct hydraulic coupling between the inner drive unit and at least one outer drive unit. The establishment of a comparable direct hydraulic coupling between the inner drive unit and a plurality of outer drive units is also conceivable.

The above-described direct hydraulic coupling advantageously allows mutual involvement of the participating drive units when the rail vehicle enters a track area with a non-disappearing curvature. Particularly advantageously, the hydraulic operative connection is bidirectional, so that a deflection of a front drive unit of the rail vehicle due to transverse forces already results in a transverse displacement of an inner drive unit hydraulically coupled to the front drive unit, resulting in a particularly low level of track sickness on the vehicle given wheelsets is given.

A unidirectional design of the hydraulic active connection is also conceivable. In this case, either a transverse displacement of the inner drive unit resulting from transverse forces may affect one outer drive unit or multiple outer drive units, or vice versa. The use of antiparallel hydraulic active compounds or a hydraulic circuit comprising at least two, but preferably all, drive units of a rail vehicle in the sense of coupling according to the invention is also conceivable.

Preferably, the transverse displacement unit has at least one hydraulic cylinder, whose one end, preferably the piston rod, with the vehicle frame is connected, and the other end, preferably the cylinder head, is connected to the inner drive unit.

Furthermore, the hydraulic steering unit may comprise at least one hydraulic cylinder, whose one end, preferably the piston rod, is connected to the vehicle frame, and whose other end, preferably the cylinder head, is connected to the outer drive unit.

In one variant, the coupling device has a hydraulic operative connection with a fluid circuit extending continuously over all the drive units.

In another variant with exactly three drive units, the coupling device has a hydraulic-mechanical-hydraulic operative connection between the three drive units.

A further particularly advantageous embodiment provides that at least one electronically controllable component is arranged in the hydraulic operative connection via which the coupling between the drive units can be influenced by means of electronic control. As a result, in particular a coupling characteristic, thus the transfer function of hydraulic operating variables from a first drive unit to a second drive unit, can be influenced, for example to control a rigidity or a transmission ratio (transverse shift to steering angle or vice versa).

In addition, the coupling according to the invention can also be switched passively by means of such a system, ie deactivated, which could be of interest, for example, for driving at particularly high speeds.

As a further solution to the object of the present invention, a drive unit according to claim 17 is given.

As yet another solution to the object of the present invention, a method for operating a rail vehicle according to claim 18 is provided. In a particularly preferred embodiment, it is provided that the coupling is influenced as a function of at least one operating variable of the rail vehicle, in particular as a function of a speed and / or smoothness of a drive unit.

A particularly advantageous embodiment of the invention provides that all drive units are driven, resulting in a particularly high maximum tractive force of the rail vehicle.

The invention also relates to a rail vehicle, in particular a shunting locomotive, with a vehicle frame and a driver's cab arranged in the longitudinal direction approximately centrally on the vehicle frame.

It is a further object of the present invention to improve a rail vehicle of this type to provide flexible configurability as well as easy upgradeability.

This object is achieved in this rail vehicle according to the invention in that two each adjacent in the longitudinal direction of the cab interior space for receiving at least one operating module for the rail vehicle are provided.

A particular advantage of the invention is that the internal installation spaces are suitable for accommodating modularly designed operating devices, so-called operating modules, whereby, if required, the operating modules can be easily exchanged for one another or for new operating modules. In the operating modules, which can be arranged directly adjacent to the cab in the space provided for this purpose, it is in particular battery modules and / or generator modules for diesel-electric operation of the rail vehicle. The generator modules can be used for this purpose, e.g. equipped with self-igniting (diesel) internal combustion engines may alternatively or additionally but also on other types of internal combustion engines, in particular gas-powered internal combustion engines, have.

The inventive concept breaks with the prior art used to build vehicles with modular prefabricated subassemblies for only one form of drive or a combination of components of the drive and the technical equipment intended therewith. In the case of a change in use, the vehicle has to be dismantled and rebuilt in its structure despite modular prefabricated modules so far. This Disadvantage is also in the in US 2009/0101041 A1 illustrated modular approach of the vehicle body not solved.

In a further preferred embodiment, it is provided that further operating modules for the rail vehicle are designed and arranged in respective end regions of the vehicle frame in such a way that, together with the driver's cab, they delimit the internal installation spaces in the longitudinal direction. The interior space according to the invention are therefore defined by the arrangement and dimensions of the cab and the arrangement of the other operating modules.

The invention allows a flexible arrangement of the operating modules in the interior of the vehicle frame, while the other operating modules can be arranged in the outer regions of the vehicle frame, which is particularly advantageous when it is in the operating modules, for example. are generator modules or battery modules, which generally have a higher total weight than the other modules, which are e.g. can be a brake system or a traction module, which controls the supply of electric drive motors with electrical energy, ie therefore to facilities that have a lower overall weight compared to the generator modules / battery modules.

The present invention arranged outside further operating modules (brake system, traction module, auxiliary operations) can be arranged using the principle of the invention, preferably also in time prior to installation of the operating modules in the internal space on the vehicle frame, creating a universal locomotive platform comprising the vehicle frame and the other operating modules is created. This locomotive platform advantageously does not already contain generator modules and / or battery modules, but instead still has unoccupied internal installation spaces, which in the future can be equipped with corresponding operating modules depending on the intended use. In this state, the rail vehicle can advantageously already be subjected to a type test and other approval processes. The other, required for the operation of the rail vehicle operating modules (generator module, battery module) can then, ie after the Approval process to be integrated into the inventive internal space of the already approved rail vehicle or the already approved locomotive platform, without a major conversion and thus a new detailed approval of the previously approved components is required. Rather, a supplementary partial approval of the newly added operating modules is sufficient on a regular basis. This advantageously makes it possible to specify a platform vehicle which is flexibly configurable with regard to the drive components (battery module, generator module, fuel cell module, capacitor module) and which is nevertheless already approved with regard to the locomotive platform, thus requiring only a simplified supplementary approval after installation or replacement of the drive components , Subsequent retrofitting of individual power generation / storage blocks or both blocks or operating modules to new technologies (hydrogen drive, fuel cell, gas engines for driving electric generators) is possible without significant interference with the other system components of the locomotive platform and therefore especially without renewed full approval.

The principle according to the invention is therefore advantageous for implementing a modular concept of a design-approved platform for rail vehicles ("locomotive platform"), which is characterized in that the exchangeable operating modules to meet the requirements of the respective drive and energy storage concept symmetric or im Substantially symmetrical and preferably arranged centrally to a transverse axis of the vehicle frame on the platform, the remaining approved operating modules are placed in the end regions of the platform or the vehicle frame.

