EP3031693A1 - Forcibly spread frame for a rail vehicle and rail vehicle with such a frame - Google Patents

Abstract

The invention relates to a chassis for a rail vehicle with at least two rail wheels (1a, 1b) arranged thereon on at least two axles (2, 3) each having a variable track width and with a spreader which supports the rail wheels (1a, 1b) of the respective wheels Axes (2, 3) spreads in the direction of an enlarged track, created, which has compared to the prior art to the effect changed and improved guidance of the variable gauge of the axes, as it does without the known and used in the prior art guide blades And to that extent also works reliably in the field of closely installed rails and tight curve radii. For this purpose, at least two in their gauge respectively variable axes (2, 3) of the chassis via a coupling mechanism (8a, 8b) coupled such that the axis (2, 3) which has the smallest track width, this gauge for the other (n) specifies axis (s) (2, 3).

Description

The present invention relates to a chassis for a rail vehicle having thereon at least two axes each with a variable track width arranged at least four rail wheels and with a spreading device which spreads the rail wheels of the respective axes in the direction of an increased track width.

Rail vehicles or their chassis that serve the transport of persons or goods and run over this purpose as a means of transport laid in the track rails have fixed gauges that are adapted to the track of the track. Typically, the track width, ie the distance of the rail wheels along an axis, of the vehicle is chosen so that in the track with the given track there is a certain lateral play, so that the rail vehicle in the track can "swim". Among other things, this provides for a compensation for and a tolerance for slight changes in the track spacing in the track, as they can always occur.

In some applications, however, it is necessary to make the rail wheels accurately and without a lateral track clearance on the rails laid in the track. This is especially true for applications in which certain devices that are stationarily arranged on the rail vehicle relative to the rail wheels of a vehicle side, must be tracked exactly the course of one or both rails laid in the track. This is z. As in the case of rail vehicles, the measuring equipment, such as ultrasonic measuring heads for measuring the rails with regard to cracking, or machining equipment, such as work units for grinding, must run exactly along the run over rail (s).

As a result, rails laid in the track are subject to noticeable wear due to the constant crossings of fast-moving and / or heavy-weight trains. This wear manifests itself initially in a scoring or ribbing as well as in the formation of microcracks. If this wear is not counteracted by regular maintenance, then it can develop into a massive damage to the rails and thus pose a considerable danger to the safety of further rail traffic, up to the risk of a rail break and consequent derailment.

In order to prevent such hazards and to counteract the wear or to overhaul worn-out rails and reprofile, a grinding process of the surface of the rails, in particular the running surface and driving edges, is carried out today as a possible method. Such a grinding process has over other processes, e.g. a milling, in which considerable material thickness of the rail is removed, the advantage that it can be carried out preventively with little material removal.

Since such grinding operations are performed on the rails laid in the track, which of course can not be removed separately from the track for such overtaking and ground stationary in a grinding station, so-called grinding cables are typically used. These grinding trains have as working units - often held in grinding racks - grinding wheel assemblies with grinding wheels, which are lowered onto the rail surface and guided over this.

Such a rail vehicle or such a grinding train is in the EP 0 708 205 A1 described. There, the grinding wheels are rotationally symmetrical formed as a peripheral grinding and rotate about a grinding body axis of rotation, without being driven by a motor or the like. Drive to such a rotation. With lowered onto the rail surface and pressed against this peripheral grinding the grinding now moves forward, the peripheral grinding are placed with their axes of rotation at an acute angle to the rail longitudinal direction, are driven by a relative movement to a rotation and thereby develop a grinding action and a corresponding removal get the worn surface of the rail. A grinding train operating according to this technique can travel at a comparatively high speed; Here, speeds of about 80 km / h can be achieved. This makes it possible to use such grinding trains largely in normal route operation, ie schedule them without separate blockages of sections in the timetable and let go along.

In such a grinding of the rails, but also in other grinding processes with motor-driven grinding and other material-removing repair and maintenance procedures, in which the rails to be repaired or serviced are driven by a corresponding special vehicle, the removal tools (eg grinding wheels holding grinding racks, Milling tools with appropriate cutting edges or the like.) Are guided with appropriate precision along the rail so as to ensure a correct profiling of the rail head by the machining is carried out at the predetermined position of the rail with respect to the cross section. Since the processing tools are typically positioned true to the alignment of the rail wheels, a corresponding alignment axis is defined as a reference axis, so it is important to position the rail wheels during the crossing exactly on the run over rail.

