EP3898378A1 - Fahrwerkseinrichtung für ein schienenfahrzeug - Google Patents
Fahrwerkseinrichtung für ein schienenfahrzeugInfo
- Publication number
- EP3898378A1 EP3898378A1 EP19813275.5A EP19813275A EP3898378A1 EP 3898378 A1 EP3898378 A1 EP 3898378A1 EP 19813275 A EP19813275 A EP 19813275A EP 3898378 A1 EP3898378 A1 EP 3898378A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- chassis
- wheel
- car body
- longitudinal direction
- unit
- 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.)
- Pending
Links
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
- B61F5/50—Other details
- B61F5/52—Bogie frames
-
- 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 chassis device for supporting a
- Carriage body of a rail vehicle with at least two running gear units, which are connected to one another in a longitudinal direction of the running gear device via a connecting device, each running gear unit comprising a wheel unit and a subframe, each wheel unit comprising two wheels running in a transverse direction of the
- Chassis device are spaced, the subframe in a height direction
- Chassis device is supported on the wheel unit, and the subframe one
- the invention further relates to a rail vehicle with at least one of these
- Running gear device and at least one car body a set of components for running gear devices of rail vehicles, and a method for producing a running gear device.
- EP 0 410 407 A2 discloses a vehicle with a movable coupling of two wheel units, which serves to optimize the behavior of this vehicle when cornering. This increases the development effort even further and reduces the flexibility in the design of the vehicle.
- the present invention is therefore based on the object of providing a chassis device of the type mentioned at the outset for supporting a car body of a rail vehicle, a rail vehicle with at least one such chassis device and at least one car body, a set of components for such chassis devices
- a chassis device of the type mentioned at the outset for supporting a car body of a rail vehicle
- a rail vehicle with at least one such chassis device and at least one car body a set of components for such chassis devices
- the present invention solves this problem on the basis of a chassis device according to the preamble of claim 1 by the features specified in the characterizing part of claim 1. It further solves this issue by a set of components according to claim 8, a rail vehicle according to claim 9 and a method for producing a chassis device according to claim 13.
- the present invention is based on the technical teaching that the effort involved in developing and registering new vehicles can be reduced in a simple manner if the chassis device has a modular structure by comprising (preferably already existing and approved) chassis units and a connecting device, which connects the chassis units in such a way that in the assembled state there is a connection which is essentially rigid at least around the height direction between the
- chassis units especially between the subframes of the chassis units.
- This modular design has the advantage that, for example, existing or tested and approved chassis units can be used and only the connecting device has to be adapted for a new vehicle design.
- Chassis units must be examined in detail.
- Chassis units can be realized, which behave in terms of driving dynamics like conventional chassis with a conventional chassis frame. It should be noted here that with regard to the degrees of freedom of rotation in space, both are complete (ie in all three degrees of rotation in space) rigid connection between the chassis units can be realized as well as a connection that is only a relative one
- Connection devices can be realized, a comparatively simple adaptation to the requirements or conditions of the car bodies to be supported can be achieved.
- Chassis facilities are available.
- the invention therefore relates to a running gear device for supporting a car body of a rail vehicle, with at least two running gear units which are connected to one another in a longitudinal direction of the running gear device via a connecting device.
- Each undercarriage unit includes a wheel unit and a subframe and each wheel unit comprises two wheels that are in a transverse direction of the
- Chassis device are spaced.
- the subframe is supported on the wheel unit in a vertical direction of the chassis device and the subframe has one
- Interface device for releasably connecting the connecting device.
- the interface devices and the connecting device are designed such that there is an essentially rigid connection at least about the height direction between the auxiliary frames of the chassis units in an assembled state via the connecting device.