Particularly advantageously, the lengths of the two internal installation spaces (measured in the longitudinal direction of the rail vehicle) in about the same size, so that advantageously an operating module, such as a battery or generator module, both left side of the cab and right side of the cab can be arranged. This means a simple replacement of operating modules between the internal installation spaces of the invention Rail vehicle is possible at any time, whereby a particularly high flexibility and configurability is given.

According to a further embodiment, the internal installation spaces also particularly advantageously have an approximately equal base area.

Preferably, the base of the two internal installation spaces is rectangular. However, it is also possible not to form the corresponding base areas rectangular, for example, to prevent a wrong orientation of the operating module with respect to a change of location of an operating module from a first (for example, left) inner space to a second (for example right) internal space of the installation space or the rail vehicle takes place.

A further particularly preferred embodiment is characterized in that an outer boundary of at least one of the two internal installation spaces has a maximum distance of about 3.8 meters from a central axis of the rail vehicle, resulting in particularly advantageous running properties for the rail vehicle, especially at higher speeds. The outer boundary of the at least one inner installation space is advantageously formed, for example, by a corresponding inner boundary surface of a further operating module which is arranged in an end region of the rail vehicle or its vehicle frame.

In a further advantageous embodiment, it is provided that the outer boundary of at least one of the two internal installation spaces has a longitudinally measured distance of at most about 1.2 meters from an outer wheel of the rail vehicle, which according to investigations by the Applicant beneficial to the statics and the Operating characteristics of the rail vehicle affects.

In a further very advantageous embodiment, it is provided that the base area of the two internal installation spaces is in each case between approximately 6 percent and approximately 20 percent of the total base area of the vehicle frame. In the present case, the base area of the vehicle frame is understood to be the entire surface defined by the vehicle frame.

In a further advantageous embodiment of the rail vehicle is provided that at least one busbar device is provided which extends substantially over the entire length of the vehicle frame and is intended to connect at least two operating modules together. The busbar device according to the invention can be single-phase, but preferably also multi-phase, and allows an efficient distribution of electrical energy within the rail vehicle. In particular, the busbar device can be firmly integrated into the vehicle frame and have at least in the region of the internal installation spaces via interface means for electrical contacting of the operating modules arranged therein. As a result, in the case of a reconfiguration of the rail vehicle, it is not necessary to recreate or configure a complete wiring harness for the electrical system, but rather it is advantageously possible to make use of the permanently installed infrastructure of the busbar system. As a result, in the replacement of an operating module, only the electrical connection of the operating module to the interface means of the busbar device is to be carried out. Although the bus bar preferably extends the entire length of the vehicle frame, a lower overall length of the bus bar may also be provided, for example, between about 50 percent and about 80 percent of the overall length of the vehicle frame.

According to a further advantageous embodiment, the busbar device may also be designed to electrically connect one or more drive motors to a drive device.

In a further particularly advantageous embodiment, it is provided that the further operating modules each have a lower individual weight than the operating modules arranged in the internal installation spaces or provided for such an arrangement, resulting in a particularly favorable weight distribution over the vehicle frame of the rail vehicle and associated positive running properties result.

In a further very advantageous embodiment of the rail vehicle is provided that three each electrically driven Wheel sets are provided, wherein in a first end region of the vehicle frame, a traction module is arranged, which is designed to provide electrical energy for the wheels driving drive motors, wherein in the second end portion of the vehicle frame, a brake module is arranged, wherein in a first internal space a battery module or a generator module is arranged, and wherein in a second internal space, a battery module or a generator module is arranged. The traction module is advantageously used to deliver the electrical energy stored in the battery module or the electrical energy provided by the generator module in a controlled manner to the drive motors of the rail vehicle.

In the embodiment described above, i.a. either a battery module and a generator module or two generator modules are arranged in the internal installation spaces according to the invention, whereby the rail vehicle can be adapted to a variety of purposes.

Other features, applications and advantages of the invention will become apparent from the following description of embodiments of the invention, which are illustrated in the figures of the drawing. All described or illustrated features, alone or in any combination form the subject matter of the invention, regardless of their summary in the claims or their dependency and regardless of their formulation or representation in the description or in the drawing.

• Figur 1 eine schematische Darstellung eines Schienenfahrzeugs mit drei Laufwerkseinheiten in einer Betriebssituation auf einem Gleis mit nichtverschwindender Krümmung,
• Figur 2 schematisch ein Blockschaltbild einer Ausführungsform der Erfindung,
• Figur 3 einen teilweisen Querschnitt einer inneren Laufwerkseinheit eines Schienenfahrzeugs gemäß einer Ausführungsform,
• Figur 4a, 4b, 4c schematisch eine Draufsicht auf unterschiedliche Laufwerkseinheiten gemäß weiterer Ausführungsformen,
• Figur 5 eine schematische Darstellung eines Schienenfahrzeugs gemäß einer weiteren Ausführungsform,
• Figur 6a, 6b weitere Ausführungsformen des erfindungsgemäßen Schienenfahrzeugs,
• Figur 7 eine schematische Darstellung eines Drehgestells gemäß einer weiteren Ausführungsform,
• Figur 8 eine erste mögliche Ausgestaltung des in Figur 6a gezeigten Kopplungsprinzips,
• Figur 9 eine zweite mögliche Ausgestaltung des in Figur 6a gezeigten Kopplungsprinzips,
• Figur 10 eine Seitenansicht einer weiteren Ausführungsform des erfindungsgemäßen Schienenfahrzeugs,
• Figur 11 eine Seitenansicht einer weiteren Ausführungsform des erfindungsgemäßen Schienenfahrzeugs,
• Figur 12a, 12b jeweils eine Draufsicht auf weitere Ausführungsformen des erfindungsgemäßen Schienenfahrzeugs.

In the drawing shows:

• FIG. 1 a schematic representation of a rail vehicle with three drive units in an operating situation on a track with non-disappearing curvature,
• FIG. 2 schematically a block diagram of an embodiment of the invention,
• FIG. 3 1 is a partial cross-sectional view of an inner drive unit of a rail vehicle according to an embodiment;
• Figure 4a, 4b, 4c FIG. 2 is a schematic plan view of different drive units according to further embodiments; FIG.
• FIG. 5 a schematic representation of a rail vehicle according to another embodiment,
• Figure 6a, 6b further embodiments of the rail vehicle according to the invention,
• FIG. 7 a schematic representation of a bogie according to another embodiment,
• FIG. 8 a first possible embodiment of the in FIG. 6a shown coupling principle,
• FIG. 9 a second possible embodiment of the in FIG. 6a shown coupling principle,
• FIG. 10 a side view of another embodiment of the rail vehicle according to the invention,
• FIG. 11 a side view of another embodiment of the rail vehicle according to the invention,
• FIG. 12a . 12b in each case a plan view of further embodiments of the rail vehicle according to the invention.