A track clearance existing as in conventional rail vehicles with their fixed and rigid track width as explained above is apparent from those set forth above Reasons in the chassis of a rail vehicle for the material-removing processing of laid in the track rails just undesirable. Here, as already mentioned, the wheel flanges of the rail wheels should be placed exactly on both rails laid in the track and the chassis should thereby be accurately positioned with respect to the rails and thus specify an exact position for the alignment of the material-removing machining tools. To achieve this, the track width of the respective axles in a corresponding processing vehicle is made variable, and the rail wheels of an axle are pressed apart, the axle is spread. For this purpose, appropriate mechanisms, typically hydraulic rams present, get the appropriate spreading.

As long as a corresponding rail vehicle travels along a single track, it is possible in principle to spread the individual axles independently of each other. In principle, this is even desirable in order to achieve complete installation of all rail wheels on the respective rail and thus an optimal definition of the reference position for z. B. the material-removing tools for each rail.

However, switches and crossings are problematic in which in the region of a heart of the respective inner rail track is interrupted in order to allow passing and passing the wheel flange of the outer rail wheel through this rail track into the branch. If at this point the axis passing through this section is spread without further countermeasures, the widening of the gauge can take place to the extent that the inner rail wheel unintentionally gets into the branching rail track and thus loses the defined guidance along the rail track provided for further travel, so that it can lead to derailment. Accordingly, therefore, measures must be taken that allows safe guidance of the rail wheels and thus the chassis of the rail vehicle in the direction of onward travel provided track direction in the area of such a heart gap of a switch or crossing. At the same time, it must continue to be ensured that the chassis does not float, so that the defined positioning of the machining tools relative to the rails is maintained.

One way in which a corresponding far-reaching spreading of the chassis of a rail vehicle in the heart of a switch or in an intersection can be avoided is - there in relation to a device with rail measuring heads - in the EP 2 347 941 A1 disclosed. The prior art there is described that an expandable by means of a hydraulic cylinder and changeable in the gauge axis has guide blades, which engage behind the section of a switch there arranged Radlenker and thus retain the inner running rail wheel and thereby further spreading of the axis under extension prevent the gauge.

This type of lane keeping has been proven in the long-haul networks, where comparatively large curve radii allow guidance of the corresponding swords without collision with the rails or with arranged in the region of the rails in an exterior space of the track facilities.

But there is also a need, appropriate z. B. equipped with a measuring or processing technology rail vehicles on track systems with narrower curve radii or narrow groove rails. So z. B. with the success of care and maintenance of the rail network by means of a carried out during a crossing grinding in the field of long-distance railways now also the interest of public transport operators to maintain appropriate rail networks in local transport in a similar manner and maintain and maintain. This applies to such rail-bound mass transit systems such as suburban trains, subways and tram networks. In particular, on the part of the operator of such rail networks, there is a high interest in a preventive grinding with passively driven, ie provided without motor drive grinding bodies with corresponding grinding devices, which operate according to the principle as described in the EP 0 708 205 A1 is described. For even and in particular in the mass transit system, the high speed of passage, which is possible during a corresponding grinding machining with this method, of particular advantage, since here typically the schedules designed even denser and narrower are. The possibility of "interposing" a fast-moving maintenance train or a fast-moving maintenance vehicle here brings with it an even greater advantage with only a slight impairment of the timetable. At the same time there is also a need for a measuring technique for detecting the rail condition, which is housed on correspondingly fast moving rail vehicles and can be executed and operated with the help of fast crossings of these rail vehicles.

In contrast to the long-distance railway networks, however, the rail systems in public transport are usually expanded with curves of significantly lower radii, and they are often cramped in their further space, which is particularly true for trams. In this respect, corresponding rail vehicles must be compared with those used in the long-distance rail network, significantly lower wheelbase to a arranged between the rail wheels measuring or processing device, eg. B. arranged there passively driven grinding or ultrasonic measuring heads to be able to perform sufficiently accurate along the rail to be processed. Not only because of this shortened wheelbase, but also because of the narrow radii and the limited space in the rail, it is not possible to provide appropriate guide swords that prevent over-spreading of the track in the area of a switch or crossing.

Against this background, it is an object of the present invention to provide a chassis for a rail vehicle, which has at least two axles, each with variable track width and at least four rail wheels and a spreader and compared to the prior art to the effect changed and improved leadership of the variable track Has axes than that it does not require the known and used in the prior art guide blades and so far works well in the field of closely installed rails and tight curve radii.

This object is achieved by a chassis for a rail vehicle with the features of claim 1. Advantageous embodiments of this chassis are set forth in more detail in the dependent claims 2 to 9. Another aspect of the invention is to provide a rail vehicle with a novel chassis as indicated herein.

