EP3109122A1 - Assembly and method for optimizing the envelope of railway vehicles in sectional construction - Google Patents

Abstract

The invention relates to an arrangement for optimizing the envelope of a multi-unit rail vehicle with a plurality of interconnected car bodies (1, 2, 3) between the drive car body ends (1.1, 2.1) with a bogie (4) provided intermediate car body (3) is arranged, wherein the lying facing each other ends of the car bodies (1, 2) on the bogie (4), wherein the bogie (4) comprises a transition carrier (6) at the, the car body ends (1.1, 2.1) facing sides cantilever (6.1, 6.2) has, which protrude well over the bogie (4), while far below the car body ends (1.1, 2.1) engage and thereby connect the car body ends (1.1, 2.1) arranged on the Kragarmträgern (6.1, 6.2) articulated joints (7). Moreover, the invention relates to a method for optimizing the envelope of a multi-unit rail vehicle.

Description

The present invention relates to an arrangement and a method for optimizing the envelope of rail vehicles in sectional construction according to the preambles of claims 1 and 5.

Rail vehicles in link construction are usually constructed of two car bodies, which are connected together centrally via a hinge. The vehicles stand 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. Such a construction is often described as Jakobsbauweise. The envelope of such an arrangement is in the Fig. 1 shown. An arrangement of the aforementioned type is described in AT-PS 11726. These 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.

A modification of the aforementioned Jakobsbauweise is the so-called Quasi Jakobsanordnung. The envelope of such an arrangement is in the Fig. 2 shown. Here, the center of rotation of the bogie and the pivot point of the car bodies are slightly offset in the longitudinal direction.

Both the Jakobsbauweise and the quasi Jakobsbauweise have the disadvantage that the envelope utilization is bad, since the car bodies in the arc long inward, resulting in a very large curve inner envelope demand results and at the same time the curve outer envelope is poorly utilized. This limits the body geometry.

The object of the present invention is therefore to provide an arrangement of the aforementioned type which allows optimum envelope utilization of vehicles in Jakobsbauweise, whereby an improved body geometry is to be achieved. The invention also includes a method for optimizing the Envelope of a multi-unit rail vehicle to improve the Wagenkastengeometrie.

Accordingly, the invention includes an arrangement for optimizing the envelope of a multi-unit rail vehicle with a plurality of interconnected car bodies, between the drive car body ends provided with a bogie intermediate car body is arranged, with the facing ends of the car bodies rest on the bogie. Advantageously, while the bogie comprises a transition carrier, which at the Wagenkastenenden facing sides each having a Kragarmträger, each protruding at the Wagenkastenenden sides clearly above the bogie, thereby far below the Wagenkastenenden attacks and thereby the fulcrum of the Wagenkastenenden towards the vehicle or start Vehicle end shifts.

To clarify this feature and to distinguish it from the prior art is exemplified in Figures 6 - 9 of EP0548044B1 directed.

• Analog zur in der EP0548044B1 beschriebenen Anordnung von zwei Kragarmträgern wird nun eine Überdeckung der Kragarmträger unter einen der beiden Wagenkästen erreicht. Hierbei ist entsprechend der Überdeckung des einen Kragarmträgers unter dem benachbarten Wagenkasten besagter Kragarmträger um die Distanz der Überdeckung verlängert. In der vorgeschlagenen Anordnung können zur Erreichung maximaler Hüllkurvenbedarf-Verbesserung Werte bis zur Verdoppelung der vom Wagenkasten ausragenden Kragarmträger-Länge des einen Kragarmträgers erreicht werden. Dabei ist die Anordnung des korrespondierenden Gelenkteiles demzufolge kein in "negativer" Richtung, also unter dem benachbarten Wagenkasten angeordneter " physischer Kragarmträger" sondern beispielsweise "nur" das korrespondierende Gelenkteil in exakt jener Distanz unter dem eine Wagenkasten, die sonst als Distanz eines Kragarmträgers zwischen beiden benachbarten Wagenkästen verwendet würde.

Generell ist anzumerken, dass eine Hüllkurvenverbesserung mit zunehmender Überdeckung des Kragarmträgers erreicht wird, die allerdings auch mit zunehmendem Querversatz der beiden zueinander gekehrten Wagenkastenenden einhergeht.
In der erfindungsgemäßen vorgeschlagenen Anordnung kann der eine herausragende Kragarmträger in den Drehgestellrahmen integriert werden.In order to negotiate a curve, certain parts of a rail vehicle have to turn by certain angles-the smaller the radius of curvature, the greater the deflection angle to be denied. Will the example of EP0548044B1 In all 4 figures for a given radius of curvature a total angle of 2 times alpha is to be accomplished - in different divisions: either exclusively by the bogies (2 times each alpha, Fig. 6 ) or exclusively by the joint between the two car bodies (2 Alpha, Fig. 7) or divided between turning of the bogie plus joint between the two car bodies (2 times Alpha / half plus Alpha, Fig. 8) or by realization of a "Multi" Articulated vehicle ", in which the total angle is reduced by the number of joints to once each alpha (Figure 9). All three figures 7 to 9, where at least one joint is arranged between car bodies, however, have one feature in common: the joint between the car bodies is also physically located between the two car bodies. In other words, a Kragarmträger each direction of adjacent car body are guided from each end of the car body, the free end having a hinge part which allows rotations about the major axes in certain degrees of freedom.
The present invention now consists in the arrangement of the cantilever beams:

• Analogous to in the EP0548044B1 described arrangement of two Kragarmträgern an overlap of Kragarmträger is now achieved under one of the two car bodies. Here, according to the coverage of a Kragarmträgers under the said carcass said cantilever beams extended by the distance of the overlap. In the proposed arrangement, to achieve maximum envelope demand improvement, values can be achieved to double the cantilever beam length of one cantilever beam projecting from the car body. The arrangement of the corresponding joint part is therefore not in "negative" direction, so under the adjacent car body arranged "physical Kragarmträger" but, for example, "only" the corresponding hinge part at exactly that distance under a car body, the distance as a Kragarmträgers between the two would be used adjacent car bodies.

Generally, it should be noted that an envelope improvement is achieved with increasing coverage of Kragarmträgers, but this is also associated with increasing transverse offset of the two car body ends facing each other.
In the proposed arrangement according to the invention, the one outstanding Kragarmträger can be integrated into the bogie frame.

According to a particular feature of the invention, primary suspensions may be provided in the region of the two outer wheel axles, wherein secondary springs and cradles are arranged between the bogie frame and the transitional support, which serve to improve the running characteristics and are particularly useful when the turnout angle of the bogie get so big that the secondary suspension can no longer follow the turning path.

As already stated, the invention also includes a method for optimizing the envelope of a multi-unit rail vehicle with a plurality of interconnected car bodies, between the drive car body ends provided with a bogie Zwischenwagenkasten, and wherein the facing ends of the car bodies rest on the bogie, wherein the inventive method is that the centers of rotation of the car bodies and the bogie are significantly more spaced from each other and that fact that the bogie is provided at the, the car body ends facing sides with Kragarmträgern that each protrude significantly beyond the lateral ends of the bogie and far reach under the car body ends and the car body ends are mounted on the cantilever beams arranged joints. The joints can be performed in the usual form as spherical joints that allow all 3 rotational degrees of freedom but none of the 3 translational degrees of freedom.

The above-mentioned features enable optimum envelope utilization of Jakobs and Quasi-Jakobs vehicles, allowing improved carbody geometry to be achieved.

Fig. 1:

die Hüllkurve eines Schienenfahrzeuges in Jakobsbauweise,

Fig. 2:

die Hüllkurve eines Schienenfahrzeuges in Quasi Jakobsbauweise,

Fig. 3:

die Hüllkurve eines Schienenfahrzeuges gemäß der vorliegender Erfindung in verbesserter Quasi Jakobsbauweise,

Fig. 4:

die schematische Ansicht einer erfindungsgemäßen Anordnung in einer Ansicht von unten,

Fig. 5.1:

die schematische Ansicht eines Teils der erfindungsgemäßen Anordnung, nämlich des Drehgestells in einer perspektivischen Sicht

Fig. 5.2:

die schematische Ansicht eines Teils der erfindungsgemäßen Anordnung, nämlich des Drehgestells in einer Ansicht von unten

Fig. 6:

die schematische Ansicht einer erfindungsgemäßen Anordnung in einer Seitenansicht.

Further details, features and advantages of the invention will become apparent from the following description of exemplary embodiments with reference to the accompanying drawings. Show it:

Fig. 1:

the envelope of a rail vehicle in Jakobsbauweise,

Fig. 2:

the envelope of a rail vehicle in quasi-Jacob's style,

3:

the envelope of a rail vehicle according to the present invention in an improved quasi-Jacob's style,

4:

the schematic view of an arrangement according to the invention in a view from below,

Fig. 5.1:

the schematic view of a portion of the inventive arrangement, namely the bogie in a perspective view

Fig. 5.2:

the schematic view of a portion of the inventive arrangement, namely the bogie in a view from below

Fig. 6:

the schematic view of an arrangement according to the invention in a side view.

The FIGS. 1 to 3 show various envelopes resulting from the various designs already described above. The illustrated vehicles each have the same car lengths.

In the Fig. 1 is a rail vehicle in Jakobsbauweise shown. Jakobsbau railway vehicles are usually constructed of two car bodies 10, 20, which are interconnected centrally via a hinge 30. The vehicles are standing on three bogies 41, 42, 43, wherein the middle bogie 42 is disposed below the hinge 30. The hinge pivot point and the rotation point of the middle bogie 42 lie one above the other. The arrows a and b refer to the poor utilization of the envelope of this construction.