FIG. 1 shows in a plan view schematically a rail vehicle 100, the present example, is designed as a shunting locomotive. The rail vehicle 100 has a total of three drive units 110, 120, 130, each of which is designed as a single wheel set. The drive units 110, 120, 130 are arranged in a manner known per se on a vehicle frame 102 of the rail vehicle. In particular, the first outer gear set 110 and the second outer gear set 130 are disposed on the vehicle frame 102 so as to be rotatable about a vertical axis of the rail vehicle 100. The arrangement of the outer wheelsets 110, 130 is carried out according to a particularly preferred embodiment such that the axis of rotation directly through the in FIG. 1 not designated wheelset shaft and preferably extends through the longitudinal axis 103 of the vehicle frame. As a result, by optimal Einlenkvorgänge described later in each case an optimal rotation or. Steering angle for the outer wheelsets, 110, 130 can be adjusted so that the chassis of the Rail vehicle 100 is adaptable to all curved track assemblies 20.

According to the invention, the inner wheel set 120 is designed to be transversely displaceable relative to the longitudinal axis 103 or arranged on the vehicle frame 102. As a result, the inner wheel set 120 in the direction of in FIG. 1 unspecified double arrow - relative to the longitudinal axis 103 - move to take account of a curved track geometry.

At the same time, the outer wheelsets 110, 130 can be deflected in the manner also indicated by double arrows and as already described above.

According to the invention, a coupling device 200 is provided between the inner wheel set 120 and the outer wheel set 110. In the FIG. 1 Only schematically illustrated coupling device 200 is adapted to implement a transverse displacement of the inner wheel 120 relative to a neutral position on the longitudinal axis 103 in a steering movement, in particular a rotation about the vertical axis, of the at least one outer wheel set 110 and 130, respectively. Alternatively or additionally, the coupling device 200 is designed to implement a steering movement, in particular a rotation about the vertical axis, of the at least one outer gearset 110, 130 into a transverse displacement of the inner gearset 120 relative to the neutral position on the longitudinal axis 103.

This advantageously results in a reciprocal deflection or displacement of the wheel sets 110, 120, 130 in such a way that optimum adaptation to a track curvature 20 is always ensured, as a result of which wheel flange wear and unnecessarily high operating noise are avoided.

Advantageously, the rail vehicle 100 according to the invention can be driven by the coupling device 200 at higher speeds than known systems by curves, because due to the coupling according to the invention a higher running stability sets. In particular, particularly tight curves can be driven, such. For example, those with a radius of curvature, which is about 50 meters.

FIG. 3 shows in a partial cross section, which is not to scale, a detailed view of the operating situation of the middle wheel 120 from FIG. 1 , Out FIG. 3 It can be seen that the average wheelset 120 over in FIG. 3 Not designated carrier is connected to the vehicle frame 102 such that a Querverschieblichkeit the wheelset 120 relative to the vehicle frame 102 and its longitudinal axis or one of the longitudinal axis 103 (FIG. FIG. 1 ) cutting vertical axis 103 'is possible.

In FIG. 3 For example, the middle wheel set 120 is transversely displaced out of its normal position N in the region of the vertical axis 103 'by a distance dq, as is apparent from the double arrow dq between a center mark 120a of the wheel set 120 and the vertical axis 103'.

According to the invention, it is provided that the coupling device 200, which in FIG. 1 is shown only schematically, at least hydraulic and / or pneumatic and / or electronic and / or electrical components. By means of such components, at least one corresponding chain of action or operative connection can be realized which enables the coupling between the various wheelsets 110, 120, 130 defined according to the invention.

FIG. 2 1 shows by way of example a block diagram which shows a hydraulic active connection starting from the middle wheel set 120 (FIG. FIG. 1 . FIG. 3 ) to the outer wheelsets 110, 130. The coupling device 200 comprises according to FIG. 2 a first hydraulic unit 210, which is connected to the middle gearset 120 such that a transverse displacement by the amount dq in a corresponding manner to at least one operating variable of the hydraulic unit 210 effects. A change in the at least one operating variable of the hydraulic unit 210 that corresponds to the transverse displacement dq has an effect on the second hydraulic unit 220 via the active hydraulic connection 215, which is arranged in each case in the area of the outer wheel sets 110, 130 in such a way that it determines the steering angle of the respective wheelsets 110, 130 can influence. For example, the second hydraulic unit 220 comprises two hydraulic cylinders, which are arranged in the region of the wheel sets 110, 130 such that they can set a corresponding steering angle, which depends on the transverse displacement dq. The corresponding control signals or hydraulic effects are in FIG. 2 denoted by the reference symbols e1, e2.

Particularly preferably, the in FIG. 2 described operative connection between the components 120, 110, 130 may also be formed bidirectionally, so that corresponding lateral forces on the outer wheelsets 110, 130, which may affect their steering angle, may also affect back to a transverse displacement dq of the inner wheel 120th

Alternatively or additionally, embodiments are conceivable in which at least partially pneumatic and / or electronic and / or electrical components are present.

For example, instead of a first hydraulic component 210 in the region of the inner wheel set 120, an electro-optical or other measuring device may be provided with an electronic interface which detects the transverse displacement dq and the size corresponding to the actually occurring transverse displacement dq via its electronic interface to another component (not shown) ) of the coupling device 200 forwards. Depending on this size, at least one electrically or electronically operable actuator, such as a servo motor or a solenoid valve or the like, are controlled to trigger a steering operation of the wheelsets 110, 130 or only a single set of wheels thereof.

A similar, predominantly electronic, active connection starting from the detection of a steering angle of the outer wheel sets 110, 130 towards a control of the transverse displacement dq of the inner wheel set 120 is also conceivable.

In a further particularly preferred embodiment, which is formed predominantly hydraulically, cf. FIG. 2 In addition, it can advantageously be provided to provide at least one electronically controllable component in the coupling device 200 or in the entire hydraulic chain of action which changes at least one hydraulic operating variable, for example a flow cross-section or other suitable control devices or means via a corresponding electronic control by means of a control unit can affect to a transmission characteristic of the inner wheel 120 to the outer wheelsets 110, 130 or vice versa. In the same way can also be a "gear ratio" between the components 120, 110, 130 which are coupled to one another according to the invention, for example, the operating point dependent on the strength of the mutual coupling between the components 120, 110, 130, in particular depending on a speed of the rail vehicle 100 and / or on a detected rough running of at least one landing gear element or the like to influence.

