EP3109121B1 - Bati tournant pour vehicules ferroviaire a plusieurs articulations et vehicules ferroviaire a plusieurs articulations - Google Patents

Bati tournant pour vehicules ferroviaire a plusieurs articulations et vehicules ferroviaire a plusieurs articulations Download PDF

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Publication number
EP3109121B1
EP3109121B1 EP16172361.4A EP16172361A EP3109121B1 EP 3109121 B1 EP3109121 B1 EP 3109121B1 EP 16172361 A EP16172361 A EP 16172361A EP 3109121 B1 EP3109121 B1 EP 3109121B1
Authority
EP
European Patent Office
Prior art keywords
bogie
car body
cantilever supports
rail vehicle
frames
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP16172361.4A
Other languages
German (de)
English (en)
Other versions
EP3109121A1 (fr
Inventor
Josef Poisinger
Michael Petto
Gerald Newesely
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to RS20170947A priority Critical patent/RS56381B1/sr
Priority to PL16172361T priority patent/PL3109121T3/pl
Publication of EP3109121A1 publication Critical patent/EP3109121A1/fr
Application granted granted Critical
Publication of EP3109121B1 publication Critical patent/EP3109121B1/fr
Priority to HRP20171605TT priority patent/HRP20171605T1/hr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00—Tramway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set