According to the invention - this in accordance with the state of the art in a chassis for a rail vehicle, which solves the problem, at least two axes with variable track width and arranged thereon per axis two, that is a total of at least four rail wheels. The chassis according to the invention further comprises a spreader, which spreads the rail wheels of the respective axles in the direction of an increased track width, i. actively parted. This spreader may e.g. be realized by hydraulic ram, but also by a rack and pinion drive, pneumatic cylinder or the like. Which means two apart in the axial longitudinal direction of the respective axis relatively displaceable axle parts in the direction of this axial longitudinal direction apart. In the case of the rail vehicle according to the invention, at least two of the axles, which are variable in their respective track width, are coupled via a coupling mechanism in such a way that the axle which has the smallest track width also specifies this track width for the further axle (s). In other words, the rail vehicle according to the invention is not used, for example, as a guide blade, which engages behind a wheel link arranged there in critical track sections and thus determines a maximum track width of the axle guided in this way, preventing further spreading of this axle. Rather, the track of the axes involved in the coupling is always oriented by the coupling mechanism according to the invention on the track of the narrowest axis because a spreading mechanism acting on the other axes is prevented by the coupling mechanism at a further spreading of the track even if the flanges This axis does not rest completely against two opposite rails of the track.

The safe driving of the heart gap, as they occur in switches or crossings, without it comes to an uncontrolled spreading through the heart gap through in the branching strand is achieved here by a mechanical coupling of the spreading movement of at least two, in particular on all axes. Due to the small length of the center piece gap of less than 1 m, a multi-axle chassis will always cover the gap with only one axle at a time, while for the other axles that roll in front of or behind the core, contact between the wheel flange and rail will prevent excessive spreading , By a mechanical, preferably largely play-free coupling of the spreading movements of the axes not rolling over the heart axes prevent the spreading of that axis, which just rolls over the heart, through the gap.

It is assumed that gaps in the track, such as switches or crossings are never arranged in such close succession and exactly with the distance of the wheelbase between the axles that both the leading and the guided axle simultaneously roll over a gap and so both can spread out in an uncontrolled manner.

If a corresponding rail vehicle travels e.g. the area of a switch and overruns one of the axes with one of their rail wheels, more precisely the wheel flange, the rail interruption (gap) m heart of this switch, so further spreading of the track on this axis and thus a potential derailment is prevented by the wheels of a second, coupled to the axle located in the heart of the areas by the coupling mechanism axis in their track are limited by the distance of the rails on which the two flanges of the rail wheels of this axis are pressed by the spreading mechanism and abut.

Although in principle it is conceivable to form a chassis with a corresponding coupling mechanism, which acts on three or more in their respective track variably shaped axes is preferred in the rail vehicle according to the invention that the chassis has exactly two such axes with exactly four rail wheels, from each one is arranged at one end of the two axes involved (see claim 5).

The simplest embodiment of the coupling mechanism consists of a rigid torsion element, which has two or more suspension legs or suspensions a chassis side rigidly connects. The spreading movement of the chassis takes place by rotation about the axis of the torsion element. The arranged at the ends of the legs legs swing in a circular motion. If the chassis legs are long enough, then a small rotational movement leads to a quasi-linear displacement of the wheels transversely to the rail. The chassis is formed by a right and a left assembly consisting of said torsion elements with the chassis legs and associated wheels which are pressed against each other by an actuator. By the torsion elements, the associated wheels are always rotated together and by the same amount (and thus spread). The track gauge of this chassis then corresponds to the smallest gauge of the track from all points with wheel contact. However, it comes with a spreading movement on two quasi-linear rotational movements of the chassis legs to a - albeit minor - tilting of the wheels on the rail, thus changing the wheel-rail contact and thus to a possible change in the running characteristics resulting in heavy wear and can express unsafe running behavior.

Another embodiment of the coupling mechanism used on each axis two tie rods (in the form of pull and push rods), which are hingedly connected to balance beam, wherein the central axis of rotation of the balance beam is arranged rotated by about 90 ° against the tie rods. By twisting the balance beam about the central axis, the tie rods are pushed outwards or pulled inwards. The coupling mechanism then further includes a mechanical connection that ensures that the balance beams of all axles always rotate together. For this purpose, the balance beam can be connected along their respective (then common) axis of rotation by a rigid torsion element, so that a rotation takes place only together. The mechanical connection can be formed for example by coupling rods, for example. As torsion bars, but also by pressure or tie rods or traction ropes or chains. Such coupling rods do not necessarily have to be solid rods in the conventional sense, tubular members or the like can also be used here. It is important that these elements for the Transmission of compressive and tensile forces are accordingly rigid, thus can bring no game in the system. However, if in such a configuration, a coupling over several elements takes place, for example, have only compressive or exclusively tensile forces to transmit, other elements can be used, such as for the mere transmission of tensile forces längenunveränderliche traction cables, such as wire ropes.

In another embodiment, the rotation of the balance beams could be transmitted via a rocker arm mechanism and a pull-push rod from the balance beam of one axle to the next.

