EP3159238B1 - Fahrgestelleinheit für ein schienenfahrzeug - Google Patents

Fahrgestelleinheit für ein schienenfahrzeug Download PDF

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Publication number
EP3159238B1
EP3159238B1 EP15190635.1A EP15190635A EP3159238B1 EP 3159238 B1 EP3159238 B1 EP 3159238B1 EP 15190635 A EP15190635 A EP 15190635A EP 3159238 B1 EP3159238 B1 EP 3159238B1
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EP
European Patent Office
Prior art keywords
unit
pendulum
running gear
spring
traverse
Prior art date
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Application number
EP15190635.1A
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English (en)
French (fr)
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EP3159238A1 (de
Inventor
Torsten Wied
Michael Wusching
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Priority to EP15190635.1A priority Critical patent/EP3159238B1/de
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to CN201680061485.2A priority patent/CN108349510B/zh
Priority to RU2018118139A priority patent/RU2726675C2/ru
Priority to EP16782280.8A priority patent/EP3365217B1/de
Priority to PCT/EP2016/075075 priority patent/WO2017067974A1/en
Priority to AU2016342225A priority patent/AU2016342225B2/en
Priority to BR112018007291A priority patent/BR112018007291A2/pt
Publication of EP3159238A1 publication Critical patent/EP3159238A1/de
Application granted granted Critical
Publication of EP3159238B1 publication Critical patent/EP3159238B1/de
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    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings

Definitions

  • the present invention relates to a running gear unit for a rail vehicle, comprising a running gear frame unit, a traverse unit, and a suspension unit, in particular, a secondary suspension unit.
  • the running gear frame unit is configured to be supported on at least one wheel unit and defines a longitudinal direction, a transverse direction and a height direction.
  • the traverse unit is configured to support a wagon body unit of the rail vehicle.
  • the suspension unit suspends the traverse unit to the running gear frame unit.
  • the suspension unit comprises at least one spring unit and at least one pendulum unit arranged kinematically in series in a force flux between the running gear frame unit and the traverse unit.
  • the at least one pendulum unit has a first end section with a first articulation associated to the running gear frame unit and a second end section with a second articulation associated to the traverse unit.
  • the first articulation and the second articulation allow relative motion between the running gear frame unit and the traverse unit in the transverse direction and/or in the longitudinal direction by a pendulum motion of the pendulum unit.
  • the present invention further relates to a rail vehicle comprising such a running gear unit.
  • the secondary suspension In order to ensure good riding comfort for the passengers in such a rail vehicle, the secondary suspension typically has to provide a certain amount of lateral deflection between the running gear and the supported wagon body. More precisely, good passenger riding comfort typically requires a secondary suspension which is comparatively soft in the transverse direction.
  • the wagon body is supported on the running gear frame via springs (typically helical springs) immediately arranged between the running gear frame and the wagon body.
  • springs typically helical springs
  • Such designs have the disadvantage that the springs, when deflected in a direction transverse to the longitudinal spring axis, are fairly rigid in the transverse direction, which is undesired in terms of riding comfort.
  • Attempts to solve this problem are known, for example, from WO 2006/021360 A1 , where a laminated rubber metal spring is interposed between the helical spring and the running gear frame in order to provide a sufficient amount of lateral softness of the secondary suspension.
  • running gear units as they are known in the art, for example, from the so-called Minden Deutz bogies (e.g. their MD36 and MD50 series).
  • running gear units have a traverse unit in the form of a bolster suspended to the running gear frame via two pendulums per running gear side.
  • the bolster carries the secondary suspension, typically in the form of helical springs, which support the wagon body.
  • This design is advantageous in terms of riding comfort, since relative motion between the running gear frame and the supported wagon body in the transverse direction is possible via the pendulum motion of the pendulums without requiring deflection of the spring units of the secondary suspension in this transverse direction (i.e.
  • the present invention is based on the technical teaching that a more space-saving configuration relaxing the building space constraints within the running gear can be accomplished, if the spring unit also integrates the function of one of the articulations on the pendulum unit.
  • this pendulum moment acts on the spring unit in a direction transverse to the height direction, such that it causes an uneven load on the spring unit in the height direction.
  • the spring unit (which is arranged in such a manner that its primary support is provided in the height direction) may easily respond to such an uneven load in the height direction by uneven deflection in the height direction, thereby generating or defining, respectively the tilt or pendulum motion of the pendulum unit.
  • the longitudinal elasticity of the spring unit i.e. the elasticity of the spring unit along the spring unit longitudinal axis
  • the longitudinal elasticity of the spring unit is used to provide one of the tilt axes of the pendulum and, hence, the lateral excursion of the wagon body with respect to the running gear frame unit.
  • the transverse rigidity of this coupling between the wagon body and the running gear frame unit is way softer compared to this conventional design.
  • this transverse rigidity may be easily adjusted by the effective pendulum length of the pendulum unit (i.e. the effective distance between the centers of rotation of the first and second articulation).
  • the functional integration of the articulation within the spring unit greatly facilitates achieving a nested design where the pendulum unit is at least partially received within a space provided by the spring unit. Hence, an even more compact and space-saving design may be achieved.
  • the present invention relates to a running gear unit for a rail vehicle, comprising a running gear frame unit, a traverse unit, and a suspension unit, in particular, a secondary suspension unit.
  • the running gear frame unit is configured to be supported on at least one wheel unit and defines a longitudinal direction, a transverse direction and a height direction.
  • the traverse unit is configured to support a wagon body unit of the rail vehicle.
  • the suspension unit suspends the traverse unit to the running gear frame unit.
  • the suspension unit comprises at least one spring unit and at least one pendulum unit arranged kinematically in series in a force flux between the running gear frame unit and the traverse unit.
  • the at least one pendulum unit has a first end section with a first articulation associated to the running gear frame unit and a second end section with a second articulation associated to the traverse unit.
  • the first articulation and the second articulation allow relative motion between the running gear frame unit and the traverse unit in the transverse direction and/or in the longitudinal direction by a pendulum motion of the pendulum unit.
  • the first articulation and/or said second articulation is formed by said at least one spring unit.
  • the running gear frame unit typically, is a running gear frame defining first and lateral sides of the running gear, while the traverse unit typically is a bolster or the like extending between one lateral side and the other lateral side of the running gear to support the wagon body.
  • the traverse unit typically is a bolster or the like extending between one lateral side and the other lateral side of the running gear to support the wagon body.
  • any other desired configuration may be selected in the context of the present invention.
  • the functional integration of the articulation within the spring unit may be obtained in any suitable way.
  • the at least one pendulum unit is connected to the at least one spring unit in such a manner that a pendulum moment causing the pendulum motion is introduced into the spring unit. This causes uneven deflection on the spring unit which results in the desired tilt or pendulum motion, respectively.
  • the spring unit defines a support direction for supporting the traverse unit on the running gear frame unit, and the at least one pendulum unit is connected to the at least one spring unit in such a manner that the pendulum moment is arranged transverse to the support direction, in particular, perpendicular to the support direction.
  • a configuration may be chosen where two pendulum elements of the pendulum unit are located on opposite sides of the spring unit.
  • a nested arrangement is selected, wherein the pendulum unit defines a pendulum longitudinal direction, and the at least one spring unit defines a pendulum receptacle, which extends along the pendulum longitudinal direction and receives at least a part of the pendulum element.
  • the pendulum unit may be located in a receptacle formed by an interstice or gap between two spring elements of the spring unit.
  • the at least one spring unit comprises a spring element and the receptacle is an internal receptacle of the spring element extending through the spring element.
  • the at least one spring unit may comprise a coil spring element, the receptacle then being defined by an inner circumference of the coil spring element.
  • the at least one spring unit comprises a rubber spring element, in particular a laminated rubber metal spring element, the receptacle then being defined by an axial aperture within the rubber spring element. Any of these variants yields particularly space-saving configurations, since the pendulum unit extends through a space confined by the spring unit, which otherwise would typically be unused.
  • the pendulum unit has a pendulum element extending between the first end section and the second end section, and the first end section and/or the second end section forms a first contact section contacting the at least one spring unit.
  • the first contact section is rigidly connected to the pendulum element, such that a simple and direct introduction of the pendulum moment (causing the pendulum motion) into the spring unit is achieved.
  • any desired and suitable geometric design of the contact section may be selected.
  • the first contact section extends in a direction transverse to a pendulum longitudinal axis of the pendulum element.
  • a fairly simple and compact configuration is achieved, if the first contact section is a substantially plate shaped element.
  • the other articulation of the pendulum unit may also be designed in any desired and appropriate way providing compensation of the necessary tilt between the pendulum unit and the component linked to it (i.e. the running gear frame unit or the traverse unit).
  • the end section of the pendulum unit located opposite to the first contact section comprises an articulation unit forming part of one of the first articulation and the second articulation, the articulation unit contacting one of the running gear frame unit and the traverse unit.
  • a conventional rotational link such as a simple hinge element or a ball link element
  • the articulation unit comprises at least one resilient element.
  • the resilient component may be used to define the tilt axis at the other articulation.
  • the at least one resilient element may be a rubber spring element, in particular a laminated rubber metal spring element.
  • the tilt compensation may be achieved by uneven elastic deformation of the rubber spring element.
  • the at least one resilient element may be at least one spring element of the at least one spring unit. This yields the same articulation functionality at both ends of the pendulum unit.
  • the articulation unit comprises a second contact section of the pendulum unit contacting the at least one resilient element.