Definitions

  • the present invention relates to a bogie for multi-unit rail vehicles according to the preamble of claim 1 and a multi-unit rail vehicle according to the preamble of claim 6.
  • a three-axle bogie with the features defined in the preamble of claim 1 is known from DE 2016754 A known.
  • a multi-unit rail vehicle with the features defined in the preamble of claim 6 is known from DE 10 2012 002 611 A known.
  • the invention relates to three-axle 6-wheel bogie with a trained from two frame elements divided frame for rail vehicles.
  • the bogie comprises a Mittelradsatz and two Endrad accounts, the position of which is mutually changeable for better Kurvendorfkeit.
  • the three wheelsets are each mounted on a frame member.
  • the wheelset consisting of two wheels, for example, torsionally rigid connected to each other via a wheelset or designed as a loose gear, carries and guides the rail vehicle on the track and transmits the driving forces and braking forces from the vehicle to the track.
  • both three-axle bogies are described with one-piece frame and three-axle bogies with three-part frame.
  • the publications DE 1292157 A . DE 2123115 A and DE 102010040955 B4 called.
  • These known bogies are structurally complex and produce a high production cost. In addition, they only allow insufficient envelope utilization when passing through a track curve.
  • Multi-unit rail vehicles which are composed of two at least two car bodies and the center are connected to each other via a joint (Jakobsbauweise), are usually on three bogies, the middle bogie is located below the joint. The joint pivot point and the rotation point of the middle bogie are superimposed.
  • AT-PS 11726 are passenger cars consisting of several articulated compartments, two of which each rest on a common bogie with the ends facing each other. This design of the later named after the inventor Jacob bogie is used today in many rail vehicles worldwide.
  • Advantageous are a smooth running of the vehicle, low transverse displacements when cornering and cost and weight savings.
  • Such multi-unit rail vehicles with bogies in Jakobsbauweise or quasi Jakobsbauweise have next to the disadvantage that the envelope utilization is bad, since the car bodies in the bow long inward, resulting in a very large curve inner envelope demand and at the same time the curve outer envelope is poorly utilized, continue the Disadvantage that the total vehicle length is limited.
  • the latter results from the fact that a given car length, divided by the number of wheel contact points, gives the specific axle or wheelset load.
  • the Jakobs or quasi-Jakobsbauweise is characterized by the fact that can be saved by the special arrangement of the bogie between the two car bodies generally a bogie, compared to the classic passenger train arrangement, where a car body rests on two bogies.
  • the vehicle composition possibility is limited.
  • the object of the present invention is to provide a bogie for a multi-unit rail vehicle, which allows optimal envelope utilization of vehicles in quasi-Jakobsbauweise, whereby an improved is to be achieved, Furthermore, an improvement with too large vehicle length becomes too large axle load.
  • the problem of high axle loads is solved by the arrangement of 3 instead of 2 axles in the middle bogie, ie 6 wheels instead of 4, if the load on this bogie masses of the car bodies too large distances to the next bogie uprising points are too large.
  • the invention also includes a multi-unit rail vehicle comprising at least one such bogie, whereby the envelope of the rail vehicle can be optimized, which leads to the improvement of the Wagenkastengeometrie.
  • the invention then relates to a three-axle bogie for multi-unit rail vehicles, wherein the bogie is designed as a 6-wheel bogie and at least two bogie frame comprises, wherein the bogie has a provided with Kragarmismen transition carrier.
  • the Transition carrier below gained space the bogie design as a three-axle bogie, which can reduce the axle load compared to a biaxial bogie.
  • the Kragarmisme are opposite to the longitudinal axis of the bogie opposite to a continuation of the transition carrier and protrude significantly beyond the two bogie frame addition.
  • the two bogie frame are connected to each other via a coupling rod and the idler wheels mounted per bogie frame, wherein the coupling rod forms the central axis of the bogie in conjunction with the two loose wheels.
  • the two Kragarmong each have an angled portion from the transitional portion and an adjoining horizontal portion, each extending approximately at the level of the wheel axles of the bogie, wherein on the horizontal portions of the Kragarmongols are arranged, preferably are formed as ball joints.
  • primary suspensions are arranged in the region of the wheel axles and idler gears, and in each case a cradle is arranged on secondary springs between the two bogie frames and the transition carrier.
  • the bogie is designed as a special drive bogie, wherein in the region of the outer sides of the wheels at least one drive module is arranged, which consists of a motor-gear unit.
  • the invention also relates to a multi-unit rail vehicle with a plurality of interconnected car bodies, between which opposite drive car body ends an intermediate car body is arranged, the facing ends of the car bodies rest on a bogie, which is designed as a 6-wheel bogie and at least two Bogie frame includes.
  • the bogie comprises a transition carrier which at the Wagenkastenenden facing sides cantilever beam which protrude beyond the two bogie frame and thereby reach under the car body ends, while the Wagenkastenenden arranged on the Kragarmisn hinged joints are connected.
  • the two bogie frame are connected to each other via a coupling rod and the idler wheels mounted per bogie frame, wherein the coupling rod forms the central axis of the bogie in conjunction with the two loose wheels.
  • the two Kragarmong have an angled portion of the transitional portion and an adjoining horizontal portion, each extending approximately at the level of the wheel axles of the bogie, being arranged on the horizontal portions of the two Kragarmong articulated joints are preferably formed as ball joints.
  • primary suspensions are arranged in the region of the wheel axles and idler gears, and secondary springs and cradles are installed between the two bogie frames and the transition carrier.
  • the bogie is designed as a special drive bogie, wherein in the region of the outer sides of the wheels at least one drive module is provided, which consists of a motor-gear unit.
  • the designed as intermediate car body car body is designed as a closed car body or car body with transitions to the adjacent car bodies without special modification to the 6-wheel bogie.
  • the intermediate car body is provided in whole or in part for receiving or arranging electrical electronic and / or technical equipment.
  • the bogie 1 is designed as a 6-wheel bogie and includes two bogie frame 1.1, 1.2.
  • the bogie 1 has a provided with Kragarmoughn 2.1, 2.2 transition carrier 2.
  • the Kragarmong 2.1, 2.2 lie opposite to the longitudinal axis of the bogie 1 opposite and protrude beyond the two bogie frame 1.1, 1.2 also.
  • the two bogie frames 1.1, 1.2 are interconnected via a coupling rod 1.3 and the per bogie frame 1.1, 1.2 mounted idler gears c, d.
  • the coupling rod 1.3 forms in conjunction with the loose wheels c, d, the middle axis y of the bogie 1.
  • the two Kragarmong 2.1, 2.2 have an angled from the transitional support 2 in the direction of axles section 2.1.a, 2.2.a and an adjoining horizontal section 2.1.b, 2.2.b, which runs in each case approximately at the level of the wheel axles of the bogie.
  • On the horizontal sections 2.1.b, 2.2.b of the cantilever beam 2.1, 2.2 joints 2.3, 2.4 are arranged, which are preferably designed as ball joints.
  • primary suspensions 3 are provided, and between the bogie frames 1.1, 1.2 and the transition carrier 2, secondary springs 4 and cradles 5 are arranged in known construction.
  • the bogies 5 per bogie frame 1.1, 1.2 each have a connection to the transition support 2.
  • the per bogie frame 1.1, 1.2 provided secondary springs 4 are each offset from the pivot point of the bogie.
  • the bogie 4 is designed as a special drive bogie.
  • a drive module 6 is provided, which consists of a motor-gear unit.
  • the Figures 3 and 4 show an inventive multi-unit rail vehicle with a plurality of interconnected car bodies 10, 20, 30 between the drive car body ends 11, 21, an intermediate car body 30 is arranged.
  • the mutually facing ends of the car bodies 10, 20 lie on the bogie 1.
  • the bogie 1 already described above is designed as a 6-wheel bogie.
  • the bogie 1 therefore comprises a transition support 2, which at the Wagenkastenenden 11, 21 facing sides Kragarmong 2.1, 2.2, which protrude beyond the bogie frame 1.1, 1.2 and thereby reach under the Wagenkastenenden 11, 21, wherein the Wagenkastenenden 11, 21 are arranged on the cantilever beams 2.1, 2.2 arranged articulated joints 2.3, 2.4.
  • To avoid Repetitions are referred to the above-mentioned embodiments with regard to the description of the bogie for the multi-unit rail vehicle.
  • Trained as intermediate car body car body 30 is in a variant according to Fig. 3 as a closed car body 30a and according to a further embodiment according to Fig. 4 formed as a car body 30b with transitions for passengers to the adjacent car bodies 10, 20.
  • the car body 30 may be, depending on the embodiment, be wholly or partially formed for receiving or arrangement of electrical, electronic and / or technical equipment.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)