Other transmission mechanisms by means of chain or belt drives, racks or gear drives are conceivable. Prerequisite for the effectiveness of the coupling mechanism is a sufficient amount of backlash to avoid any differences in Spreizmaß the axes arise.

Instead of a balance beam, the relative movement of the two tie rods an axis could also be done by a gear with wedges or swivel wedges, or with a slotted guide, the coupling of the transmission in turn by the said mechanical elements (torsion element, push-push rod, chain drive, etc .) could be designed.

The chassis according to the invention, or a rail vehicle having a chassis designed in accordance with the invention as described in more detail above, may in particular comprise a measuring device which follows the course of a rail which passes over the rail vehicle, such as e.g. one or more ultrasonic or eddy current measuring heads for wear measurements, or a processing device which can be precisely guided along the path of the rail, e.g. have one or more grinding unit (s).

The chassis or the rail vehicle may in particular comprise a device for material-removing machining of the surface of rails laid in the track during a crossing, in which device it may in particular be such for grinding the rails. This device then has at least one movable in a working position Working aggregate on. This working unit includes the appropriate tools for the material-removing machining, such as grinding, milling or the like. This work unit is in two parts, one half for the right and one for the left rail. The respective aggregate halves are expediently positioned relative to the rail by the wheels rolling on the respective rail and their starting in the spread position on the running edge flanges. The aggregate halves must therefore be firmly connected to the associated axle halves and spread together with the chassis.

An arranged on a chassis or rail vehicle according to the invention device for material-removing processing of one or both rails of a track during a crossing, allows an exact processing even in the context of such track systems or sections that have tight curve radii or other structural facilities that a construction with the do not allow known leadership swords.

In general, a rail vehicle having such a device for material-removing machining of the rails will have at least two working units, one of which is provided for the processing of the left and the right rail in the track, i. per side of the axes of a. Thus, a material-removing machining, with particular advantage an abrasive machining, the surfaces of both rail tracks take place in the track at the same time, does not have to be made for the processing of a second rail track a renewed crossing.

Fig. 1

schematisch die Situation einer Weichendurchfahrt eines mit mehreren gespreizten Achsen versehenen Schienenfahrzeuges ohne Begrenzung der Spreizbewegung der Achsen;

Fig. 2

schematisch eine Situation wie in Fig. 1, jedoch mit einer Begrenzung der Spreizbewegung der Achsen durch jeweils an der betroffenen Achse angebrachte, mit einem im Bereich der Weiche im Gleis angebrachten Radlenker zusammenwirkenden Führungsschwertern;

Fig. 3

schematisch die Problematik im Zusammenhang mit Führungsschwertern bei Rillenschienen und mit engen Kurvenradien;

Fig. 4

schematisch ein erstes Ausführungsbeispiel für eine Kopplung der Spreizmechanismen und Spurweiteneinstellung zweier jeweils in der Spurweite einstellbaren und gespreizten Achsen eines erfindungsgemäßen Fahrgestells;

Fig. 5

schematisch ein zweites Ausführungsbeispiel für die Umsetzung einer erfindungsgemäßen Achskopplung;

Fig. 6

schematisch ein drittes Ausführungsbeispiel für die Kopplung der Spreizmechanismen und Spurweiteneinstellung zweier jeweils in der Spurweite einstellbarer und gespreizter Achsen eines erfindungsgemäßen Fahrgestells für ein Schienenfahrzeug; und

Fig. 7

eine schematische dreidimensionale Darstellung eines erfindungsgemäßen Schienenfahrzeuges nach einer möglichen Ausgestaltungsform.

Further advantages and features of the invention will become apparent from the following description of embodiments with reference to the accompanying figures. Showing:

Fig. 1

schematically the situation of a turnout of a provided with several spread axes rail vehicle without limiting the spreading movement of the axes;

Fig. 2

schematically a situation as in Fig. 1 , but with a limitation of the spreading movement of the axes by each on the affected axis mounted, with a mounted in the track rail in the track control arms cooperating guide;

Fig. 3

schematically the problem in connection with guide swords in grooved rails and with tight curve radii;

Fig. 4

schematically a first embodiment of a coupling of the spreading mechanisms and track width adjustment of two each adjustable in the track width and spread axes of a chassis according to the invention;

Fig. 5

schematically, a second embodiment of the implementation of an axis coupling according to the invention;

Fig. 6

schematically a third embodiment of the coupling of the expansion mechanisms and track width adjustment of two each adjustable in the track width and spread axes of a chassis according to the invention for a rail vehicle; and

Fig. 7

a schematic three-dimensional representation of a rail vehicle according to the invention according to a possible embodiment.