  • the second contact section may be rigidly connected to the pendulum element, thereby yielding a very simple and robust design.
  • the second contact section may again extend in a direction transverse to a pendulum longitudinal axis of the pendulum element.
  • the second contact section again may be a substantially plate shaped element, which leads to a very simple design.
  • the at least one spring unit is arranged, in the force flux, between the running gear frame unit and the pendulum unit.
  • the at least one spring element may be arranged, in the force flux, between the pendulum unit and the traverse unit. It will be appreciated that, in particular, both variants may be combined, either on different lateral sides of the running gear frame unit but also for the same side of the running gear frame unit. In particular, they may be combined with one single pendulum element (i.e. yielding a configuration with two spring units linked to the pendulum unit).
  • the spring unit may be under tensile load in the rest state of the running gear unit on a straight level track.
  • the at least one spring unit is arranged such that, in a rest state with the traverse unit suspended to the running gear frame standing unit on a straight level track, the at least one spring element is under compressive load. This yields a particularly robust and simple to implement configuration.
  • the present invention may be implemented in the context of wagon body support systems of any desired support rigidity.
  • the spring rigidity of the at least one spring element, in the pendulum longitudinal direction is a function of the overall mass to be supported and/or the desired transverse rigidity of the suspension (which again is a function of the pendulum length along the pendulum longitudinal direction).
  • the at least one spring element, in the pendulum longitudinal direction has a spring rigidity, which ranges from 0.1 kN/mm to 1 kN/mm, preferably from 0.15 kN/mm to 0.4 kN/mm, more preferably from 0.2 kN/mm to 0.3 kN/mm.
  • any desired and suitable connection of the suspension unit to the running gear frame unit and/or the traverse unit may be chosen. This may be done, in particular, as a function of the overall building space available, the individual spatial and/or design requirements for the respective vehicle etc.
  • the at least one spring unit is at least partially received, in particular substantially fully received, within a receptacle of the running gear frame unit.
  • the at least one spring unit is at least partially received, in particular substantially fully received, within a receptacle of the traverse unit.
  • Such receptacles may be provided in a very simple matter by the internal space available with running gear frame or traverse designs using generally box shaped components.
  • Compactness of the design may be further increased in a beneficial manner with embodiments, where the at least one pendulum unit extends through an aperture within the running gear frame unit and/or the at least one pendulum unit extends through an aperture within the traverse unit.
  • the pendulum unit may have any desired and suitable fixed length along its pendulum longitudinal axis.
  • the pendulum unit defines a pendulum longitudinal direction and a pendulum length along the pendulum longitudinal direction between a center of rotation of the first articulation and a center of rotation of the second articulation.
  • the pendulum unit may comprise a length adjustment device configured to adjust the pendulum length.
  • Such a solution has a great advantage that the rigidity of the suspension system in the transverse direction and/or the longitudinal direction may be adjusted via the adjustment of the pendulum length.
  • the adjustment may also be used for compensating wheel wear (i.e. readjusting the entry-level into the wagon body after the wheels of the running gear have worn to a certain extent).
  • the length adjustment device comprises a screw connection.
  • the length adjustment device may be implemented at any desired and suitable location within the pendulum unit.
  • the length adjustment device is located in an end section of the pendulum unit, thereby yielding particularly simple and easy access to the length adjustment device.
  • the pendulum length is selected as a function of the rigidity of the suspension system to be achieved in the transverse direction and/or longitudinal direction and/or the overall mass of the suspended components.
  • the pendulum length ranges from 50% to 300%, preferably from 100% to 250%, more preferably from 150% to 200%, of a length of the at least one spring unit along the pendulum longitudinal direction. It will be appreciated in this context that pendulum lengths below 100% of the length of the at least one spring unit can be achieved, since the center of rotation of the first and second articulation can eventually be even located within the space confined by the at least one spring unit.
  • the excursion between the running gear frame unit and the traverse unit has to be limited to a certain extent.
  • This limitation may be provided by the elastic counterforce of the spring unit.
  • limitation is provided by at least one hard stop unit, the hard stop unit limiting relative motion between the running gear frame unit and the traverse unit in the transverse direction and/or the longitudinal direction. Any desired configuration may be selected for the hard stop unit.
  • the hard stop unit may act between the pendulum unit and either of the running gear frame unit or the traverse unit.
  • the hard stop unit comprises a first hard stop element connected to the running gear frame unit, the first hard stop element preferably being configured to cooperate with a second hard stop element connected to a wagon body supported by the traverse unit.
  • the present invention may be used in the context of any desired running gear frame designs.
  • the running gear frame unit comprises at least one longitudinal beam section extending in the longitudinal direction, the at least one spring unit and the at least one pendulum unit being connected to a support section of the longitudinal beam section.
  • the support section may be arranged at any desired location in the longitudinal direction of the running gear frame unit.
  • the support section is a longitudinally central section of the running gear frame unit.
  • the support section in a rest state on a straight level track, defines a first height level in the height direction and the traverse unit defining a second height level in the height direction, the second height level being lower than the first height level.
  • the first height level is defined by an interface between the spring unit and the running gear frame unit and the second height level is defined by a support interface of the traverse unit configured to support the wagon body.
  • the running gear frame unit in the transverse direction, has a first lateral side and a second lateral side, the at least one spring unit being a first spring unit and the at least one pendulum unit being a first pendulum unit located at the first lateral side of the running gear frame unit.
  • the suspension unit further comprises at least one second spring unit and at least one second pendulum unit arranged kinematically in series in a force flux between the running gear frame unit and the traverse unit and located at the second lateral side of the running gear frame unit.
  • the second spring unit and the second pendulum unit are at least substantially functionally and/or geometrically symmetric with respect to the first spring unit and the first pendulum unit.
  • functionally symmetric means that, while geometric deviations may exist, the same functionality is provided at both lateral sides of the running gear frame unit.
  • the first pendulum unit has a first longitudinal axis and the second pendulum unit has a second longitudinal axis, each longitudinal axis being defined by a center of rotation of the first articulation and a center of rotation of the second articulation of the pendulum unit.
  • the first pendulum unit and the second pendulum unit are arranged such that the first longitudinal axis and the second longitudinal axis are substantially parallel in a rest state on a straight level track.
  • first pendulum unit and the second pendulum unit are arranged such that the first longitudinal axis and the second longitudinal axis are mutually inclined in a rest state on a straight level track.
  • a wagon body tilting system may be implemented, where the wagon body undergoes rolling motion upon deflection of the traverse unit with respect to the running to frame unit in the transverse direction.
  • the present invention further relates to a rail vehicle with a wagon body supported on a running gear unit according to the invention.
  • the vehicle 101 is a low floor rail vehicle such as a tramway or the like.
  • the vehicle 101 comprises a wagon body 101.1 supported by a suspension system on the running gear unit in the form of a bogie 102.
  • the running gear unit 102 comprises two wheel units in the form of wheel sets 103 supporting a running gear frame unit in the form of a running gear frame 104 via a primary spring unit 105.
  • the running gear frame 104 supports the wagon body 101.1 via a suspension unit in the form of a secondary suspension unit 106 (also referred to as a secondary spring unit).
  • the running gear frame 104 has a frame body 107 comprising two longitudinal beams 108 and a transverse linking unit (not shown in greater detail) providing a structural connection between the longitudinal beams 108 in the transverse direction.
  • Each longitudinal beam 108 has two free end sections 108.1 and a central support section 108.2.
  • a traverse unit in the form of a bolster or traverse 109 is connected to the central support section 108.2, while the free end sections 108.1 of the longitudinal beams 108 form a primary suspension interface 110 for primary suspension devices of the primary suspension unit 105 connected to the associated wheel unit 103.
  • a compact and robust rubber-metal-spring is used for the respective primary spring device.
  • the bolster 109 supports the wagon body 101.1, while the traverse 109 extends between the left and right lateral side of the running gear 102 and is suspended to the running gear frame 104 via the secondary suspension unit 106.
  • the secondary suspension unit 106 on each lateral side of the running gear 102, comprises a spring unit 110 and a pendulum unit 111 arranged kinematically in series in a force flux between the running gear frame 108 and the traverse 109.