Although the invention has been described above with reference to FIG. 1 has been described with reference to individual wheelsets 110, 120, 130, the inventive principle is not limited to the operation of individual wheelsets. Rather, instead of a single wheel set 110, 120, 130, at least one bogie may also be provided in the rail vehicle 100. The FIGS. 4a, 4b, 4c show various embodiments of bogies 111, 112, 113, as in the rail vehicle 100 according to FIG. 1 also be used using the principle of the invention.

FIG. 4a shows a plan view of a schematically illustrated bogie 111 which has two connected in a conventional manner with the bogie frame 111 d wheelsets 111 a, 111 b has. Rotary coupling means 111 e enable, in a manner also known per se, a rotatable arrangement of the bogie 111 on a vehicle frame 102 of the rail vehicle 100.

The bogie 111 according to FIG. 4a can, for example, instead of the wheelsets 110, 120, 130 off FIG. 1 be used for the rail vehicle 100, whereby its maximum payload increases accordingly. In particular, the bogie 111 can also be used as an outer drive unit 110, 130.

Figure 4c shows a likewise two wheelsets 113a, 113b exhibiting bogie 113 or chassis element having at its frame 113d connecting means 113f, which allows a transversely displaceable arrangement of the "bogie" 113 on the vehicle frame 102, for example, to the central drive unit 120 according to FIG. 1 train.

FIG. 4b shows another bogie for use with the principle according to the invention, wherein the bogie 112 according to FIG. 4b a total of three sets of wheels 112a, 112b, 112c and one the wheelsets interconnecting bogie frame 112d which, in turn, may be connected via rotary coupling means 112e for rotatable connection to the vehicle frame 102 (FIG. FIG. 1 ).

FIG. 5 shows a plan view of another embodiment of the rail vehicle 100a according to the invention. In this embodiment, it is advantageously provided that the total of three present in turn as individual wheel sets 110, 120, 130, drive units are distributed approximately equidistant over the total length df of the vehicle frame 102. The axial distance between the inner drive unit 120 and the outer drive units 110, 130 is indicated by the double arrows d1, d2. A total distance is given by the double arrow dg.

In a particularly preferred variant of the invention it is provided that the individual center distances are the same, i. E. d1 = d2. In a further preferred variant of the invention, it is provided that the first distance d1 deviates by a maximum of about 30% from the second distance d2.

In yet another advantageous embodiment, it is provided that the total axial distance dg is greater than six meters, preferably greater than seven meters.

In a further preferred embodiment, a length df of the vehicle frame and / or a lower frame of the rail vehicle 100 is greater than ten meters, preferably greater than or equal to about twelve meters.

Despite the relatively large spacings of the individual drive units 110, 120, 130 according to the above with reference to FIG. 5 described embodiments, a particularly high running quality is given even at high speeds, resulting in the inventive coupling of the individual drive units 110, 120, 130.

FIG. 6a schematically shows a further embodiment of the rail vehicle 100b according to the invention. In this variant, the coupling device 200 according to the invention has a hydraulically formed transverse displacement unit 230, which is hydraulically operatively connected to hydraulic steering units 240, 250, which act on the steering angle of the outer wheelsets 110, 130. By the in FIG. 6a shown configuration results in a bidirectional hydraulic chain of action between the outer Wheel sets 110, 130 and the inner wheel 120, so that a transverse displacement of the inner wheel 120 (arrow p1) on the steering angle of the two outer wheelsets 110, 130 affects (arrows p2, p3). Conversely, changes in the steering angle of at least one of the wheel sets 110, 130, as they result, for example, due to lateral forces when entering a curve, also affect the transverse displacement of the inner wheel set 120. The bidirectional character of the hydraulic connection according to FIG. 6a is illustrated by the double arrows between the hydraulically interconnected components 110, 240, 230, 120, 250, 130.

The FIGS. 8 and 9 show two possible embodiments of in FIG. 6a sketched hydraulic coupling device 200. The coupling device 200 is delimited in these figures by the dashed frame from the rest of the rail vehicle 100b.

In the FIG. 8 can be seen at each wheelset 110, 120, 130 whose bearing 105, and a motor / gear unit 107, by means of which each wheelset can be driven. The motor / gear units 107 of the outer gear sets 110, 130 and the bearings 105 of the inner gear set 120 are fixed to the vehicle frame 102.

In the embodiment according to FIG. 8 The transverse displacement unit 230 includes two hydraulic transverse displacement cylinders 231 and 233. The two transverse displacement cylinders 231, 233 are disposed on opposite sides of the inner gear set 120 so that the wheel set 120 is sandwiched between the two hydraulic cylinders 231, 233.

Each transverse displacement cylinder 231, 233 has a cylinder head 235, a cylinder bottom 236, a piston 237 dividing the cylinder 231, 233 into two fluid chambers KQ1 and KQ2, and a piston rod 239. Each fluid chamber KQ1, KQ2 has a fluid port FQ1, FQ2.

In both lateral displacement cylinders 231, 233, the cylinder head 235 is fixed to the engine / transmission unit, whereas the piston rod 239 is fixed to the vehicle frame 102.

The hydraulic steering units 240, 250 are here in the form of a first hydraulic steering cylinder 241 and a second hydraulic Steering cylinder 243 realized, each steering cylinder engages each one end of the wheelset, so that by actuation of the steering cylinder rotation of the wheelset can be effected about its vertical axis.

Each steering cylinder 241, 243 has a cylinder head 245, a cylinder bottom 246, a piston 247 dividing the cylinder 241, 243 into two fluid chambers KL1 and KL2, and a piston rod 249. Each fluid chamber KL1, KL2 has a fluid port FL1, FL2.

In both steering cylinders 241, 243 of the cylinder head 245 is attached to one of the two bearings 105 of the associated wheelset, whereas the piston rod 249 is fixed to the vehicle frame 102.

In the embodiment of the coupling device 200 according to FIG. 8 There is a first coupling between the outer wheel set 110 and the inner wheel set 120, and a second coupling between the outer wheel set 130 and the inner wheel set 120, wherein the first coupling is independent of the second. Both couplings are identical. In particular, the two couplings are constructed mirror-symmetrically in relation to the inner wheel set 120. In the following, therefore, only the first coupling between the outer gear 110 and the inner gear 120 will be described.