In Fig. 1 is schematically illustrated to explain the problem underlying the invention, the situation of a turnout of a chassis of a rail vehicle with three each spread A axes. On the left side of the figure is a schematic plan view, on the right side of the figure, each assigned to the left in top view A axis, a view from the front of the respective axis A shown. The spread axes A are constructed in two parts from two axially displaceable in the longitudinal direction of the respective axis A axle elements AE. A spreading means SM acts on both axle elements AE, which, in particular the axis A shown in the figure in the middle, forces the two axle elements AE apart in such a way that the wheel flanges SK of the wheels R contact the driving edges FK of the rails S Press and so align the axis A and thus the associated with this chassis in a fixed orientation to the rail S and no lateral play. Based the in Fig. 1 A shown above axis A is shown that the spreading mechanism SM, the actuator may have, for example, the shape of a hydraulic cylinder, not only a spreading movement, but also an opposite the axle elements AE contracting movement can exercise, so as to the corresponding axis A of the chassis with a conventional game in the wheelbase over the distance of the rails S in the track equip for a normal ride with corresponding floating motion in the track. At the in Fig. 1 to the bottom axis A is shown, which can happen at a turnout at unrestricted spread axis A in the heart of the switch W when passing through the Fahrkantenunterbrechung U. The right in the figure shown on the outer rail of the switch W current wheel R is retained by the there arranged, belonging to the switch Radlenker RL. Due to the loss of contact of the flange SK of the wheel R shown in the figure on the left of the rail S interrupted there, the spreading mechanism SM spreads the axis A more and more, so that the wheel R shown left uncontrolled device from the rail S, it comes to a derailment.

To the above and in Fig. 1 shown situations are in accordance with spread axes A chassis equipped these axes A, which in turn are formed from two relatively longitudinally displaceable axle elements AE, guide blades FS provided with the axle member AE, on which the running on the center piece side of the switch W current Wheel R is arranged, are firmly connected. This is in Fig. 2 to recognize. The guide blades FS protrude into the area of the rail S in the rail W in such a way that they pass behind the wheel guide RL when passing through the heart of the switch W, thus retaining the soft inner axle element AE and thus also the wheel R arranged on the latter and thereby prevent over-spreading of the axis A. This is in Fig. 2 shown in the lower illustration. For the sake of better clarity of the sketch, only the tracking blade of the left half of the axle (which runs along the right rail) is shown. In a real vehicle, both axle halves would each be equipped with a tracking blade.

Such a known and for example in the EP 2 347 941 A1 closer mechanism described to prevent over-spreading of the axes A by means of guide blades FS works in itself very reliable, at least on typical rails of long-distance rail traffic. However, this design proves problematic in connection with so-called grooved rails RS and there in particular with tight curve radii, as both are often given, for example, in inner-city railways of urban transport, such as trams. Such a situation of a narrow radius curve formed with grooved rails RS is in Fig. 3 illustrated. Again, left in the figure, a view, right in the figure, a view from the front of the respective axes of the axle assembly shown. Good to see here is that the guide sword FS runs along here in the groove of the grooved rail RS. As a result, the collision problems provided with circular markings in the left-hand illustration of the figure and highlighted by a large arrow, in which the guide blade FS collides with the groove rail RS during a curve pass, result in jamming and damage.

To address this problem described and thus to find a mechanism that allows spread brakes preventing overspreading without the use of guide blades and thus can be used easily in connection with grooved rails and tight curve radii, the solution according to the invention has been developed in the following Figures 4-6 Embodiments are shown.

According to the invention a coupling of the axles is provided in the chassis for a rail vehicle such that a spread of the track is limited by the corresponding coupling to the lower of the track widths of at least two, in particular adjacent axes.

In Fig. 4 For this purpose, a first possible embodiment is shown. The chassis there shown schematically with the essential components has rail wheels 1a and 1b, in the example, a total of four rail wheels 1a, 1b. The running on opposite rails S rail wheels 1a are combined to form a first axis 2, the pair The two rails 1 a and 1 b, which are arranged on a chassis side and run one behind the other on a first of the rails S, are fixed via suspensions 4 to the chassis, said suspension in 4 fixed with one about a pivot axis 9a pivotable torsion tube 8a, whose longitudinal axis coincides with the pivot axis 9a, are connected. In the same way, the two rail wheels 1a and 1b of the other side of the chassis, running in succession on the rail S opposite the rail S, are fixed to wheel suspensions 5, which in turn are fixedly connected to a torsion tube 8b which surrounds a pivot axis 9b coincides with the longitudinal axis of the torsion tube 8b are connected. A hydraulic cylinder 6 forms the actuator of the pivot mechanism by engaging two opposing wheel suspensions 4 and 5 and presses them apart in such a way that flanges 7 of the opposing rail wheels 1a and 1b bear against the edges of the rails S and firmly These are pressed.