- the interface devices can in principle be designed in any suitable manner, as long as a detachable connection which is at least essentially rigid about the height direction is ensured between the subframes in the assembled state of the chassis device. Thanks to the simple detachability, screw connections are of course suitable for this. However, other corresponding positive and / or frictional connections are also possible. Any mobility between the subframes, if any, can also be entirely or partially carried out directly the interface device is made available. So it can
- Interface device itself already include, for example, a corresponding joint or the like. Such a joint can then, if necessary, also allow rotation about the vertical axis (such as that mentioned above, for example)
- Each auxiliary frame preferably surrounds the associated wheel unit in a plane parallel to the plane which is defined by the longitudinal axis (or longitudinal direction) and the transverse axis ⁇ or Transverse direction) is defined.
- the corresponding subframe can be designed to be open on one side or U-shaped.
- the subframe can be closed in a ring, that is to say it can be closed on all sides in the plan view along the height direction.
- Closed subframes offer the advantage, among other things, that the closed annular structure results in a comparatively rigid frame structure.
- the open side of the frame profile can run in the transverse direction of the chassis device and can be the side that faces away from the connecting device or that faces the free end in the longitudinal direction of the chassis device.
- These auxiliary frames, which are open on one side offer the advantage of saving material and space compared to the closed configuration.
- the respective subframe can be designed entirely or partially in a differential construction, for example, it can be composed of profile beams (made of steel or other suitable metals). Likewise, in addition or as an alternative, they can also be designed entirely or partially as cast elements made of gray cast iron and / or as cast elements or forged elements made of steel, aluminum or other metals. Hollow box profile cross sections have proven to be particularly advantageous, since a relatively high torsional rigidity of the subframe is thereby achieved. If, on the other hand, a relatively lower torsional stiffness is required for certain variants, U-profile cross sections and / or I-profile cross sections and / or any other profiles with an open profile cross section are preferably used.
- the connecting device comprises at least one first longitudinal beam.
- the first longitudinal member can be connected to the interface devices (of the respective subframe) in order to establish the rigid connection between the To produce subframes.
- the first longitudinal beam can in particular run essentially parallel to the longitudinal direction.
- the connecting device preferably additionally comprises a second longitudinal member which is connected to the interface devices in order to establish the rigid connection between the subframes of the two chassis units. This allows particularly simple designs to be achieved.
- the second longitudinal member can run essentially parallel to the first longitudinal member and / or the longitudinal direction. Additionally or alternatively, the second side member can be spaced apart in the transverse direction from the first side member. Additionally or alternatively, the first longitudinal member and the second longitudinal member can be assigned to different longitudinal sides of the chassis devices. Additionally or alternatively, the first
- the longitudinal beam and the second longitudinal beam can be arranged essentially in a common plane.
- Auxiliary frames interact mechanically in the manner of a closed rigid frame, with which a particularly advantageous connection, which is essentially rigid around the height direction, between the connecting device (first and second longitudinal beams) and the auxiliary frames of the chassis units is achieved.
- the first and / or the second longitudinal beam is preferably a profile beam (made of steel or other suitable metals).
- the first and / or the second longitudinal member can additionally or alternatively be designed entirely or partially as a cast element made of gray cast iron and / or as a cast element or forged element made of steel, aluminum or other metals.
- Hollow box profile cross sections prove to be particularly advantageous, since with these a relatively high torsional rigidity of the at least one first and / or the at least one second side member is achieved.
- U-profile cross-sections and / or I-profile cross-sections are preferably used.
- At least one longitudinal member can be spaced in the transverse direction by an end distance from the closest, longitudinally extending outer edge of a subframe, this end distance preferably being in the range from 5% to 20% of the maximum transverse dimension of the subframe.
- this end distance can also be provided.
- the end distance can be 0% of the maximum transverse dimension of the subframe.
- the first longitudinal beam and the second longitudinal beam can couple the two chassis units in the manner of a parallel guide, as has already been indicated above.
- This connection only prevents a relative rotation of the two undercarriage units about the vertical axis, and thus also creates a connection between the undercarriage units that is essentially rigid about the vertical axis.