  • the spring unit 110 and the pendulum unit 111 on the left and right side of the running gear (in the rest state) are substantially symmetric with respect to the central longitudinal plane 101.2 (parallel to the xz plane). Hence, in the following, mainly the configuration on one lateral side will be described in greater detail in only.
  • each pendulum unit 111 has a first end section 111.1 and a second end section 111.2.
  • a first articulation 111.3 associated to the running gear frame 104 is located at the first end section 111.1, while a second articulation 111.4 associated to the traverse 109 is located at the second end section 111.2.
  • the first articulation 111.3 and the second articulation 111.4 allow relative motion between the traverse 109 (and, hence, the wagon body 101.1 supported on the traverse 109) and the running gear frame 104 in the transverse direction (y-axis) and in the longitudinal direction (x-axis) by a pendulum motion of the pendulum unit 111.
  • Particularly the relative motion in the transverse direction is important for ensuring riding comfort for the passengers in the wagon body 101.1.
  • the respective spring unit 110 comprises a simple helical spring element 110.1 made from suitable spring steel. It will be appreciated, however, that with other embodiments of the invention, any other suitable type of spring made of any other material or material combination will for such a secondary spring function may be used. Moreover, any combination of such spring elements may be selected. In particular, a nested (typically concentric) arrangement of two or more helical springs may be selected as needed.
  • the respective pendulum unit is formed by a generally plate shaped first contact element 111.5, a generally plate shaped second contact element 111.6 and a pendulum element 111.7.
  • the pendulum element 111.7 is rigidly connected to the two contact elements 111.5 and 111.6.
  • the pendulum element 111.7 defines a pendulum axis 111.8, which (in the rest state as shown in Figure 2 and 3 ) is substantially parallel to the height direction (z-axis).
  • the first contact element 111.5 is a circular element that extends transverse to the pendulum longitudinal axis 111.8. It will be appreciated however that, with other embodiments, any other type of contact element may be selected. In particular, two or more support arms or the like may radially extend from the pendulum element 111.7 towards the circumference of the spring element 110.1.
  • the first contact element 111.5 contacts the upper end of the spring element 110.1 over its entire circumference, such that reliable contact is obtained under any load conditions. It will be appreciated that any desired connection between the first contact element 111.5 and the spring element 110.1 may be selected. In particular, a mere frictional connection may be sufficient in view of the contact load acting as a result of the weight of the wagon body 101.1. Preferably, however, at least one centering means, centering the first contact element 111.5 with respect to the spring element 110.1 (in the direction transverse to the pendulum longitudinal axis 111.8) is provided at the inner and/or outer circumference of the spring element 110.1 (such that a positive connection is realized between these components in this direction transverse to the pendulum longitudinal axis 111.8).
  • the pendulum element 111.7 is a generally rod shaped (typically cylindrical) element, which extends throughout the receptacle 110.2 defined by the inner circumference of the spring element 110.1, such that a particularly space-saving nested arrangement of the spring unit 110 and the pendulum unit 111 is obtained.
  • the pendulum element 111.7 further extends downwards through an aperture 108.3 within the respective longitudinal beam 108 of the running gear frame 104. Similarly, the pendulum element 111.7 further extends downwards through an aperture 109.1 in the traverse 109. Before reaching the second contact element 111.6, the pendulum element 111.7 extends downwards through a central aperture 110.4 of a resilient element 110.3.
  • the resilient element 110.3 on its lower side, sits on the second contact element 111.6, while the traverse 109 contacts the upper side of the resilient element 110.3. In other words, the resilient element 110.3 is clamped between the traverse 109 and the second contact element 111.6.
  • the resilient element is a laminated rubber metal spring element.
  • any other type of resilient element e.g. a conventional helical spring or one or more disc springs etc. may be used to connect the second contact element 111.6 and the traverse 109.
  • the second contact element 111.6 again is a circular element that extends transverse to the pendulum longitudinal axis 111.8.
  • the second contact element 111.6 contacts the lower end of the resilient element 110.3 over its entire circumference, such that reliable contact is obtained under any load conditions. It will be appreciated that, at this lower end of the pendulum unit 111 as well, any desired connection between the second contact element 111.6 and the resilient element 110.3 may be selected. Again, a mere frictional connection may be sufficient in view of the contact load acting as a result of the weight of the wagon body 101.1.
  • At least one centering means centering the second contact element 111.6 with respect to the resilient element 110.3 (in the direction transverse to the pendulum longitudinal axis 111.8) is provided at the inner and/or outer circumference of the resilient element 110.3 (such that a positive connection is realized between these components in this direction transverse to the pendulum longitudinal axis 111.8). Similar applies for the connection between the resilient element 110.3 and the traverse 109.
  • the wagon body 101.1 is suspended to the running gear frame 104 via the traverse 109 and the secondary suspension unit 106. More precisely, the force flux of the support force from the running gear frame 104 to the wagon body 101.1 goes from the support section 108.2 of the longitudinal beam 108 through the spring element 110.1 to the (upper) first contact element 111.5, the pendulum element 111.7, the (lower) contact element 111.6, the resilient element 110.3 and the traverse 109 into the wagon body 101.1.
  • the spring element 110.1 and the resilient element 110.3 are both under compressive load (in the rest state and, typically, under any normal operating condition of the vehicle).
  • the first articulation 106.4 is formed by the spring unit 106.1. More precisely, the spring unit 106.1 doesn't only provide the resident support of the weight of the wagon body 101.1 but also integrates the function of the first articulation 106.4 by defining the upper tilt axis or upper center of rotation of the pendulum unit 106.2.
  • This functional integration of the first articulation 106.4 within the spring unit 106.1 is obtained the following way (see Figure 4 ).
  • a transverse force TF introduced into the pendulum unit 111 via the traverse 109 results in a pendulum moment PM acting on the pendulum unit 111 at the level of the (upper) first articulation 111.3.
  • the pendulum moment PM is arranged transverse to the support direction and the longitudinal spring axis 110.4, respectively, of the spring element 110.1.
  • the (upper) first contact element 111.5 converts this pendulum moment PM into an uneven compression of the spring element 110.1 (in the direction of its longitudinal spring axis 110.4, respectively) over its circumference.
  • the pendulum unit 111 is tilted about an (upper) first center of rotation or first tilt axis 111.9.
  • a pendulum motion of the pendulum unit 111 is generated with any transverse deflection of the traverse 109 (supporting the wagon body 101.1) and the running gear frame 104.
  • a conventional rotational link such as a simple hinge element or a ball link element, may be used for the articulation 111.4 at the lower end of the pendulum unit 111.
  • the spring element 110.1 is substantially fully received within a receptacle 108.4 of the running gear frame 104, while the resilient element 110.3 is substantially fully received within a receptacle 109.2 of the traverse 109.
  • the receptacles 108.4 and 109.2 are provided in a very simple matter by the internal space available with running gear frame or traverse designs using generally box shaped components as it is the case for the present longitudinal beams 108 and the traverse 109. Such a configuration yields a particularly compact, robust yet lightweight design.
  • the spring element 110.1 in the pendulum longitudinal direction 111.8 (in the rest state) and the along its longitudinal spring axis 110.4, respectively, has a spring rigidity, which ranges from 0.1 kN/mm to 1 kN/mm, preferably from 0.15 kN/mm to 0.4 kN/mm, more preferably from 0.2 kN/mm to 0.3 kN/mm.
  • a spring rigidity which ranges from 0.1 kN/mm to 1 kN/mm, preferably from 0.15 kN/mm to 0.4 kN/mm, more preferably from 0.2 kN/mm to 0.3 kN/mm.
  • the pendulum unit 111 may have any desired and suitable fixed effective length EL along its pendulum longitudinal axis 111.8 between the first center of rotation 111.9 and the second center of rotation 111.10.
  • the pendulum unit 111 comprises a length adjustment device as indicated by the dashed contour 111.11 in Figure 3 .
  • the length adjustment device 111.11 is configured to adjust the effective pendulum length EL.
  • Adjustability of the effective length EL of the pendulum unit 111 has the great advantage that the rigidity of the suspension system in the transverse direction (y-axis) and/or the longitudinal direction (x-axis) may be adjusted via the adjustment of the effective pendulum length EL.
  • the adjustment of the effective pendulum length EL may also be used for compensating wheel wear (i.e. for readjusting the height level of the wagon body after the wheels of the wheel sets 103 have worn to a certain extent).
  • the length adjustment device 111.11 is located at the lower, second end section 111.2 of the pendulum unit 111, thereby providing easy access for adjustment.
  • the length adjustment device 111.11 comprises a simple screw connection (which may be secured against loosening by any suitable means) and may use spacer elements introduced between the (lower) second contact element 111.6 and the pendulum element 111.7.
  • the effective pendulum length EL is selected as a function of the rigidity of the suspension of the wagon body 101.1 to be achieved in the transverse direction (y-axis) and/or longitudinal direction (x-axis).
  • particularly beneficial dynamic behavior in terms of running stability and riding comfort is achieved in that the pendulum length ranges from 50% to 300%, preferably from 100% to 250%, more preferably from 150% to 200%, of a length of the at least one spring unit along the pendulum longitudinal direction.