By the as described above and in the Fig. 4 shown coupling of belonging to the axes 2 and 3 rail wheels 1a and 1b via the torsion tubes 9a, 9b, which may also be formed as torsion bars of solid material, a coupling of the wheelbase of the spread axes 2, 3 is achieved in a manner that the axis 2, 3 with the smaller wheel spacing this also specifies for the axis 3, 2, in which a larger game prevails. If now a landing gear in the embodiment according to Fig. 4 enters the heart of a switch and for example one of the rail wheels 1a of the axis 2 passes the ticket interruption, the wheel spacing on the axis 2 by the wheel spacing of the rail wheels 1 b remains limited to the axis 3, as due to the coupling on the torsion 8a, 8b the axis 2 can not spread further. In this way, on the one hand ensures that by spreading the rail wheels 1a, 1 b with their flanges 7 always safe and accurate on the opposite rails, abut on the edges, so that there is no lateral floating movement of the chassis and thus of the rail vehicle in Track can come. On the other hand, too ensured that no spreading of one of the axles 2 or 3 takes place under excessive widening of the track when in a turnout W, or in other railway facilities such as intersections, the running edge of a rail S is interrupted and thus the lateral guidance on one side of the axle 2 or 3 and for one of the rail wheels 1a, 1 b is interrupted and missing.

Unlike known from the prior art, the coupling comes in the inventive rail vehicle without guide blades, which hook behind a Radlenker and so require a spreading of a moment insecure guided, a Fahrkantenunterbrechung passing axis or the corresponding rail runner.

A further implementation of the coupling according to the invention is shown schematically in FIG Fig. 5 shown. Shown here are the omission of other elements essential for the coupling mechanism components of a chassis according to the invention. The four rail wheels 1 are, as in the previous example, also arranged in each case to two axes 2, 3. The axles 2, 3 are each formed from two axle elements 21, 22 and 31, 32. In this case, the axle elements 21, 22 and 31, 32 of an axle 2 and 3 in the longitudinal direction of the axis 2, 3 relative to each other displaced, for example telescopic, so as to change the wheel spacing of the rail wheels 1 of the respective axis 2 and 3 can , About an actuator in the form of a hydraulic cylinder 6, the axes 2, 3 are spread in the manner to be described in more detail below. As a result, the flanges 7 of the rail wheels 1 are pressed against the edges of the rail S in the opposite rail S, the chassis is faithfully held to the rails S, without causing lateral floating movements of the chassis.

To be seen in a non-specified, professional manner on the Fahrgestell about its longitudinal axis rotatably defined Torsionsrohr 9 arranged balance beam elements 8. At the projecting from the torsion bar 9 beam arms of the balance beam elements 8, opposite each other and spaced from the torsion tube 9 connection points 10, eleventh provided, on each of which via a rigid power transmission element, here each a pull and push rod 12, one of the axle elements 21, 22 and 31, 32 is connected via a hinged attachment. The rail wheels 1 shown on the left in the figure are each connected via the connection point 10 located in the figure above the torsion tube 9 of the respective balance beam element 8 with the balance beam element 8, the rail wheels 1 shown on the right in the figure on the opposite connection point 11. At the in The figure shown front axle is arranged between the axle 21 and the upper connection point 11 of the balance beam element 8 of the hydraulic cylinder 6, which causes the spreading of the axes 2, 3 with a deployment movement.

The torsion tube 8 then represents the actual coupling between the gage settings of the two axles 2, 3. Because it synchronizes the tilting movements of the balance beam elements 8 and thus the widening of the wheel spacings of the rail wheels attached to the respective axles 2, 3, this tilting movement being due to the gage adjustment the narrower axis 2 or 3 is determined. Instead of a torsion tube 8 can be used as a coupling element in this construction, a massive torsion bar. In this context, it should also be noted that the force for the spreading mechanism of the axes 2, 3 in one of the representation in Fig. 5 deviating manner can also be accomplished via a corresponding direct loading of the axle elements 21, 22, that other actuators can be used as a hydraulic cylinder for this purpose.

In Fig. 6 an alternative design of the coupling is shown in which the balance beam elements 8 are not vertically aligned and rotate about a horizontal axis, but tilted by 90 ° and are horizontally or horizontally aligned and rotate about a vertical axis.

In one to the Fig. 5 Comparable manner here are the axle elements 21, 22 and 31, 32 connected by means of pull and push rods 12 with the respective balance beam elements 8, so that by tilting the balance beam elements 8 is an adjusting movement of the axle elements 21, 22, 31, 32 of the respective axes 2, 3 towards each other or away from each other. The actuator of the spreading mechanism, which may also be formed here in particular by a hydraulic cylinder, is shown in the illustration Fig. 6 omitted for clarity.