Claims (12)

  1. Bogie à trois essieux pour des véhicules ferroviaires à plusieurs éléments, dans lequel le bogie (1) est réalisé sous la forme d'un bogie à 6 roues et comprend au moins deux châssis de bogie (1.1, 1.2),
    dans lequel le bogie (1) présente un support de passage (2), qui est pourvu de supports de cantilever (2.1, 2.2), caractérisé en ce que
    les supports de cantilever (2.1, 2.2) se font face de manière opposée le long de l'axe longitudinal du bogie (1) et dépassent des au moins deux châssis de bogie (1.1, 1.2).
  2. Bogie selon la revendication 1, caractérisé en ce que les deux châssis de bogie (1.1, 1.2) sont reliés l'un à l'autre par l'intermédiaire d'une tige de couplage (1.3) et de roues libres (c, d) montées par châssis de bogie (1.1, 1.2), dans lequel la tige de couplage (1.3) forme l'essieu central (y) du bogie (1).
  3. Bogie selon les revendications 1 et 2, caractérisé en ce que les deux supports de cantilever (2.1, 2.2) présentent une section (2.1.a, 2.2.a) coudée par rapport au support de passage (2) en direction des essieux de roue et une section (2.1.b, 2.2.b.) horizontale s'y raccordant, laquelle s'étend respectivement environ à hauteur des essieux de roue du bogie, dans lequel des liaisons articulées (2.3, 2.4), qui sont réalisées de préférence sous la forme d'articulations à rotule, sont disposées sur les sections horizontales (2.1.b, 2.2.b) des supports de cantilever (2.1, 2.2).
  4. Bogie selon l'une quelconque des revendications 1 à 3,
    caractérisé en ce que des suspensions primaires (3) sont prévues dans la zone des essieux de roue (x, y, z), et des ressorts secondaires (4) et des traverses danseuses (5) sont disposés entre le châssis de bogie (1.1, 1.2) et le support de passage (2).
  5. Bogie selon l'une quelconque des revendications 1 à 4,
    caractérisé en ce que le bogie (4) est réalisé sous la forme d'un bogie moteur spécial, dans lequel est prévu, dans la zone des côtés extérieurs des roues (a, c ; d, f), au moins respectivement un module d'entraînement (6), qui est constitué d'une unité de transmission de moteur.
  6. Véhicule ferroviaire à plusieurs éléments avec plusieurs caisses de voiture (10, 20, 30) reliées les unes aux autres, entre les extrémités de caisse de voiture (11, 21) sans train de roulement desquelles est disposée une caisse de voiture intermédiaire (30), dans lequel les extrémités, tournées les unes vers les autres, des caisses de voiture (10, 20) reposent sur un bogie (1), dans lequel le bogie (1) est réalisé sous la forme d'un bogie à 6 roues et comprend au moins deux châssis de bogie (1.1, 1.2),
    caractérisé en ce que
    le bogie (1) comprend un support de passage (2), qui présente, au niveau des côtés tournés vers les extrémités de caisse de voiture (11, 21), des supports de cantilever (2.1, 2.2), qui dépassent des châssis de bogie (1.1, 1.2) et s'engrènent dans ce cadre sous les extrémités de caisse de voiture (11, 21), dans lequel les extrémités de caisse de voiture (11, 21) sont reliées à des liaisons articulées (2.3, 2.4) disposées sur les supports de cantilever (2.1, 2.2).
  7. Véhicule ferroviaire selon la revendication 6,
    caractérisé en ce que les châssis de bogie (1.1, 1.2) sont reliés les uns aux autres par l'intermédiaire d'une tige de couplage (1.3) et de roues libres (c, d) montées par châssis de bogie (1.1, 1.2), dans lequel la tige de couplage (1.3) forme l'essieu central (y) du bogie (1).
  8. Véhicule ferroviaire selon les revendications 6 et 7,
    caractérisé en ce que les supports de cantilever (2.1, 2.2) présentent une section (2.1.a, 2.2a) coudée par rapport au support de cantilever (2) et une section horizontale (2.1.b, 2.2.b) s'y raccordant, laquelle s'étend respectivement environ à hauteur des essieux de roue du bogie, dans lequel les liaisons articulées (2.3, 2.4) sont disposées sur les sections horizontales (2.1.b, 2.2.b) des supports de cantilever (2.1, 2.2), lesquelles liaisons articulées sont réalisées de préférence sous la forme d'articulations à rotule.
  9. Véhicule ferroviaire selon l'une quelconque des revendications 6 à 8, caractérisé en ce que des suspensions primaires (3) sont prévues dans la zone des essieux de roue (x, y, z), et des ressorts secondaires (4) et des traverses danseuses (5) sont disposés entre le châssis de bogie (1.1, 1.2) et le support de passage (2).
  10. Véhicule ferroviaire selon l'une quelconque des revendications 6 à 9, caractérisé en ce que le bogie (4) est réalisé sous la forme d'un bogie moteur spécial, dans lequel au moins respectivement un module d'entraînement (6), qui est constitué d'une unité de transmission moteur, est prévu dans la zone des côtés extérieurs des roues (a, c ; d, f).
  11. Véhicule ferroviaire selon l'une quelconque des revendications 6 à 10, caractérisé en ce que la caisse de voiture (30) réalisée sous la forme d'une caisse de voiture intermédiaire est réalisée sous la forme d'une caisse de voiture (30a) fermée ou sous la forme d'une caisse de voiture (30b) avec des passages menant à des caisses de voiture (10, 20) contiguës.
  12. Véhicule ferroviaire selon la revendication 11,
    caractérisé en ce que la caisse de voiture (30) est prévue en totalité ou en partie pour recevoir ou disposer des équipements électriques électroniques et/ou techniques.
EP16172361.4A 2015-06-23 2016-06-01 Bati tournant pour vehicules ferroviaire a plusieurs articulations et vehicules ferroviaire a plusieurs articulations Not-in-force EP3109121B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
RS20170947A RS56381B1 (sr) 2015-06-23 2016-06-01 Obrtno postolje za višedelna šinska vozila i višedelno šinsko vozilo
PL16172361T PL3109121T3 (pl) 2015-06-23 2016-06-01 Wózek do wieloczłonowych pojazdów szynowych oraz wieloczłonowy pojazd szynowy
HRP20171605TT HRP20171605T1 (hr) 2015-06-23 2017-10-20 Podvozje za željeznička vozila s više odjeljaka i željezničko vozilo s više odjeljaka