- the interface devices are preferably designed as joints. Using this type of parallel guidance, it is also possible to realize large axle distances in which the two chassis units (thanks to their transverse displaceability to one another) behave in terms of driving dynamics like conventional single-axle chassis.
- Interface devices of the chassis units can in principle be designed in any suitable manner in order to use them to establish the connection between the two
- Each interface device preferably comprises at least one interface unit.
- the at least one first side member can be connected to at least one interface unit at at least one of its ends in order to establish the rigid connection between the auxiliary frames.
- the second longitudinal beam can be connected to at least one interface unit at at least one of its ends in order to establish the rigid connection mentioned between the subframes.
- Design and / or length of the connecting device suitably designed units for use, via which positive and / or frictional connections can be realized.
- the connecting device can preferably comprise one or more components which extend in the transverse direction.
- the connecting device can preferably comprise one or more components which extend in the transverse direction.
- Connection device therefore additionally at least one cross member which extends in the transverse direction of the chassis device and is connected to the first side member and / or the second side member. It is particularly conceivable here that the at least one cross member is substantially parallel to the transverse direction of the chassis device.
- the at least one cross member can be connected essentially rigidly to the first longitudinal member and / or the second longitudinal member.
- the at least one cross member is rigidly connected at one of its ends to one of the longitudinal members and at the other end to an auxiliary frame (possibly also rigid). This can result in a particularly advantageous stiffening in the corner areas between a longitudinal beam and an auxiliary frame.
- the at least one cross member in particular by means of at least one cross member interface device, can be detachably connected to the first longitudinal member and / or the second longitudinal member, the at least one
- Cross member interface device in the transverse direction can in particular be arranged essentially at one end of the cross member.
- the crossmember interface device of the at least one crossmember can comprise at least one crossmember interface unit which is attached in the transverse direction at one end of the at least one crossmember. This makes it particularly easy to assemble configurations.
- the at least one cross member can be by means of at least one
- Cross member interface device in particular at least one
- Cross member interface unit includes, also releasably and rigidly connected to at least one of the subframes.
- This cross member interface device is then preferably arranged in the transverse direction between the first longitudinal member and the second longitudinal member. This makes it possible to implement a configuration in which the connection between the connecting device and the respective chassis unit (alone or additionally) takes place via this cross member interface device.
- the at least one cross member can be connected to the interface device (one of the chassis units) in order to at least partially to the rigid connection between the
- Cross beam interface device screw connections are used.
- a connection which is essentially rigid around the vertical direction and a releasable connection can also be provided for the connection of the at least one cross member to one or both longitudinal members.
- the at least one cross member can be arranged essentially in a common plane with the first longitudinal member and / or the second longitudinal member.
- the at least one cross member can form an essentially H-shaped or (in the case of a plurality of cross members) ladder-shaped connecting device with the first longitudinal member and the second longitudinal member. It can
- a symmetrical configuration of the connecting device can be selected in relation to the longitudinal direction and / or the transverse direction. This can be particularly advantageous for the arrangement of a cradle to form the chassis device in the manner of a
- a further cross member can be provided.
- This further cross member can run essentially parallel to the at least one cross member and / or essentially in a common plane with the at least one
- Chassis device arise when the at least one cross member in
- the at least one cross member can be rigidly connected, for example, at one end to an auxiliary frame and at the other end to the first or the second longitudinal member.
- the at least one crossbeam can be detachably and / or rigidly, for example by means of crossbeam interface devices provided at the ends, with an auxiliary frame and with the first or the second
- screw connections are preferably used for the connection in the area of the cross member interface devices.
- the at least one cross member is preferably a profile member (made of steel or other suitable metals).