This coupling comprises a hydraulic system with two hydraulic circuits H1 and H2. Both hydraulic circuits comprise three fluid chambers. The three fluid chambers are connected to a star connection. In this case, one of the two fluid chambers of the transverse displacement cylinder 231 is connected to a fluid chamber of the first steering cylinder 241 and a fluid chamber of the second steering cylinder 243. Specifically, the first hydraulic circuit H1 connects the cylinder bottom-side fluid chamber KQ1 of the lateral displacement cylinder 231, the cylinder bottom-side fluid chamber KL1 of the first steering cylinder 241, and the cylinder head-side fluid chamber KL1 of the second steering cylinder 243. The second hydraulic circuit H2 connects the cylinder head side fluid chamber KQ2 of the lateral displacement cylinder 231, the cylinder head side fluid chamber KL2 of the first steering cylinder 241, and the cylinder bottom side fluid chamber KL2 of the second steering cylinder 243.

Preferably, the coupling device according to FIG. 8 also over a fluid reservoir and a Überströmdrossel (both not shown in the figure). By means of the fluid reservoir fluid losses in the circuits H1 and H2 can be compensated or too high fluid pressures are reduced. The overflow restrictor connects the two circuits H1 and H2 for pressure balance.

The operation of the coupling between the three wheelsets 110, 120, 130 will now be described by way of example. It is assumed that the rail vehicle 100b on rails in the direction of in FIG. 8 with arrow R indicates. Now, when the vehicle 100b enters a right turn, the outer wheel set 110 is rotated by the tracks about the vertical axis in a clockwise direction. Accordingly, the cylinder head 245 of the first steering cylinder 241 is pressed against the traveling direction, so that the volume of the cylinder head-side fluid chamber KL2 decreases and increases the volume of the cylinder bottom-side fluid chamber KL1. At the same time, the cylinder head 245 of the second steering cylinder 243 is pulled in the traveling direction so that the volume of the cylinder head-side fluid chamber KL1 increases and the volume of the cylinder bottom-side fluid chamber KL2 decreases.

Fluid flows from the cylinder bottom side fluid chamber KQ1 of the transverse displacement cylinder 231 into the cylinder head side fluid chamber KL1 of the second steering cylinder 243 and into the cylinder bottom side fluid chamber KL1 of the first steering cylinder 241 via the hydraulic circuit H1. Fluid flows out of the cylinder head via the hydraulic circuit H2 side fluid chamber KL2 of the first steering cylinder 241 and the cylinder bottom side fluid chamber KL2 of the second steering cylinder 243 into the cylinder head side fluid chamber KQ2 of the lateral displacement cylinder 231.

As a result, the volume of the cylinder bottom-side fluid chamber KQ1 of the lateral displacement cylinder 231 decreases, and the volume of the cylinder head fluid chamber KQ2 of the lateral displacement cylinder 231 increases, causing the inner wheel set 120 to move laterally and counter to the turning direction, i.e. in direction of travel R to the left, is pressed.

Due to the transverse displacement of the inner wheel set 120, the volume of the cylinder bottom-side fluid chamber KQ1 of the transverse displacement cylinder 233 simultaneously decreases and increases the volume of the cylinder cylinder-head-side fluid chamber KQ2 of the transverse displacement cylinder 233.

Fluid flows from the cylinder bottom side fluid chamber KQ1 of the transverse displacement cylinder 233 into the cylinder head side fluid chamber KL1 of the second steering cylinder 243 and into the cylinder bottom side fluid chamber KL1 of the first steering cylinder 241 of the second steering unit 250 via the hydraulic circuit H1.

Fluid flows from the cylinder-head-side fluid chamber KL2 of the first steering cylinder 241 and the cylinder bottom-side fluid chamber KL2 of the second steering cylinder 243 of the second steering unit 250 into the cylinder head-side fluid chamber KQ2 of the transverse displacement cylinder 233 via the hydraulic circuit H2.

In this way, a counterclockwise torque is exerted on the outer and in the direction of travel R of the rear wheel set 130, so that this wheel set also deflects into the right-hand curve.

It will now be the embodiment of FIG. 9 The description is based on the differences from the FIG. 8 limited. For the FIG. 8 identical components will already be used in the framework of the FIG. 8 referenced description.

The coupling device 200 according to FIG. 9 differs from the coupling device of FIG. 8 in that one of the two transverse displacement cylinders has been omitted and both hydraulic steering units 240, 250 are connected to a single transverse displacement cylinder 233 forming the transverse displacement unit 230. Thus, there is a single hydraulic system with continuous fluid circuit between all three wheelsets. Accordingly, the two fluid chambers KQ1, KQ2 of the lateral displacement cylinder 233 each have two ports FQ1, FQ1 'and FQ2, FQ2', so that the lateral displacement cylinder 233 has a total of four ports.

The two hydraulic circuits H1, H2 now each comprise five fluid chambers. In this case, in each case one of the two fluid chambers KQ1 or KQ2 of the transverse displacement cylinder 233 is connected via its first connection FQ1 or FQ2 to a fluid chamber of the first steering cylinder 241 and a fluid chamber of the second steering cylinder 243 of the one steering unit 250, and via its second connection FQ1 'or FQ2 'with a fluid chamber of the first Steering cylinder 241 and a fluid chamber of the second steering cylinder 243 of the other steering unit 240 is connected.

Each hydraulic circuit H1, H2 forms with its five fluid chambers two star circuits, each with three chambers, wherein the two star circuits share a fluid chamber KQ1, KQ2 of the transverse displacement cylinder 233 share. The fluid chamber KQ1, KQ2 of the transverse displacement cylinder 233 is thus part of both star circuits. In other words, the respective fluid chamber KQ1, KQ2 of the transverse displacement cylinder 233 forms the center of the respective hydraulic circuit H1, H2.

• die zylinderboden-seitige Fluidkammer KQ1 des Querverschiebungszylinders 233;
• die zylinderboden-seitige Fluidkammer KL1 des ersten Lenkzylinders 241 und die zylinderkopf-seitige Fluidkammer KL1 des zweiten Lenkzylinders 243 der einen Lenkeinheit 240; sowie
• die zylinderboden-seitige Fluidkammer KL1 des ersten Lenkzylinders 241 und die zylinderkopf-seitige Fluidkammer KL1 des zweiten Lenkzylinders 243 der anderen Lenkeinheit 250.