  • the hard stop unit comprises a first hard stop element 112.1 connected to the running gear frame 104, which cooperates with a second hard stop element 112.2 connected to the wagon body 101.1 supported by the traverse 109.
  • the support section 108.2 in the rest state, defines a first height level H1 in the height direction (z-axis) and the traverse 109 defines a second height level H2 in the height direction, which is lower than the first height level H1.
  • the first height level H1 is defined by the support interface between the spring element 110.3 and the support section 108.2
  • the second height level H2 is defined by a support interface 109.3 of the traverse 109.
  • the second height level H2 is the height dimension of the traverse 109 itself and the required ground clearance. Furthermore, it will be appreciated that, with the present suspension concept, apart from the lateral play that has to be provided for the lateral excursion of the wagon body 101.1 with respect to the running gear frame 104 (corresponding to twice the distance between the hard stop elements 112.1, 112.2), the entire space available in the transverse direction between the hard stop elements 112.1 of the respective longitudinal beam 108 may be taken by the wagon body 101.1. This allows a particularly spacious low floor passage for the passengers within the wagon body 101.1.
  • the wagon body 101.1 (more precisely, either the same part of the wagon body 101.1 also supported on the first running gear 102 or another part of the wagon body 101) is supported on a further, second running gear 113.
  • the second running gear 113 is identical to the first running the 102 in all the parts described above.
  • the first running gear 102 may be a driven running gear with a drive unit (not shown) mounted to the frame body 107
  • the second running gear 113 may be a non-driven running gear, having no such drive unit mounted to the frame body 107.
  • each of the first and second running gear 102 and 113 may also be a driven or non-driven running gear
  • the running gear 202 may simply replace the running gear 102 in Figure 1 .
  • the running gear 202 in its basic design and functionality largely corresponds to the rail vehicle 101 such that it is here mainly referred to the differences.
  • identical components have been given the identical reference numeral, while like components are given the same reference numeral increased by the value 100.
  • explicit reference is made to be explanations given above in the context of the first embodiment with respect to these components.
  • the pendulum unit 211 comprises two pendulum elements 211.9 connected by a common (upper) first contact element 211.5.
  • the first contact element 211.5 again contacts the upper end of the spring element 110.1, which again is supported on the respective longitudinal beam 108.
  • the spring element 110.1 is located in a gap provided between the two pendulum elements 211.9 in the longitudinal direction (x-axis).
  • Each pendulum element 211.9, at its lower end, is connected to the traverse 109 via a (lower) second contact elements 211.6 and an intermediate resilient element 110.3.
  • the functionality of the suspension unit 206 in the transverse direction (y-axis) is equivalent to the functionality of the suspension unit 106 of the first embodiment.
  • the pendulum motion of the pendulum unit 211 with the tilt axes 211.9 and 211.10 is substantially identical to the pendulum motion as it has been described in the context of the first embodiment in particular with reference to Figure 4 .
  • this double pendulum element configuration is more rigid in the longitudinal direction (x-axis). This is due to the fact that a force acting exclusively in the longitudinal direction (e.g. a traction or braking force), due to the force frame formed by the traverse 109 and the pendulum unit 211, will not result in a correspondingly large pendulum moment about a transverse pendulum axis parallel to the transverse axis (y-axis).
  • the spring element 110.3 will mainly experience shear loading, such that uses made of the secondary rigidity of the spring element 110.3 in a direction transverse to its spring longitudinal axis 110.4.
  • the running gear 302 may simply replace the running gear 102 in Figure 1 .
  • the running gear 202 in its basic design and functionality largely corresponds to the rail vehicle 101 such that it is here mainly referred to the differences.
  • identical components have been given the identical reference numeral, while like components are given the same reference numeral increased by the value 200. Unless explicitly deviating statements are given in the following, explicit reference is made to be explanations given above in the context of the first embodiment with respect to these components.
  • the only difference with respect to the first embodiment lies in the design of the suspension unit 306, more specifically, the design of the spring unit 310 and the pendulum unit 311.
  • the spring unit comprises two spring elements 310.1
  • the pendulum unit 311 comprises one pendulum element 311.9 and an elongated (upper) first contact element 311.5.
  • the first contact element 311.5 contacts the upper ends of the two spring elements 310.1, which are supported on the respective longitudinal beam 108.
  • the pendulum element 311.9 is located in a gap provided between the two spring elements 310.1 in the longitudinal direction (x-axis).
  • the pendulum element 311.9 at its lower end, again is connected to the traverse 109 via a (lower) second contact elements 311.6 and an intermediate resilient element 110.3.
  • the functionality of the suspension unit 306 in the transverse direction (y-axis) is equivalent to the functionality of the suspension unit 106 of the first embodiment.
  • the pendulum motion of the pendulum unit 311 is substantially identical to the pendulum motion as it has been described in the context of the first embodiment in particular with reference to Figure 4 .
  • a fourth preferred embodiment of a running gear unit 402 will now be described with reference to Figure 1 , 4 and 7 .
  • the running gear 402 may again simply replace the running gear 102 in Figure 1 .
  • the running gear 402 in its basic design and functionality largely corresponds to the rail vehicle 101 such that it is here mainly referred to the differences.
  • identical components have been given the identical reference numeral, while like components are given the same reference numeral increased by the value 300.
  • explicit reference is made to be explanations given above in the context of the first embodiment with respect to these components.
  • the only difference with respect to the running gear 102 of the first embodiment is the upside down arrangement of the suspension unit 406. More precisely, the spring element 110.1 of the spring unit 110 is located in a receptacle 409.2 of the traverse 409, while the resilient element 110.3 is located in a receptacle 408.4 of the longitudinal beam 408. Hence, the (upper) first contact element 411.5 of the pendulum unit 411 now contacts the resilient element 110.3, while the (lower) second contact element 411.6 of the pendulum unit 411 contacts the spring element 110.1.
  • the force flux of the support force from the running gear frame 104 to the wagon body 101.1 goes from the support section 408.2 of the longitudinal beam 408 through the resilient element 110.3 to the (upper) first contact element 411.5, the pendulum element 411.7, the (lower) contact element 411.6, the spring element 110.1 and the traverse 409 into the wagon body 101.1.
  • the spring element 110.1 and the resilient element 110.3 again are both under compressive load (in the rest state and, typically, under any normal operating condition of the vehicle).
  • suspension unit 406 in particular, its kinematics, is substantially identical to the functionality of the suspension unit 106 as it has been described above in the context of the first embodiment. Hence, insofar, reference is made to the explanations given above.
  • a fifth preferred embodiment of a running gear unit 502 will now be described with reference to Figure 1 , 4 and 8 .
  • the running gear 502 may again simply replace the running gear 102 in Figure 1 .
  • the running gear 502 in its basic design and functionality largely corresponds to the rail vehicle 101 such that it is here mainly referred to the differences.
  • identical components have been given the identical reference numeral, while like components are given the same reference numeral increased by the value 300.
  • explicit reference is made to be explanations given above in the context of the first embodiment with respect to these components.
  • the spring unit 510 comprises an (upper) first spring element 510.1, which is located in a receptacle 508.4 of the longitudinal beam 508 (in a manner similar to the first embodiment). Furthermore, the spring unit 510 comprises a (lower) second spring element 510.3, which is located in a receptacle 509.2 of the traverse 509 (in a manner similar to the fourth embodiment). Hence, the (upper) first contact element 511.5 of the pendulum unit 511 now contacts the (upper) first spring element 510.1, while the (lower) second contact element 511.6 of the pendulum unit 511 contacts the (lower) second spring element 110.1.
  • the force flux of the support force from the running gear frame 104 to the wagon body 101.1 goes from the support section 508.2 of the longitudinal beam 508 through the (upper) first spring element 510.1 to the (upper) first contact element 511.5, the pendulum element 511.7, the (lower) contact element 511.6, the (lower) second spring element 510.3 and the traverse 509 into the wagon body 101.1.
  • the first spring element 510.1 and the second element 510.3 again are both under compressive load (in the rest state and, typically, under any normal operating condition of the vehicle).
  • suspension unit 506 in particular, its kinematics, is substantially identical to the functionality of the suspension unit 106 as it has been described above in the context of the first embodiment. Hence, insofar, reference is made to the explanations given above.
  • first and second spring elements 510.1 and 510.3 are shorter (along their spring longitudinal axis 510.4) than the spring element 110.1. It will be appreciated that, especially in this case, with such axially shorter spring elements, the first and second spring elements 510.1 and 510.3 do know necessarily have to be helical spring elements as shown. In particular, they may be a rubber spring elements, e.g. laminated rubber metal spring elements as it is indicated in Figure 8 by the dashed contours 510.5.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Closing And Opening Devices For Wings, And Checks For Wings (AREA)