- the at least one cross member can additionally or alternatively be wholly or partially as a cast element made of gray cast iron and / or as a cast element or
- Forged element made of steel, aluminum or other metals. Hollow box profile cross sections also prove to be particularly advantageous in the case of the cross member, since with these a relatively high torsional rigidity of the at least one cross member is achieved. On the other hand, if, in certain variants, a lower torsional stiffness of the cross member is required, preferably U- Profile cross-sections and / or I-profile cross-sections and / or any other profile with an open profile cross-section can be used.
- the connecting device can have two longitudinal beams and
- the entire connecting device being formed from a single cast component, for example from gray cast iron or cast steel.
- the ends of the connecting device can be designed in the longitudinal direction in such a way that there is a detachable connection with the subframes of the chassis units which is essentially rigid around the height direction.
- screw connections are preferably used in the area of the interface devices.
- the connecting device can comprise at least one spacer which is arranged in such a way that the length of the connecting device can be adjusted in the longitudinal direction to a predetermined distance between the wheel axles.
- the at least one spacer can be designed, for example, as a profile carrier (made of steel or other suitable metals). Likewise, it can be designed entirely or partially as a cast element made of gray cast iron and / or as a cast element or forged element made of steel, aluminum or other metals. Additionally or alternatively, the at least one spacer can also consist of other materials and / or have a different profile cross section than that previously mentioned in connection with the cross members, side members and auxiliary frames.
- the use of at least one spacer has the advantage that, despite the unchanged number and / or design of the side members and / or the cross members, it is possible to produce a large number of different connecting devices, in particular in terms of their length. This allows a high degree of flexibility in the manufacture of the chassis device for the respective application. Likewise, the production of different, in particular in length and / or shape, different
- the at least one spacer preferably has at its ends (preferably comprising screw connections) interface devices which are designed such that between the at least one spacer and the at least one side member and / or the at least one cross member there is a detachable and (at least around the height direction) is essentially rigid connection, which contributes to the desired connection between the subframe of the chassis units.
- the length of the at least one spacer can be adjustable in the course of the assembly of the chassis device, so that the length of the connecting device can be adjusted in the longitudinal direction to the predetermined wheel center distance.
- telescopic components can be used.
- the at least one spacer preferably has at its ends (preferably
- Interface devices comprising screw connections, which are designed such that between the at least one spacer and the at least one side member and / or the at least one cross member, a releasable and at least substantially rigid connection is realized.
- the chassis device at least one of the auxiliary frames is supported in the height direction on wheel bearing units of the wheel unit via a spring device, in particular a primary spring device.
- the undercarriage device can be designed such that the car body is supported in the height direction on at least one of the auxiliary frames and / or the connecting device during operation via a spring device, in particular a secondary spring device.
- the spring device between the subframe and the wheel bearing units is dispensed with. The spring device between the car body and the subframe then integrates the function of the primary and
- the chassis device can be designed, for example, in the manner of a bogie.
- at least one cradle can be provided for supporting the car body, which is connected to the secondary spring device in the
- Height direction is supported on at least one of the subframes and / or the connecting device.
- the cradle can be arranged essentially centrally on the chassis device in the longitudinal direction.
- the previously described configuration of an H-shaped or ladder-shaped connecting device which is symmetrical with respect to the longitudinal direction and / or the transverse direction can be particularly advantageous.
- Chassis device can be advantageous.
- the design of the chassis units, in particular their wheel units, can in principle be of any type.
- at least one wheel unit can be formed with individual wheels. Such individual wheels can preferably be connected via a portal axle. Additionally or alternatively, the wheels of at least one wheel unit can be coupled to form a wheel set, the wheels of the wheel unit in particular via a
- Wheelset shaft can be connected. Additionally or alternatively, the wheels of at least one wheel unit can be connected to a steering device, which can be designed such that a steering angle of the wheels, in particular actively, can be adjusted.
- the invention relates to a component set for
- Undercarriage devices of rail vehicles which comprises at least two undercarriage units of an undercarriage device according to the invention, a first connecting device of an undercarriage device according to the invention and furthermore a second connecting device of an undercarriage device according to the invention
- the wheel unit of the respective undercarriage unit defines a wheel axle
- the two undercarriage units via the first connecting device to a (inventive) first Chassis device can be connected, which defines a first wheel axle distance (between the two wheel axles) in the longitudinal direction in the straight, flat track.