In particular, the first hydraulic circuit H1 connects the following five chambers with each other:

• the cylinder bottom-side fluid chamber KQ1 of the lateral displacement cylinder 233;
• the cylinder bottom-side fluid chamber KL1 of the first steering cylinder 241 and the cylinder head-side fluid chamber KL1 of the second steering cylinder 243 of the one steering unit 240; such as
• the cylinder bottom-side fluid chamber KL1 of the first steering cylinder 241 and the cylinder head-side fluid chamber KL1 of the second steering cylinder 243 of the other steering unit 250.

• die zylinderkopf-seitige Fluidkammer KQ2 des Querverschiebungszylinders 233,
• die zylinderkopf-seitige Fluidkammer KL2 des ersten Lenkzylinders 241 und die zylinderboden-seitige Fluidkammer KL2 des zweiten Lenkzylinders 243 der einen Lenkeinheit 240, sowie
• die zylinderkopf-seitige Fluidkammer KL2 des ersten Lenkzylinders 241 und die zylinderboden-seitige Fluidkammer KL2 des zweiten Lenkzylinders 243 der anderen Lenkeinheit 250.

The second hydraulic circuit H2 connects the following five chambers with each other:

• the cylinder-head-side fluid chamber KQ2 of the transverse displacement cylinder 233,
• the cylinder-head-side fluid chamber KL2 of the first steering cylinder 241 and the cylinder bottom-side fluid chamber KL2 of the second steering cylinder 243 of the one steering unit 240, as well as
• the cylinder-head-side fluid chamber KL2 of the first steering cylinder 241 and the cylinder bottom-side fluid chamber KL2 of the second steering cylinder 243 of the other steering unit 250.

• Bei Figur 9 fließt das Fluid über die durchgängigen Hydraulikleitungen unmittelbar von der einen Lenkeinheit 240 in die andere Lenkeinheit 250 und umgekehrt;

The operation of the coupling according to FIG. 9 is similar to that of the coupling according to FIG. 8 (see above), with the following difference:

• at FIG. 9 the fluid flows through the continuous hydraulic lines directly from one steering unit 240 to the other steering unit 250 and vice versa;

at FIG. 8 There are two separate, self-contained hydraulic systems on each one of both sides of the inner wheel 120, each with its own fluid pressure. The inner wheel set 120 serves as a coupling between the two systems. The hydraulic energy from one hydraulic system is converted into mechanical work (transverse displacement of the inner wheel set), and the mechanical work is converted into hydraulic energy from the other hydraulic system.

In other words, in the solution according to FIG. 9 a purely hydraulic coupling between the two outer wheelsets 110, 130, whereas in the solution according to FIG. 8 between the two outer wheelsets 110, 130 there is a hydraulic-mechanical-hydraulic coupling.

In summary, it can be seen that in the coupling device according to FIG. 8 the three wheelsets 110, 120, 130 receive an approximately equal path or angle signal, whereas in the coupling device according to FIG. 9 the three sets of wheels 110, 120, 130 receive an approximately equal force or torque signal.

FIG. 6b shows a further embodiment of a rail vehicle according to the invention 100c, in which an electronic measuring device 232 receives the transverse displacement of the inner wheel 120, for example. Metrologically detected, and controls electromechanical or electro-hydraulic actuators 242, 252 by appropriate control commands to corresponding changes in the steering angle of the outer To cause wheel sets 110, 130, cf. the arrows p2, p3.

Because of the relatively small coupling device 200, all wheel sets 110, 120, 130 of the rail vehicle 100, 100a, 100b, 100c can advantageously be driven.

FIG. 7 1 shows an embodiment of a drive unit 114 according to the invention, in particular a bogie, which has a bogie frame 114d and in the present case a total of three wheelsets 114a, 114b, 114c. The bogie 114 is connected via pivotal connection means 114e in FIG in a known manner with the vehicle frame 102 of the rail vehicle 100 connectable.

In FIG. 7 an operating state of the bogie 114 is shown as it corresponds to the operating state of the individual wheelsets 110, 120, 30 for the rail vehicle 100 FIG. 1 is comparable. A coupling device 200 (FIG. FIG. 1 ), which enables, for example, hydraulic coupling of the individual wheelsets 114a, 114b, 114c using the above-described principle according to the invention, is disclosed in US Pat FIG. 7 but not shown.

The application of the inventive principle to individual wheelsets 114a, 144b, 114c of a bogie 114 allows the construction of relatively long bogies, which have a correspondingly large payload capacity. When applying the principle according to the invention on bogies 114, the same advantages as described above for the rail vehicle 100 and the individual wheelsets 110, 120, 130 are described.

In analogy to the scenario according to FIG. 1 is also in FIG. 7 in the bogie 114, the outer wheelsets 114a, 114c are rotatably mounted on the frame 114d about a vertical axis, the vertical axis preferably passing through the longitudinal axis 114f. The inner wheel set 114b is transversely displaceable and coupled to the two outer wheelsets 114a, 114c according to the principle of the invention, so as to give the already described above repeatedly mutual Einlenkprozess between the individual wheelsets 114a, 114b, 114c.

Overall, a running quality of the rail vehicle is significantly improved by the inventive principle, especially at high speeds> = 100 km / h. Even very small curve radii are passable. Wear on wheelsets 110, 120, 130 and track 20 is reduced and all wheel sets 110, 120, 130 can be driven.

FIG. 10 shows a rail vehicle 100 according to another embodiment of the present invention in a schematic side view. The rail vehicle 100, which is for example at a Rangierlokomotive can, has a vehicle frame 102 on which in a conventional manner, a cab 115 with respect to the longitudinal axis L is arranged approximately centrally. The rail vehicle 100 has three presently designed as wheelsets 150, 151 drive units, which in the present case all are driven by its own electric drive 170. The wheel sets 150, 151 are preferably distributed approximately symmetrically over the length of the vehicle frame 102, but may also be arranged asymmetrically. More than three wheelsets and / or the use of different drive units (eg bogie) or a combination thereof are also conceivable.

A particularly good configurability and flexibility for different areas of application of the rail vehicle 100 is given by the fact that on both sides of the cab 115 inner space 135a, 140a are provided, which are directly adjacent to the cab 115 and because of their relatively central location therefore especially for receiving heavy payloads are provided. Particularly advantageous are the inner installation spaces 135a, 140a in the present case for receiving operating modules 122, 123 (FIG. FIG. 11 ), which are preferably battery modules and / or generator modules, as they are required for a known diesel-electric drive of the rail vehicle 100.

In general, the operating modules 122, 123 may be modules for storing and / or generating electrical energy, wherein apart from batteries and generators driven by internal combustion engines, in particular also fuel cells are considered and / or capacitor devices, e.g. with double-layer capacitors, for short-term storage of electrical energy.