Unlike in the embodiment of Fig. 4 the balance beam elements 8 are not coupled via a torsion tube, but this coupling takes place via a pull and push rod 15. For this purpose, the balance beam elements 8 on a nose-like extension 14 each have a further connection point 13. Here are the connection points 10, 11, 13 on the tips of a triangle, which is here an isosceles triangle, with the connecting line between the connection points 10 and 11 as a base. The attachment points 13 are connected via the pull and push rod 15, which is articulated with their ends at the attachment points 13, respectively. This pull and push rod 15 here thus represents the actual coupling between the gage settings of the two axes 2, 3. Because it synchronized in this embodiment variant, the tilting movements of the balance beam elements 8, which is determined by the track width adjustment of the narrower guided axis 2 and 3 respectively ,

In FIG. 7 is a schematic and three-dimensional representation again a possible design variant of the invention with reference to a rail vehicle 100 shown, of which only the chassis 101 and a vehicle compartment 102 are shown in detail here, any further attachments and structures are omitted. On the chassis 101 track wheels 1 are shown mounted, with which the rail vehicle 100 can travel along a laid in the track rail pair. The rail wheels 1 are attached to the vehicle frame 102 by means of hinges which are mounted to the vehicle frame 102 on swivel joints 103 about a steering knuckle 104 connected pivotably parallel to the running direction of the rail wheels 1. In a pivot bearing receiver formed in V-shaped brackets 105 of the vehicle frame 102, a torsion tube 106 is mounted in such a way that it can be rotated about an axis of rotation running parallel to the running direction of the rail wheels 1. On the torsion tube 106 balance beam elements 107 are fixed and can rotate with this. At this balance beam elements, tension rods and push rods 108 are each articulated eccentrically to the axis of rotation of the torsion tube, each with a first end, which are articulated respectively at a second end to a console 109 of an associated stub axle 104 provided for this purpose.

The mode of operation of the coupling of the track width adjustment in this exemplary embodiment corresponds to those described above: The track width of the rail wheels 1 of the individual axles is spread over a spreading mechanism (not shown here in detail, for example acting on the torsion tube 106). However, this spreading is limited by the coupling of the respective axes via the balance beam elements 107 connected to the torsion tube 106 and the tension and compression rods 108 connected to them insofar as the axle with the smaller maximum possible track gauge (limited by the rail spacing) is the track gauge for the other axis pretends. This can be easily recognized by the in the FIG. 7 front side of the torsion tube 106 and the balance beam element 107 arranged thereon is considered. For example, decreases the distance in the FIG. 7 Due to a narrower spacing of the opposing rails, the pressure force exerted by the stub axles 104 on the tension and compression rods 108 via the balance beam element 107 causes the torsion bar 106 to rotate counterclockwise. This, in turn, then causes the traction forces exerted on the track arms 1 opposite each other along the track to be converged by a traction force exerted on the associated stub axles 104 by the thrust and push rods 108 connected to the torsion bar 106 with the torsion bar 106 and thus pulled in the direction of a narrower gauge. In the case of a reverse movement and rotation of the torsion tube 106 in the opposite direction (ie clockwise) so a spread of the rear track is effected (as long as this is not limited by the rail distance).

In the FIG. 7 are also on both sides of the rail vehicle 100 with respect to the lateral alignment (in the transverse direction with respect to the running direction of the track wheels 1) to the rail wheels 1, at least in a working position positionally arranged working units 110 shown. These may be, for example, measuring devices for measuring the rails (eg those with eddy current or ultrasonic measuring heads) or else aggregates for machining the rails, eg grinding or milling units. The working units 110 are always guided by their given in the working position position coupling to the rail wheels 1 in this working position in exact longitudinal alignment to the rail. However, they can be changed in their height position, in particular away from the rail and be deliverable to this.

If, for example, due to a narrow boundaries in the track, eg through tunnel walls or the like, the working units 110 are not accessible from the outside, so far must be in access within the chassis 101, an operator so eg for a grinding wheel change or replacement of probes The working units must reach from the inside to this, so would be in the as in Fig. 7 shown variant, the torsion tube 106, which in turn may also be a torsion bar, in the way. In this case, the coupling mechanism can also be realized via laterally arranged torsion bars, which in turn are driven by pairs of push rods. The coupling mechanism then acts around the operator.

From the figures, the operation of the coupling according to the invention is again clear. The figures and the above description also illustrate the advantage of this coupling according to the invention, which in particular requires no further, engaging in the track components such as known from the prior art guide blades and therefore is particularly suitable for track tracks with tight curve radii, as well for such rail guides, in which only very little space remains within the track adjacent to the rails, as is typical for trams, but also other railways in the area of cities or intersections with roads is the case.