Claims (15)

  1. Fahrwerkseinheit für ein Schienenfahrzeug, umfassend
    - eine Fahrwerksrahmeneinheit (104; 204; 404; 504),
    - eine Traverseneinheit (109; 209; 409; 509) und
    - eine Aufhängungseinheit (106; 206; 306; 406; 506), insbesondere eine sekundäre Aufhängungseinheit (106; 206; 306; 406; 506); wobei
    - die Fahrwerksrahmeneinheit (104; 204; 404; 504) dazu ausgebildet ist, auf wenigstens einer Radeinheit abgestützt zu werden, und eine Längsrichtung, eine Querrichtung und eine Höhenrichtung definiert;
    - die Traverseneinheit (109; 209; 409; 509) dazu ausgebildet ist, eine Wagenkasteneinheit (101.1) des Schienenfahrzeugs abzustützen;
    - die Aufhängungseinheit (106; 206; 306; 406; 506) die Traverseneinheit (109; 209; 409; 509) an der Fahrwerksrahmeneinheit (104; 204; 404; 504) aufhängt;
    - die Aufhängungseinheit (106; 206; 306; 406; 506) wenigstens eine Federeinheit (110; 210; 310; 410; 510) und wenigstens eine Pendeleinheit (111; 211; 311; 411; 511) umfasst, die kinematisch in Reihe in einem Kraftfluss zwischen der Fahrwerksrahmeneinheit (104; 204; 404; 504) und der Traverseneinheit (109; 209; 409; 509) angeordnet sind;
    - die wenigstens eine Pendeleinheit (111; 211; 311; 411; 511) einen ersten Endabschnitt mit einem ersten Gelenk (111.3; 211.3; 311.3; 411.3; 511.3) aufweist, das der Fahrwerksrahmeneinheit (104; 204; 404; 504) zugeordnet ist, und einen zweiten Endabschnitt mit einem zweiten Gelenk (111.4; 211.4; 311.4; 411.4; 511.4) aufweist, das der Traverseneinheit (109; 209; 409; 509) zugeordnet ist;
    - das erste Gelenk (111.3; 211.3; 311.3; 411.3; 511.3) und das zweite Gelenk (111.4; 211.4; 311.4; 411.4; 511.4) eine Relativbewegung zwischen der Fahrwerksrahmeneinheit (104; 204; 404; 504) und der Traverseneinheit (109; 209; 409; 509) in der Querrichtung und/oder in der Längsrichtung durch eine Pendelbewegung der Pendeleinheit (111; 211; 311; 411; 511) ermöglichen;
    dadurch gekennzeichnet, dass
    - das erste Gelenk (111.3; 211.3; 311.3; 411.3; 511.3) und/oder das zweite Gelenk (111.4; 211.4; 311.4; 411.4; 511.4) von der wenigstens einen Federeinheit (110; 210; 310; 410; 510) gebildet wird, indem eine Längselastizität der wenigstens einen Federeinheit (110; 210; 310; 410; 510) entlang einer Längsachse der Federeinheit der wenigstens einen Federeinheit (110; 210; 310; 410; 510) eine Schwenkachse der Pendeleinheit (111; 211; 311; 411; 511) bereitstellt.
  2. Fahrwerkseinheit nach Anspruch 1, wobei
    - die wenigstens eine Pendeleinheit (111; 211; 311; 411; 511) mit der wenigstens einen Federeinheit (110; 210; 310; 410; 510) derart verbunden ist, dass ein Pendelmoment, das die Pendelbewegung verursacht, in die Federeinheit (110; 210; 310; 410; 510) eingeführt wird;
    - die Federeinheit (110; 210; 310; 410; 510) insbesondere eine Stützrichtung zum Abstützen der Traverseneinheit (109; 209; 409; 509) an der Fahrwerksrahmeneinheit (104; 204; 404; 504) definiert, wobei die wenigstens eine Pendeleinheit (111; 211; 311; 411; 511) mit der wenigstens einen Federeinheit (110; 210; 310; 410; 510) derart verbunden ist, dass das Pendelmoment quer zur Stützrichtung, insbesondere, senkrecht zur Stützrichtung, angeordnet ist.
  3. Fahrwerkseinheit nach Anspruch 1 oder 2, wobei
    - die Pendeleinheit (111; 211; 311; 411; 511) eine Pendellängsrichtung definiert, und die wenigstens eine Federeinheit (110; 210; 310; 410; 510) eine Pendelaufnahme (110.2; 310.2; 410.2; 510.2) definiert;
    - die Pendelaufnahme (110.2; 310.2; 410.2; 510.2) sich entlang der Pendellängsrichtung erstreckt und wenigstens einen Teil der Pendeleinheit (111; 211; 311; 411; 511), insbesondere wenigstens einen Teil eines Pendelelements der Pendeleinheit (111; 211; 311; 411; 511) aufnimmt,
    wobei
    - die wenigstens eine Federeinheit (110; 210; 310; 410; 510), insbesondere, ein Federelement (110.1; 310.1; 410.1; 510.1, 510.4) umfasst und die Aufnahme (110.2; 310.2; 410.2; 510.2) eine interne Aufnahme des Federelements (110.1; 310.1; 410.1; 510.1, 510.4) ist, die sich durch das Federelement (110.1; 310.1; 410.1; 510.1, 510.4) erstreckt;
    und/oder
    - die wenigstens eine Federeinheit (110; 210; 310; 410; 510), insbesondere, ein Schraubenfederelement (110.1; 310.1; 410.1; 510.1) umfasst, wobei die Aufnahme (110.2; 310.2; 410.2; 510.2) durch einen Innenumfang des Schraubenfederelements (110.1; 310.1; 410.1; 510.1) definiert ist;
    und/oder
    - die wenigstens eine Federeinheit (510), insbesondere, ein Gummifederelement (510.4), insbesondere ein Gummimetallschichtfederelement (510.4) umfasst, wobei die Aufnahme durch eine axiale Öffnung innerhalb des Gummimetallschichtfederelements (510.4) definiert ist.
  4. Fahrwerkseinheit nach einem der Ansprüche 1 bis 3, wobei
    - die Pendeleinheit (111; 211; 311; 411; 511) ein Pendelelement (111.7; 211.7; 311.7; 411.7; 511.7) aufweist, das sich zwischen dem ersten Endabschnitt und dem zweiten Endabschnitt erstreckt;
    - der erste Endabschnitt und/oder der zweite Endabschnitt einen ersten Kontaktabschnitt (111.5; 211.5; 311.5; 411.5; 511.5) bilden, der die wenigstens eine Federeinheit (110; 210; 310; 410; 510) kontaktiert;
    - der erste Kontaktabschnitt (111.5; 211.5; 311.5; 411.5; 511.5) insbesondere starr mit dem Pendelelement (111.7; 211.7; 311.7; 411.7; 511.7) verbunden ist;
    - sich der erste Kontaktabschnitt (111.5; 211.5; 311.5; 411.5; 511.5) insbesondere in einer Richtung quer zu einer Pendellängsachse des Pendelelements (111.7; 211.7; 311.7; 411.7; 511.7) erstreckt;
    - der erste Kontaktabschnitt (111.5; 211.5; 311.5; 411.5; 511.5) insbesondere ein im Wesentlichen plattenförmiges Element ist.
  5. Fahrwerkseinheit nach Anspruch 4, wobei
    - der Endabschnitt der Pendeleinheit (111; 211; 311; 411; 511), der sich gegenüber dem ersten Kontaktabschnitt (111.5; 211.5; 311.5; 411.5; 511.5) befindet, eine Gelenkeinheit umfasst, die Teil des ersten Gelenks (111.3; 211.3; 311.3; 411.3; 511.3) oder des zweiten Gelenks (111.4; 211.4; 311.4; 411.4; 511.4) ist;
    - die Gelenkeinheit die Fahrwerksrahmeneinheit (104; 204; 404; 504) oder die Traverseneinheit (109; 209; 409; 509) kontaktiert.
  6. Fahrwerkseinheit nach Anspruch 5, wobei
    - die Gelenkeinheit wenigstens ein elastisches Element (110.3) umfasst;
    - das wenigstens eine elastische Element (110.3) insbesondere ein Gummifederelement (110.3) ist, insbesondere ein Gummimetallschichtfederelement (110.3) ist;
    und/oder
    - das wenigstens eine elastische Element (110.3) insbesondere wenigstens ein Federelement (110.3) der wenigstens einen Federeinheit (110; 210; 310; 410; 510) ist.
  7. Fahrwerkseinheit nach Anspruch 6, wobei
    - die Gelenkeinheit einen zweiten Kontaktabschnitt (111.6; 211.6; 311.6; 411.6; 511.6) der Pendeleinheit (111; 211; 311; 411; 511) umfasst, der das wenigstens eine elastische Element (110.3) kontaktiert;
    - der zweite Kontaktabschnitt (111.6; 211.6; 311.6; 411.6; 511.6) insbesondere starr mit dem Pendelelement (111.7; 211.7; 311.7; 411.7; 511.7) verbunden ist;
    - der zweite Kontaktabschnitt (111.6; 211.6; 311.6; 411.6; 511.6) sich insbesondere in einer Richtung quer zu einer Pendellängsachse des Pendelelements (111.7; 211.7; 311.7; 411.7; 511.7) erstreckt;
    - der zweite Kontaktabschnitt (111.6; 211.6; 311.6; 411.6; 511.6) insbesondere ein im Wesentlichen plattenförmiges Element ist.
  8. Fahrwerkseinheit nach einem der Ansprüche 1 bis 7, wobei