The inner installation spaces 135a, 140a are limited to the outer end regions 102a, 102b of the rail vehicle 100 by further operating modules 119, 121 or their inner edge surfaces, which are not specifically designated. Particular preference is given to those configurations of the rail vehicle 100 in which the lengths d3a, d3b of the two internal installation spaces 135a, 140a are approximately equal. This advantageously allows Resources 122, 123 ( FIG. 11 ) between the two internal installation spaces 135a, 140a, without the additional resources 119, 121 having to be rearranged on the vehicle frame 102 of the rail vehicle 100.

Rather, a simple replacement of the resources 122, 123 against each other or against other, not shown, compatible (in terms of shape, weight) operating modules done.

FIG. 11 shows the rail vehicle 100 according to FIG. 10 in a fully developed configuration, in which operating modules 122, 123 are provided in the internal installation spaces 135a, 140a (FIG. FIG. 10 ) are arranged.

FIG. 12a shows a schematic plan view of a further embodiment of the rail vehicle according to the invention 100. It can be seen that the two internal installation spaces 135a, 140a in this embodiment substantially rectangular base surfaces A1, A2 have, which are substantially equal in size.

The formation of the internal installation spaces 135a, 140a with non-rectangular base surfaces A1, A2 is likewise possible (cf. FIG. 12b ).

A static and with respect to the running properties of the rail vehicle 100 particularly favorable configuration results when an outer boundary of at least one of the two internal installation spaces 135a, 140a a distance d3a ', d3b' ( FIG. 10 ) of a maximum of about 3.8 meters from a central axis 100a of the rail vehicle 100 has.

In a further preferred embodiment, it is provided that the outer boundary of at least one of the two inner installation spaces 135a, 140a extends in the longitudinal direction L (FIG. FIG. 10 ) measured distance of a maximum of about 1.2 meters from an outer wheel 150 of the rail vehicle 100 has.

Particularly preferably, the bases A1, A2 ( FIG. 12a ) of the two inner construction spaces 135a, 140a of a further embodiment, each between about 6 percent and about 20 percent of the total footprint of the vehicle frame 102.

Overall, the inventive provision of the internal installation spaces 135a, 140a results in a favorable arrangement of particularly heavy operating modules 122, 123 of the rail vehicle 100, while as a rule somewhat lighter additional operating modules 119, 121 can be arranged further outward with respect to the driver's cab 115. In the case of the rail vehicle 100, a configuration of the loading areas 135, 140 that is essentially symmetrical with respect to the central axis 100a is particularly preferably obtained, cf. FIG. 10 , whereby the modular concept of the invention differs significantly from conventional shunting locomotives.

A total length df ( FIG. 11 ) of the vehicle frame 102 may preferably be about 12 meters or more, so that for the distances 11, 12 of the end portions 102a, 102b of the vehicle frame 102 from the vehicle central axis 100a, a size of about 6 meters or more results.

In a further very advantageous embodiment of the rail vehicle 100, it is provided that at least one busbar device 160 is arranged in the vehicle frame 102, cf. FIG. 12a , The busbar device 160 extends over substantially the entire length of the vehicle frame 102 and is provided to at least two operating modules 119, 121, 122, 123 (FIG. FIG. 11 ) electrically connect to each other, which can be done in a conventional manner single-phase or multi-phase.

Particularly preferably, the busbar device 160 has at least in the region of the internal installation spaces 135a, 140a interface means 161, which enable electrical contacting of the operating modules 119, 121, 122, 123. In this way, when the operating modules 122, 123 are replaced, a particularly simple electrical connection to further operating modules 119, 121 of the rail vehicle 100 can be produced, in particular without cable strands having to be configured and installed again.

The busbar device 160 may, according to another preferred embodiment, also be configured to drive one or more drive motors 170 (FIG. FIG. 10 ) electrically connected to a drive device 119.

Analogous to the electrical energy distribution by means of the busbar device 160, pneumatic and / or hydraulic and / or other connection lines of the type of busbar device 160 can be provided substantially over the entire length of the vehicle frame 102 of the rail vehicle 100 and can be formed with corresponding interface means to provide a simple supply the different operating modules 119, 121, 122, 123 with corresponding resources or a connection of the operating modules 119, 121, 122, 123 to each other.

The invention allows a flexible arrangement of generally higher overall weight operating modules 122, 123 (battery, generator) in the interior of the vehicle frame 102, while usually having a lower total weight components such as a traction module 119 or a brake module 121 or Nebenbetriebe in the outside of the vehicle frame 102 can be arranged.

The outside arranged further operating modules 119, 121 can be arranged using the principle of the invention, preferably also in time prior to installation of the operating modules 122, 123 in the internal installation spaces 135a, 140a, on the vehicle frame 102, and the rail vehicle 100 can in this state of Type approval and other approval processes are subjected. The further operating modules 122, 123 required for the operation of the rail vehicle 100 can subsequently be integrated into the inventive internal installation spaces 135a, 140a of the already approved rail vehicle 100, without a renewed detailed approval of the components 100, 102, 115, 119 already approved previously , 121 is required. This advantageously makes it possible to specify a platform vehicle 100, 102, 115, 119, 121 which remains largely identical in terms of the drive components (battery module, generator module, fuel cell module, capacitor module), and nevertheless offers high configurability. Subsequent conversion of individual energy generation / storage blocks or both blocks or operating modules 122, 123 to new technologies is without significant interference with the other system components 100, 102, 119, 121 possible and therefore in particular without renewed full approval.

The inventive principle therefore advantageously serves to implement a modular concept of a design-approved platform for rail vehicles 100, which is characterized in that the exchangeable operating modules (in particular 122, 123) to meet the requirements of the respective drive and energy storage concept symmetrically or substantially symmetrically and preferably centered to a transverse axis of the vehicle frame 102 on the platform, the remaining approved operating modules 119, 121 being placed in the end regions 102a, 102b of the platform or vehicle frame 102, respectively.

Particularly advantageously, by using the principle according to the invention, a vehicle frame length df of greater than approximately 10 meters can be provided, with the possibility of coupling the various wheel sets 150, 151 resulting in a further improvement of the running properties.