- the two chassis units are connected via the second connection device to a second (according to the invention)
- Undercarriage device connectable, the second in the straight, level track
- the first connecting device and the second connecting device are designed in such a way that the first wheel center distance is different from the second wheel center distance.
- the first connecting device and the second connecting device can have a length dimension that deviates from one another in the longitudinal direction. Due to the advantageous design of the interface devices on the subframe, a large number of chassis devices can be produced in a relatively simple manner, which can differ in their wheel center distance and the design of the connecting device. With such a modular system, i. H. modular structure
- the invention relates to a rail vehicle which has at least one chassis device according to the invention and at least one Car body includes.
- the car body is supported on the chassis device and defines a first car body length in the longitudinal direction and in the longitudinal direction a first car body end and a second car body end.
- Undercarriage devices each define a wheel axis and in the straight, level track a wheel axis distance of the undercarriage device in the longitudinal direction.
- the undercarriage units of the undercarriage device can be arranged at any suitable point below the associated car body.
- the connecting device is designed such that a first chassis unit of the chassis device is arranged in the area of the first car body end and / or a second chassis unit of the chassis device is arranged in the area of the second car body end.
- the wheel center distance of the chassis device is 5% to 100%, preferably 10% to 80%, further preferably 12% to 67%, of
- a first distance of the first undercarriage unit (typically measured from the wheel axis of the first undercarriage unit) is defined in the longitudinal direction z the first end of the car body, the first distance being 2% to 70%, preferably 15% to 60%, further preferably 25% up to 50% of the wheel center distance.
- a second distance is the second in the longitudinal direction
- Chassis unit (typically measured from the wheel axis of the second
- Undercarriage unit to the second car body end defined, the second distance 2% to 70%, preferably 15% to 60%, further preferably 25% to 50%, of the
- Radachsabstand can be.
- a first distance is the first in the longitudinal direction
- Undercarriage unit (typically measured from the wheel axis of the first undercarriage unit) to the first car body end defined, wherein the first distance can be 1% to 50%, preferably 3% to 35%, more preferably 5% to 20%, of the car body length.
- a second distance is the second in the longitudinal direction
- Undercarriage unit (typically the wheel axis of the second undercarriage unit) to the second car body end defined, wherein the second distance can be 1% to 50%, preferably 3% to 35%, more preferably 5% to 20%, of the car body length.
- the first distance corresponds to the second distance.
- the wheel axle distance is in the range from 1 m to 10 m, while the distance from the associated car body end can be in the range from 0.2 m to 5 m and the car body length can be in the range from 1 m to 20 m.
- the undercarriage units of the undercarriage device can in principle be arranged at any suitable location below the associated car body.
- the car body has seating with a plurality of seats. The arrangement of the
- Interior of the car body can be matched.
- the arrangement of the seats in the car body and / or the arrangement of other objects of the interior of the car body can be coordinated with the arrangement in the longitudinal direction of the chassis units below the car body.
- the car body can have a first receiving area, in particular a first one
- Wheel case for receiving a wheel of a first wheel unit of the chassis device and / or a second receiving area, in particular a second wheel case, for receiving a wheel of a second wheel unit of the chassis device.
- the first receiving area can be arranged substantially below one of the seats in the height direction and / or the second receiving area can be arranged substantially below one of the seats in the height direction.
- Arrangements of the chassis units depending on the seating of the car body are particularly suitable for low-floor rail vehicles in local traffic, such as
- trams for example trams.
- At least two seats in the longitudinal direction between the wheel axles of the first wheel unit and the second wheel unit, at least two seats, preferably at least three seats, further preferably at least four to eight seats, can be arranged essentially in alignment with one another.