In the Fig. 2 is the envelope of a rail vehicle in a quasi Jakobsanordnung shown. The connection of the car bodies 10, 20 via the joints 31, 32 on the middle bogie 42, which are arranged offset. Here are the center of rotation the bogie 42 and the pivot point of the car bodies 10, 20 slightly offset in the longitudinal direction, resulting in a slightly improved envelope.

In the Fig. 3 is the envelope of a rail vehicle in an improved quasi Jakobsanordnung, namely according to the present inventive arrangement shown. The rail vehicle consists here of several interconnected car bodies 1, 2, 3 between the drive car body ends 1.1, 2.1 is provided with a bogie 4 intermediate car body 3, wherein the mutually facing ends of the car bodies 1, 2 rest on the bogie 4. The bogie 4 has at the, the car body ends 1.1, 2.1 facing sides on Kragarmträger that protrude beyond the bogie 4 and thereby reach under the car body ends. As a result, the centers of rotation of the car bodies and the bogie are significantly more spaced from each other. As a result, an optimal envelope utilization is achieved, whereupon the arrows a, b in the Fig. 3 clues.

The FIGS. 4 to 6 now show the structure of the inventive arrangement for optimizing the envelope of a multi-unit rail vehicle in improved Jakobsbauweise with several interconnected car bodies 1, 2, 3, between the drive car body ends 1.1, 2.1 is provided with a bogie 4 intermediate car body 3. The mutually facing ends of the car bodies 1, 2 lie on the bogie 4. The bogie 4 comprises a transition support 6, which has at the Wagenkastenenden 1.1, 2.1 facing sides cantilever 6.1, 6.2. These protrude beyond the bogie 4 and reach under the car body ends 1.1, 2.1. The car body ends 1.1, 2.1 are connected to the cantilever beams 6.1, 6.2 arranged articulated joints 7. The joints 7 are formed as spherical joints. In the area of the wheel axles 5.2, 5.3, primary suspensions 8.1 are provided, and secondary springs 8.2 and the cradles 8.3 are arranged between the bogie frames 4.1, 4.2 and the transition carrier 6. According to the method, the rotation centers of the car bodies 1, 2 and the bogie 4 are strongly spaced from each other by the fact that the bogie 4 is provided at the, the car body ends facing sides with the Kragarmträgern 6.1, 6.2, each clearly over the lateral ends of the bogie. 4 protrude and reach far below the car body ends 1.1, 2.1 and the car body ends are mounted on the Kragarmträgern arranged articulated joints 7.

By the invention, an optimal envelope utilization of vehicles in Jakobsbauweise allows, whereby an improved body geometry can be achieved.

Claims (6)

Arrangement for optimizing the envelope of a multi-unit rail vehicle with a plurality of interconnected car bodies (1, 2, 3) between the drive car body ends (1.1, 2.1) with a bogie (4) provided intermediate car body (3) is arranged, wherein the mutually facing ends of Car bodies (1, 2) resting on the bogie (4),
characterized in that
the bogie (4) comprises a transition support (6) which at the, the carbody ends (1.1, 2.1) facing sides Kragarmträger (6.1, 6.2), which protrude beyond the length of the bogie (4), while under the car body ends (1.1 , 2.1) and thus connect the car body ends (1.1, 2.1) with on the Kragarmträgern (6.1, 6.2) arranged articulated joints (7). Arrangement according to claim 1, characterized in that the articulated joints (7) are designed as spherical joints that allow all three rotational degrees of freedom (movements), but do not allow translational movements. Arrangement according to claims 1 and 2, characterized in that the Kragarmträger (6.1, 6.2) protrude so far beyond the length of the bogie (4),
that they engage up to twice the usual span of a joint under the adjacent car body ends (1.1, 2.1) and thus connect the car body ends (1.1, 2.1) arranged on the Kragarmträgern (6.1, 6.2) articulated joints (7). Arrangement according to one of claims 1 to 3, characterized in that in the region of the wheel axles (5.2, 5.3) primary suspensions (8.1) are provided and between the bogie frame (4.1, 4.2) and the transition carrier (6) secondary springs (8.2) and Cradles (8.3) are arranged. A method for optimizing the envelope of a multi-unit rail vehicle with a plurality of interconnected car bodies (1, 2, 3) between the drive car body ends (1.1, 2.1) with a bogie (4) provided intermediate car body (3) is arranged, wherein the mutually facing ends of Car bodies (1, 2) resting on the bogie (4),
characterized in that
the centers of rotation of the car bodies (1, 2) and the bogie (4) are strongly offset from each other, wherein the bogie (4) with Kragarmträgern (6.1, 6.2) is provided, each projecting beyond the lateral ends of the bogie (4) and below the carbody ends (1.1, 2.1) engage, the carbody ends (1.1, 2.1) being mounted on articulated connections (7) arranged on the cantilever beams (6.1, 6.2). A method according to claim 5, characterized in that on the bogie (4) a transition carrier (6) is applied, which has the Wagenkastenenden (1.1, 2.1) facing sides arranged Kragarmträger (6.1, 6.2).

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