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015211576.3A DE102015211576A1 (de) 2015-06-23 2015-06-23 Drehgestell für mehrgliedrige Schienenfahrzeuge und mehrgliedriges Schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP3109121A1 EP3109121A1 (fr) 2016-12-28
EP3109121B1 true EP3109121B1 (fr) 2017-07-26

Family

ID=56101310

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16172361.4A Not-in-force EP3109121B1 (fr) 2015-06-23 2016-06-01 Bati tournant pour vehicules ferroviaire a plusieurs articulations et vehicules ferroviaire a plusieurs articulations

Country Status (7)

Country Link
EP (1) EP3109121B1 (fr)
DE (1) DE102015211576A1 (fr)
HR (1) HRP20171605T1 (fr)
HU (1) HUE035028T2 (fr)
PL (1) PL3109121T3 (fr)
RS (1) RS56381B1 (fr)
RU (1) RU2016124895A (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT11726B (fr) 1901-08-08 1903-05-11 Waggonfabrik Actiengesellschaf
DE1142894B (de) 1957-05-14 1963-01-31 Goerlitz Waggonbau Veb Schienengliederzug
DE1292157B (de) 1960-09-01 1969-04-10 Maschf Augsburg Nuernberg Ag Drehgestell mit mindestens drei Radsaetzen fuer Schienenfahrzeuge
DD45961B1 (de) * 1965-03-16 1967-08-05 Friedrich Nüskens Stabilisierungseinrichtung, insbesondere für zugeinheiten von gliederzügen
AU1052870A (en) * 1970-01-22 1971-07-29 British Railways Board Improvements in or relating to railway trains
DE2016754C3 (de) * 1970-04-08 1976-10-14 Rheinstahl Ag Transporttechnik, 3500 Kassel Drehgestell für schienenfahrzeuge mit drei radsaetzen
DE102010040955B4 (de) 2010-09-17 2013-07-18 Andreas Fiedler Dreiachsiges Drehgestell für Schienenfahrzeuge
DE102012002611A1 (de) * 2012-02-13 2013-08-14 Siemens Aktiengesellschaft Schienenfahrzeug mit wenigstens zwei Wagenteilen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
DE102015211576A1 (de) 2016-12-29
HUE035028T2 (en) 2018-03-28
PL3109121T3 (pl) 2018-01-31
EP3109121A1 (fr) 2016-12-28
RS56381B1 (sr) 2017-12-29
RU2016124895A (ru) 2017-12-27
HRP20171605T1 (hr) 2017-12-01

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