- at least one further seat preferably at least two further seats, can be aligned in the transverse direction with at least one of the seats, further preferably at least three further seats may be arranged.
- the alignment of at least one seat in the car body can be opposite to the alignment of at least one further seat in the car body, the further seat being aligned in particular in the longitudinal direction with at least one seat and / or in the longitudinal direction adjacent to the at least one seat is.
- Running gear device a first running gear device and at least one second running gear device according to the invention is provided.
- the car body can be a first car body that has a first car body length, and at least a second car body can be provided that has a second car body length.
- Chassis device and the connecting device of the second chassis device can be designed such that the wheel axis distances of the first chassis device and the second chassis device are different. Additionally or alternatively, the first car body length can be different from the second car body length. In particular, the arrangement and number of seats (i.e. the seating) in the two car bodies can be different.
- the first undercarriage device in particular via at least one undercarriage unit, can support the first car body and / or the second undercarriage device, in particular via at least one undercarriage unit, support the second car body.
- the first undercarriage device and / or the second undercarriage device can be designed in the manner of a Jacob's bogie.
- the invention relates to a method for producing a chassis device for supporting a car body of a rail vehicle, in particular a chassis device according to the invention, the
- each chassis unit comprises a wheel unit and a subframe and each wheel unit comprises two wheels which are spaced apart in a transverse direction of the chassis device.
- the subframe is supported on the wheel unit in a vertical direction of the chassis device and the chassis units are supported in a longitudinal direction
- Chassis device connected to one another via a connecting device, in that the respective subframe is detachably connected to the via an interface device Connection device is connected. It is between the subframe
- Undercarriage units via the connecting device an essentially rigid connection in an assembled state at least around the vertical direction.
- the connecting device for producing the chassis device is designed in any manner and / or of any number
- the wheel units of the undercarriage device each define a wheel axis and, in the straight, flat track, a wheel axis distance of the undercarriage device in the longitudinal direction.
- the wheel center distance can be predetermined in such a method.
- the wheel center distance can be specified by the requirements for the rail vehicle, for example the wheel center distance can depend on the respective length and load (i.e. the sum of all
- Connection device can in particular comprise at least one side member and / or in particular at least one cross member.
- the length of the connecting device is adjusted in the longitudinal direction to the specified wheel center distance.
- the basic element of the connecting device can in particular be supplemented by at least one spacer, which is particularly adjustable in length in the longitudinal direction.
- spacers which is particularly adjustable in length in the longitudinal direction.
- Connection device selected from a large number of existing connection devices, which differ in length in the longitudinal direction, in order to produce the predetermined wheel center distance.
- Figure 1 shows a schematic view of a preferred embodiment of a
- Rail vehicle according to the invention with a preferred embodiment of a chassis device according to the invention according to Figure 2 and a car body supported thereon.
- FIG. 2 shows a schematic plan view of a preferred embodiment of a chassis device according to the invention for the rail vehicle according to the invention in FIG. 1,
- FIG. 3 shows a schematic view of a further preferred embodiment of a rail vehicle according to the invention with a preferred embodiment of a chassis device according to the invention in the manner of a Bogie according to FIG. 4 in a double arrangement for supporting a car body,
- Figure 4 shows a schematic floor plan of another preferred embodiment
- FIG. 5 shows a schematic view of a further preferred embodiment of a rail vehicle according to the invention with a preferred embodiment of a chassis device according to the invention in the manner of a Jacob bogie according to FIG. 6 and two car bodies supported thereon
- FIG. 6 shows a schematic plan view of a further preferred
- the running gear device 101 can be produced by a preferred embodiment of the method according to the invention for producing a running gear device 101.
- a vehicle coordinate system x, y, z (specified by the wheel contact plane of the undercarriage of the vehicle 100 on a straight, level route) is given in the figures, in which the x coordinate is the longitudinal direction and the y coordinate the transverse direction and the z coordinate denote the height direction of the rail vehicle 100 or the running gear device 101.