LIST OF REFERENCE NUMBERS

1, 1a, 1b

rail wheel

2

axis

3

axis

4

Arm

5

Arm

6

hydraulic cylinders

7

flange

8th

Balance beam element

8a

torsion

8b

torsion

9

torsion

9a

swivel axis

9b

swivel axis

10

access point

11

access point

12

Pull and push rod

13

access point

14

nasal extension

15

Pull and push rod

21

axle

22

axle

31

axle

32

axle

100

track vehicle

101

chassis

102

vehicle frame

103

pivot

104

journal

105

V-shaped console

106

torsion

107

Balance beam element

108

Pull and push rod

109

console

110

working unit

A

axis

AE

axle

FK

running edge

FS

guide bar

S

rail

SK

flange

SM

spreading

R

wheel

RL

Radlenker

RS

grooved rail

U

Driving edge break in the heart of the switch

W

switch

Claims (10)

Chassis for a rail vehicle with at least four rail wheels (1, 1a, 1b) arranged thereon on at least two axles (2, 3) with a variable track width and with a spreader which holds the rail wheels (1; 1a, 1b) of the respective axles (2, 3) spreads in the direction of an increased track width, characterized in that at least two in their gauge respectively variable axes (2, 3) of the chassis via a coupling mechanism (8, 9; 8, 15; 8a, 8b) are coupled in such a way in that the axle (2, 3) which has the smallest track width also specifies this track gauge for the further axle (s) (2, 3). Chassis according to Claim 1, characterized in that the coupling mechanism (8, 9, 8, 15) has on each axis (2, 3) a balance beam element (8) articulated on a rigid element of the rail vehicle in a bearing point, with the beam side on each associated connection point (10, 11) of the balance beam (8) one side (21, 31, 22, 32) of the track-adjustable axis (2, 3) distance fixed, but is articulated in the connection, wherein the balance beam elements (8) the axes (2, 3) via a rigid power transmission (9, 15) are coupled such that they follow each other in the rotational position relative to the respective bearing point. Chassis according to claim 2, characterized in that the balance beam elements (8) each have a third connection point (13), that each balance beam element (8) the three connection points the tips of a triangle, in particular an isosceles triangle, in which the first two connection points (10 11) define the ends of the base, and in that the balance beam elements (8) of adjacent axles (2, 3) are coupled via rigid coupling rods (15) articulated to the third attachment points (13) of the balance beam elements (8). Chassis according to claim 2, characterized in that the balance beam elements (8) fixedly mounted with a torsionally mounted about a longitudinal axis torsionally Transmission member (9), in particular a torsion tube or a torsion bar, are connected so that the balance beam elements (8) are coupled via the torsionally rigid transmission member. Chassis according to claim 1, characterized in that the coupling mechanism (8a, 8b) per chassis side about a longitudinal axis rotatably mounted torsionssteifes transmission member (8a, 8b), in particular depending on a torsion tube or a torsion bar, on the wheel suspension (4, 5) for each one of the respective chassis side associated rail wheel (1 a, 1 b) of each of the coupled axles (2, 3) are fixedly arranged. Chassis according to one of the preceding claims, characterized in that the chassis has exactly four rail wheels (1, 1a, 1b) which are arranged on two axles (2, 3) which are variable in their respective track width. Chassis according to one of the preceding claims, characterized in that there is an exactly to the profile of a rail (S) passes over the chassis, further comprising at least nachzuführende measurement or machining device. Chassis according to one of the preceding claims, characterized in that it comprises a device for material-removing machining, in particular for grinding, the surface of rails laid in the track (S) during a crossing with at least one work unit which can be brought into a working position, which in relation to a on a first side of the axles (2, 3) arranged first pair of to different axes (2, 3) associated rail wheels (1, 1 a, 1 b) in its working position, in which there is the rail (S) on which the first A pair of rail wheels (1; 1a, 1 b) unrolls, machined to remove material, stationary in a direction transverse to a wheelbase of the first pair of rail wheels (1; 1a, 1 b). Chassis according to claim 8, characterized in that it comprises at least two working units which can each be brought into a working position, of which a first working unit with respect to the first pair of axles (2, 3) arranged on the first side of the axles (2, 3). 3) associated rail wheels (1, 1 a, 1 b) in its working position in which it, the rail (S) on which the first pair of rail wheels (1, 1 a, 1 b) rolls, machined, processed in a direction transverse to a Wheelbase of the first pair of rail wheels (1, 1a, 1b) is stationary, and of which a second working unit with respect to a on a second, the first side opposite side of the axes (2, 3) arranged second pair of to different axes ( 2, 3) belonging to the rail wheels (1, 1a, 1b) in their working position, in which the rail (S), on which the first pair of rail wheels (1, 1a, 1b) rolls, is machined, in an R direction transverse to a wheelbase of the second pair of rail wheels (1; 1a, 1b) is stationary. Rail vehicle with a chassis according to one of the preceding claims.

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