Claims (20)

Rail vehicle (100) having a vehicle frame (102) and at least three drive units (110, 120, 130) arranged on the vehicle frame (102) with respect to a longitudinal axis (103) of the vehicle frame (102), wherein at least one outer drive unit (110 , 130) is rotatable about a vertical axis of the rail vehicle (100), wherein at least one inner drive unit (120) located between the outer drive units (110, 130) is transversely displaceable relative to the longitudinal axis (103), wherein a coupling device (200) between the inner drive unit (120) and the outer drive unit (110, 130), which is designed to a. a transverse displacement (dq) of the inner drive unit (120) relative to a neutral position (N) on the longitudinal axis (103) in a steering movement, in particular a rotation about the vertical axis, the at least one outer drive unit (110, 130) to implement, and / or b. converting a steering movement, in particular a rotation about the vertical axis, of the at least one outer drive unit (110, 130) into a transverse displacement (dq) of the inner drive unit (120) with respect to the neutral position (N) on the longitudinal axis (103), and wherein the coupling device (200) at least partially hydraulic and / or pneumatic and / or electronic and / or electrical components (230, 240, 250). Rail vehicle (100) according to claim 1, wherein at least one drive unit (110, 120, 130) is designed as a wheelset. Rail vehicle (100) according to claim 1 or 2, wherein a total of three drive units (110, 120, 130) are provided, and wherein each of the three drive units (110, 120, 130) is formed as a single wheel set. Rail vehicle (100) according to one of claims 1 to 2, wherein at least one drive unit (110, 120, 130) as a bogie (111, 112, 113) is formed. Rail vehicle (100) according to one of the preceding claims, wherein the drive units (110, 120, 130) are arranged substantially equidistant from each other on the vehicle frame (102). The railroad vehicle (100) of any one of the preceding claims, wherein a first distance (d1) between a first outer drive unit (110) and an inner drive unit (120) is at most about 30 percent of a second distance (d2) between a second outer drive unit (12). 130) and the same inner drive unit (120). Rail vehicle (100) according to one of the preceding claims, wherein a total axial distance (dg) between a first outer drive unit (110) and a second outer drive unit (130) is greater than six meters, preferably greater than seven meters. Rail vehicle (100) according to one of the preceding claims, wherein a length (df) of the vehicle frame (102) and / or a subframe is greater than ten meters, preferably greater than or equal to about twelve meters. Rail vehicle (100) according to one of the preceding claims, wherein at least one outer drive unit (110, 130) and at least one inner drive unit (120) is driven, wherein preferably all drive units (110, 120, 130) are driven. Rail vehicle (100) according to one of the preceding claims, wherein the coupling device (200) has at least one hydraulic operative connection between the inner drive unit (120) and at least one outer drive unit (110, 130), wherein the hydraulic operative connection comprises a transverse displacement unit (230), the way with the inner drive unit (120) is couplable such that a transverse displacement (dq) of the inner drive unit (120) causes a change in an operating state of the transverse displacement unit (230), wherein the transverse displacement unit (230) is hydraulically connected to at least one hydraulic steering unit (240, 250) coupled to at least one outer drive unit (110, 130) such that the change of the operating state of the transverse displacement unit (230) causes a steering movement of the at least one outer drive unit (110, 130). Rail vehicle (100) according to claim 10, wherein the hydraulic active connection is bidirectional. Rail vehicle according to claim 10 or 11, wherein the transverse displacement unit has at least one hydraulic cylinder, whose one end, preferably the piston rod, is connected to the vehicle frame, and whose other end, preferably the cylinder head, is connected to the inner drive unit (120). Rail vehicle (100) according to one of claims 10 to 12, wherein the hydraulic steering unit (240, 250) at least one hydraulic cylinder having one end, preferably the piston rod, is connected to the vehicle frame, and the other end, preferably the cylinder head with the outer drive unit (110, 130) is connected. Rail vehicle (100) according to one of claims 10 to 13, wherein the coupling device (200) has a hydraulic operative connection with a fluid circuit extending over all the drive units (110, 120, 130). Rail vehicle (100) according to one of claims 10 to 13 with exactly three drive units, wherein the coupling device (200) has a hydraulic-mechanical-hydraulic operative connection between the three drive units (110, 120, 130). Rail vehicle (100) according to one of claims 10 to 15, wherein at least one electronically controllable component is arranged in the hydraulic operative connection, via which the coupling between the drive units can be influenced by means of electronic control. Drive unit (114), in particular bogie, for a rail vehicle (100), with a drive frame (114d) and at least three wheel sets (114a, 114b) arranged on the drive frame (114d) with respect to a longitudinal axis (114f) of the drive frame (114d) , 114c), wherein at least one outer gear set (114a) is rotatable about a vertical axis of the drive unit (114), at least one inner gear set (114b) located between the outer gear sets (114a, 114c) being transversely displaceable with respect to the longitudinal axis (114f) wherein a coupling device (200) is provided between the inner wheel set (114b) and the outer wheel set (114a, 114c), which is designed to a. a transverse displacement (dq) of the inner wheel set (114b) relative to a neutral position (N) on the longitudinal axis (114f) in a steering movement, in particular a rotation about the vertical axis of the at least one outer wheel set (114a, 114c) implement, and / or b. converting a steering movement, in particular a rotation about the vertical axis, of the at least one outer gearset (114a, 114c) into a transverse displacement (dq) of the inner gearset (114b) relative to the neutral position (N) on the longitudinal axis (114f), and wherein the coupling device (200) comprises at least partially hydraulic and / or pneumatic and / or electronic and / or electrical components. A method of operating a rail vehicle (100), the rail vehicle comprising a vehicle frame (102) and at least three on the vehicle frame (102), relative to a longitudinal axis (103) of the vehicle frame (102) has successively arranged drive units (110, 120, 130),
wherein at least one outer drive unit (110, 130) is designed to be rotatable about a vertical axis of the rail vehicle (100), wherein at least one inner drive unit (120) lying between the outer drive units (110, 130) is designed to be transversely displaceable relative to the longitudinal axis (103),
wherein a coupling device (200) is provided between the inner drive unit (120) and the outer drive unit (110, 130) a. a transverse displacement (dq) of the inner drive unit (120) relative to a neutral position (N) on the longitudinal axis (112) in a steering movement, in particular a rotation about the vertical axis, the at least one outer drive unit (110, 130) converts, and / or b. a steering movement, in particular a rotation about the vertical axis, which converts at least one outer drive unit (110, 130) into a transverse displacement (dq) of the inner drive unit (120) with respect to the neutral position (N) on the longitudinal axis (112), and wherein the coupling device (200) comprises at least partially hydraulic and / or pneumatic and / or electronic and / or electrical components. A method according to claim 18, wherein the coupling is influenced as a function of at least one operating variable of the rail vehicle (100), in particular as a function of a speed and / or smoothness of a drive unit (110, 120, 130). Method according to one of claims 18 to 19, wherein all drive units (110, 120, 130) are driven.

Images