- the chassis device 101 shown in the present example is along a longitudinal axis 101.1 and along a transverse axis 101.2
- the modular chassis 101 includes a connecting means 110 and two landing gear units 103 'which are detachably connected to one another via the connecting means 110th
- Each chassis unit 103 comprises a wheel unit 104 and one
- Subframe 105 Subframe 105.
- FIG. 1 is "102 is supported in each case a car body during operation in a height direction on a secondary suspension 105.1 with two secondary spring means 105.2 on its associated sub-frame 105 of the suspension means the one hundred and first
- Each of the two subframes 105 is in turn supported in the height direction of the chassis device 101 via a primary spring device (not shown in FIG. 1 and FIG. 2) on wheel bearing units 108 of the associated wheel unit 104.
- the primary spring device between the auxiliary frame and the wheel bearing units is omitted.
- the spring devices 105.2 then integrate the function of the primary and secondary suspension between the car body and the auxiliary frame, or a so-called single-stage suspension is present.
- Each wheel unit 104 is designed as a wheel set » thus has two wheels 104.1 » which in the present example are connected via a wheel set shaft 104.2 and define a wheel axle 104.3. But it is understood “that the wheel unit 104 in other variants also have any other design may” in particular the wheel unit 104 may include twin wheels. Such individual wheels can preferably be connected via a portal axle.
- the two wheel axles 104.3 of the two wheel units 104 are in the longitudinal direction (parallel to the longitudinal axis 101.1) of the chassis device 101
- the rail vehicle 100 described in this exemplary embodiment is primarily designed for local traffic.
- the car body 102 is therefore an open car with seating 102.1 with a plurality of seats 102.4 for passenger transport.
- the car body 102 is at least partially of low-floor design, so that Floor height in the body 102 is at least partially below the upper vertex of the wheels 104.1.
- Modularity of the undercarriage device 101 compared to conventional vehicles makes it easier to coordinate the arrangement of the wheel units 104 in the longitudinal direction and the wheel axle spacing RAA to the conditions or requirements of the interior of the car body 102 (and not vice versa).
- the position of the wheel units 104 can easily be matched to the position and design of the seating 102.1.
- the car body 102 has two receiving areas 102.2 or two wheel wells 102.3 for receiving the wheels of the wheel units 104. These, thanks to the modular construction, allow the length of the chassis device 101 to be easily adapted to one - for example, by means of a specific interior equipment
- Rada distance RAA is particularly advantageous for low-floor rail vehicles in local traffic (such as trams or S-Bru)
- the receiving areas 102.2 are arranged in the height direction (parallel to a height axis 101.3) essentially below a seating group 102.5, the seating group 102.5 comprising two seats 102.4 in the longitudinal direction (in alignment) in the longitudinal direction between the wheel axes 104.3 of the wheel units 104, six seats 102.4 are arranged in alignment in the longitudinal direction.
- the transverse direction parallel to the
- Transverse axis 101.2 Transverse axis 101.2
- four seats 102.4 are arranged in alignment.
- the car body 102 has a car body length WKL in the longitudinal direction and defines a first car body end WKE1 and a second car body end WKE2 (see FIG. 1).
- the wheel axis 104.3 of a chassis unit 103 is in the longitudinal direction by a distance WKA1 or WKA2 from the first car body end WKE1 or from the second
- the body length WKL is 12 m. Furthermore, the wheel axle distance RAA is 67% of the body length WKL or the distance WKA is 25% of the wheel axle distance RAA or the distance WKA is 17% of
- ratios RAA / WKL or WKA / RAA or WKA / WKL can also be selected for other variants.