    - die wenigstens eine Federeinheit (110; 210; 310; 510) in dem Kraftfluss zwischen der Fahrwerksrahmeneinheit (104; 204; 504) und dem Pendelelement (111.7; 211.7; 311.7; 511.7) angeordnet ist;
    und/oder
    - die wenigstens eine Federeinheit (410; 510) in dem Kraftfluss zwischen dem Pendelelement (411.7; 511.7) und der Traverseneinheit (409; 509) angeordnet ist;
    und/oder
    - die wenigstens eine Federeinheit (110; 210; 310; 410; 510) derart angeordnet ist, dass auf einer geraden ebenen Spur in einem Ruhezustand, in dem die Traverseneinheit (109; 209; 409; 509) an der Fahrwerksrahmeneinheit (104; 204; 404; 504) aufgehängt ist, die wenigstens eine Federeinheit (110; 210; 310; 410; 510) unter Druckbelastung steht;
    und/oder
    - die wenigstens eine Federeinheit (110; 210; 310; 410; 510), in der Pendellängsrichtung, eine Federsteifigkeit aufweist, die im Bereich von 0,1 kN/mm bis 1 kN/mm liegt, vorzugsweise von 0,15 kN/mm bis 0,4 kN/mm, weiter vorzugsweise von 0,2 kN/mm bis 0,3 kN/mm liegt.
  9. Fahrwerkseinheit nach einem der Ansprüche 1 bis 8, wobei
    - die wenigstens eine Federeinheit (110; 210; 310; 410; 510) wenigstens teilweise, insbesondere im Wesentlichen vollständig, innerhalb einer Aufnahme (109.2; 209.2; 309.2; 409.2; 509.2) der Fahrwerksrahmeneinheit (104; 204; 404; 504) aufgenommen ist;
    und/oder
    - die wenigstens eine Federeinheit (110; 210; 310; 410; 510) wenigstens teilweise, insbesondere im Wesentlichen vollständig, innerhalb einer Aufnahme (109.2; 209.2; 309.2; 409.2; 509.2) der Traverseneinheit (109; 209; 409; 509) aufgenommen wird;
    und/oder
    - die wenigstens eine Pendeleinheit (111; 211; 311; 411; 511) sich durch eine Öffnung in der Fahrwerksrahmeneinheit (104; 204; 404; 504) erstreckt;
    und/oder
    - die wenigstens eine Pendeleinheit (111; 211; 311; 411; 511) sich durch eine Öffnung in der Traverseneinheit (109; 209; 409; 509) erstreckt.
  10. Fahrwerkseinheit nach einem der Ansprüche 1 bis 9, wobei
    - die Pendeleinheit (111; 211; 311; 411; 511) eine Pendellängsrichtung und eine Pendellänge entlang der Pendellängsrichtung zwischen einem Rotationszentrum des ersten Gelenks (111.3; 211.3; 311.3; 411.3; 511.3) und einem Rotationszentrum des zweiten Gelenks (111.4; 211.4; 311.4; 411.4; 511.4) definiert;
    wobei
    - die Pendeleinheit (111; 211; 311; 411; 511) eine Längeneinstellvorrichtung (111.7) umfasst, die dazu ausgebildet ist die Pendellänge einzustellen, wobei die Längeneinstellvorrichtung (111.7) insbesondere eine Schraubverbindung umfasst und/oder sich die Längeneinstellvorrichtung (111.7) insbesondere in einem Endabschnitt der Pendeleinheit (111; 211; 311; 411; 511) befindet;
    und/oder
    - die Pendellänge 50% bis 300%, vorzugsweise 100% bis 250%, weiter vorzugsweise 150% bis 200%, von einer Länge der wenigstens einen Federeinheit (110; 210; 310; 410; 510) entlang der Pendellängsrichtung beträgt.
  11. Fahrwerkseinheit nach einem der Ansprüche 1 bis 10, wobei
    - wenigstens eine Anschlageinheit (112; 412; 512) vorgesehen ist, wobei die Anschlageinheit (112; 412; 512) die Relativbewegung zwischen der Fahrwerksrahmeneinheit (104; 204; 404; 504) und der Traverseneinheit (109; 209; 409; 509) in der Querrichtung und/oder der Längsrichtung begrenzt;
    - die Anschlageinheit (112; 412; 512) insbesondere ein erstes Anschlagelement umfasst, das mit der Fahrwerksrahmeneinheit (104; 204; 404; 504) verbunden ist;
    - das erste Anschlagelement insbesondere dazu ausgebildet ist, dass es mit einem zweiten Anschlagelement zusammenwirkt, das mit einem Wagenkasten (101.1) verbunden ist, der von der Traverseneinheit (109; 209; 409; 509) gestützt wird.
  12. Fahrwerkseinheit nach einem der Ansprüche 1 bis 11, wobei
    - die Fahrwerksrahmeneinheit (104; 204; 404; 504) wenigstens einen Längsträgerabschnitt umfasst, der sich in der Längsrichtung erstreckt;
    - das wenigstens eine Federeinheit (110; 210; 310; 410; 510) und die wenigstens eine Pendeleinheit (111; 211; 311; 411; 511) mit einem Stützabschnitt des Längsträgerabschnitts verbunden sind;
    - der Stützabschnitt insbesondere ein in Längsrichtung zentraler Abschnitt der Fahrwerksrahmeneinheit (104; 204; 404; 504) ist;
    - der Stützabschnitt in einem Ruhezustand auf einer geraden ebenen Spur insbesondere ein erstes Höhenniveau in der Höhenrichtung definiert und die Traverseneinheit (109; 209; 409; 509) ein zweites Höhenniveau in der Höhenrichtung definiert, wobei das zweite Höhenniveau niedriger als das erste Höhenniveau ist, wobei das erste Höhenniveau insbesondere durch eine Schnittstelle zwischen der Federeinheit (110; 210; 310; 410; 510) und der Fahrwerksrahmeneinheit (104; 204; 404; 504) definiert ist und das zweite Höhenniveau insbesondere durch eine Stützschnittstelle der Traverseneinheit (109; 209; 409; 509) definiert ist, die dazu ausgebildet ist den Wagenkasten (101.1) zu stützen.
  13. Fahrwerkseinheit nach einem der Ansprüche 1 bis 12, wobei
    - die Fahrwerksrahmeneinheit (104; 204; 404; 504) in der Querrichtung eine erste laterale Seite und eine zweite laterale Seite aufweist;
    - die wenigstens eine Federeinheit (110; 210; 310; 410; 510) eine erste Federeinheit (110; 210; 310; 410; 510) ist und die wenigstens eine Pendeleinheit (111; 211; 311; 411; 511) eine erste Pendeleinheit (111; 211; 311; 411; 511) ist, die sich an der ersten lateralen Seite der Fahrwerksrahmeneinheit (104; 204; 404; 504) befindet;
    - die Aufhängungseinheit (106; 206; 306; 406; 506) wenigstens eine zweite Federeinheit (110; 210; 310; 410; 510) umfasst und wenigstens eine zweite Pendeleinheit (111; 211; 311; 411; 511) umfasst, die kinematisch in Reihe in einem Kraftfluss zwischen der Fahrwerksrahmeneinheit (104; 204; 404; 504) und der Traverseneinheit (109; 209; 409; 509) angeordnet ist und sich an der zweiten lateralen Seite der Fahrwerksrahmeneinheit (104; 204; 404; 504) befindet;
    - die zweite Federeinheit (110; 210; 310; 410; 510) und die zweite Pendeleinheit (111; 211; 311; 411; 511) insbesondere zumindest im Wesentlichen funktionell und/oder geometrisch symmetrisch in Bezug auf die erste Federeinheit (110; 210; 310; 410; 510) und die erste Pendeleinheit (111; 211; 311; 411; 511) sind.
  14. Fahrwerksrahmeneinheit nach Anspruch 13, wobei
    - die erste Pendeleinheit (111; 211; 311; 411; 511) eine erste Längsachse und die zweite Pendeleinheit (111; 211; 311; 411; 511) eine zweite Längsachse aufweist, wobei jede Längsachse durch einen Drehpunkt des ersten Gelenks (111.3; 211.3; 311.3; 411.3; 511.3) und einen Drehpunkt des zweiten Gelenks (111.4; 211.4; 311.4; 411.4; 511.4) der Pendeleinheit (111; 211; 311; 411) ; 511) definiert ist,
    wobei
    - die erste Pendeleinheit (111; 211; 311; 411; 511) und die zweite Pendeleinheit (111; 211; 311; 411; 511) derart angeordnet sind, dass die erste Längsachse und die zweite Längsachse in einem Ruhezustand auf einer geraden ebenen Strecke im wesentlichen parallel sind;
    oder
    - die erste Pendeleinheit (111; 211; 311; 411; 511) und die zweite Pendeleinheit (111; 211; 311; 411; 511) derart angeordnet sind, dass die erste Längsachse und die zweite Längsachse in einem Ruhezustand auf einer geraden ebenen Strecke zueinander geneigt sind.
  15. Schienenfahrzeug mit einem Wagenkasten (101.1), der auf einer Fahrwerkseinheit gemäß einem der Ansprüche 1 bis 14 abgestützt ist.
EP15190635.1A 2015-10-20 2015-10-20 Fahrgestelleinheit für ein schienenfahrzeug Active EP3159238B1 (de)

Priority Applications (7)

Application Number Priority Date Filing Date Title
EP15190635.1A EP3159238B1 (de) 2015-10-20 2015-10-20 Fahrgestelleinheit für ein schienenfahrzeug
RU2018118139A RU2726675C2 (ru) 2015-10-20 2016-10-19 Ходовая часть рельсового транспортного средства
EP16782280.8A EP3365217B1 (de) 2015-10-20 2016-10-19 Fahrgestelleinheit für ein schienenfahrzeug
PCT/EP2016/075075 WO2017067974A1 (en) 2015-10-20 2016-10-19 Running gear unit for a rail vehicle
CN201680061485.2A CN108349510B (zh) 2015-10-20 2016-10-19 用于轨道车辆的行驶系单元
AU2016342225A AU2016342225B2 (en) 2015-10-20 2016-10-19 Running gear unit for a rail vehicle
BR112018007291A BR112018007291A2 (pt) 2015-10-20 2016-10-19 unidade de transmissão para um veículo ferroviário

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15190635.1A EP3159238B1 (de) 2015-10-20 2015-10-20 Fahrgestelleinheit für ein schienenfahrzeug

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EP3159238B1 true EP3159238B1 (de) 2021-06-30

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CN (1) CN108349510B (de)
AU (1) AU2016342225B2 (de)
BR (1) BR112018007291A2 (de)
RU (1) RU2726675C2 (de)
WO (1) WO2017067974A1 (de)

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Publication number Priority date Publication date Assignee Title
CN112141153B (zh) * 2019-06-26 2022-06-14 比亚迪股份有限公司 转向架和具有其的轨道车辆
EP3971051A1 (de) * 2020-09-16 2022-03-23 Bombardier Transportation GmbH Radanordnung für ein schienenfahrzeug

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Publication number Priority date Publication date Assignee Title
BE397145A (de) *
CH346236A (de) * 1955-07-07 1960-05-15 Maschf Augsburg Nuernberg Ag Schienenfahrzeug, dessen Wagenkasten an jedem Ende über eine Wiege auf einem Drehgestell abgestützt ist
DE1143534B (de) * 1957-07-10 1963-02-14 Maschf Augsburg Nuernberg Ag Aufhaengung der Wiege eines Schienen-fahrzeuges
FR1194942A (fr) * 1958-04-21 1959-11-13 Inventio Ag Bogie, notamment pour véhicules sur rails
CH372699A (de) * 1959-04-17 1963-10-31 Schweizerische Lokomotiv Schienenfahrzeug mit Drehgestell
FR1302169A (fr) * 1960-09-30 1962-08-24 Schweizerische Lokomotiv Bogie pour véhicules ferroviaires
FR2057259A5 (de) * 1969-08-07 1971-05-21 Ganz Mavag Mozdony Vagon
IT992177B (it) * 1973-07-02 1975-09-10 Breda Cost Ferroviarie Dispositivo di richiamo trasversale ad azione progressiva per carrelli ferroviari
RU2033933C1 (ru) * 1990-04-27 1995-04-30 АББ-Хеншель Ваггон Унион ГмбХ Железнодорожное транспортное средство
CN2282519Y (zh) * 1996-07-27 1998-05-27 株洲时代橡塑实业有限责任公司 橡胶金属叠层弹簧
DE202004013292U1 (de) 2004-08-24 2004-11-04 Bombardier Transportation Gmbh Drehgestell für Schienenfahrzeuge
CN103587728B (zh) * 2013-10-23 2015-09-23 北京空间飞行器总体设计部 绳网式空间碎片抓捕与清除系统

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WO2017067974A1 (en) 2017-04-27
CN108349510A (zh) 2018-07-31
EP3159238A1 (de) 2017-04-26
BR112018007291A2 (pt) 2018-10-23
AU2016342225A1 (en) 2018-05-10
RU2726675C2 (ru) 2020-07-15
RU2018118139A3 (de) 2019-11-25
CN108349510B (zh) 2021-05-04
RU2018118139A (ru) 2019-11-25
EP3365217B1 (de) 2021-08-25
EP3365217A1 (de) 2018-08-29
AU2016342225B2 (en) 2021-06-03

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