- 5% to 100%, preferably 10% to 80%, further preferably 12% to 67%, of the body length of the associated body, or 2% to 70% for the distance WKA1 are suitable for the wheel center distance RAA of the chassis device. preferably 15% to 60%, further preferably 25% to 50%, of the wheel center distance RAA or for the distance WKA2 2% to 70%, preferably 15% to 60%, further preferably 25% to 50%, of the
- the distance between the wheel axles is advantageously in the range from 1 m to 10 m, while the distance from the associated car body end is in the range from 0.2 m to 5 m and the car body length is in the range from 1 m to 20 m.
- the connecting device 110 comprises two longitudinal beams 111, which in the present example are designed at least substantially identically and in the longitudinal direction of the
- Chassis device 101 have at least substantially the same length LLT.
- Each longitudinal beam 111 is designed as a slim beam and runs essentially in the longitudinal direction.
- EA1 takes on negative values, so that the longitudinal members 111 relate the subframes 105 in relation to the transverse direction protrude from the undercarriage.
- a connection that is essentially rigid at least around the height direction must exist between the auxiliary frames 105 of the chassis units 101 in an assembled state via the connecting device 110.
- Each subframe 105 comprises an interface device 107, via which it is connected to the connecting device 110, so that a connection which is essentially rigid at least around the height direction (z-axis) is established between the chassis units 103.
- the interface device 107 of each subframe 105 comprises two interface units 207.1 via which the longitudinal members 111 are connected at their ends to the associated subframe 105.
- the two longitudinal members 11 1 couple the two chassis units 103 in the manner of a parallel guide, the interface units 107.1 as
- Height direction rigid connection between the chassis units 103 can be made and also a dynamic driving behavior of the two chassis units 103 can be achieved as conventional single-axle chassis.
- chassis device 101 basically the identical
- Chassis units 103 are used as just described and these are combined with another connection device 110 and / or other interface devices.
- FIGS Figure 2 A corresponding alternative to the chassis device 101 with a shorter wheel axle spacing RAA as a result of an adaptation to a body 102 which is shorter in the longitudinal direction and / or a body 102 equipped with different seating and / or another chassis concept (e.g. with end bogies) is shown in FIGS Figure 2 indicated with the dashed contour 113.
- correspondingly shorter longitudinal members 111 are provided in order to be able to implement the shorter predetermined wheel center distance.
- the two short longitudinal members each have an interface unit 107.1 at their ends in the longitudinal direction, via which the longitudinal members are rigidly and detachably connected to the auxiliary frame 105 by means of screw connections.
- Connection device 110 and the interface devices 107 is a in
- Substantially rigid connection is established between the chassis units 103, 113.
- other rigid and detachable connection concepts in particular any positive and / or frictional connections, can also be used.
- at least one cross member can also be arranged, which has particular advantages with regard to one
- the longitudinal beams 111 are designed as profile beams made of steel and have closed hollow box-shaped cross-sectional profiles.
- the auxiliary frames 105 are closed in a ring shape, that is to say they are closed on all sides in the plan view along the height direction (z-axis). Such a closed subframe 105 offers the advantage, among other things, that the closed annular structure results in a comparatively rigid frame structure.
- the auxiliary frames 105 are composed of steel profile carriers, which in turn are made of likewise closed hollow box-shaped cross-sectional profiles or any other profiles with an open profile cross section.
- the auxiliary frames 105 can be designed as one-sided open or U-shaped frames, which are composed of steel profile carriers, and can also be designed with hollow box-shaped or open cross-sectional profiles. These subframes, which are open on one side, offer the advantage of saving material and space compared to the closed configuration. In such an alternative, preferably runs
- At least one auxiliary frame 105 and / or at least one side member 111 and / or at least one cross member 112 is not considered to be Profile beam made of steel, but as a cast element made of gray cast iron and / or as a cast element or forged element made of steel, aluminum or other metals.
- the wheel units 104 are arranged in the longitudinal direction of the car body as a function of the seating 102.1 with their plurality of seats 102.4 for a car body 102, as a result of which the
- Radax distance RAA of the wheel units 104 is specified in the straight, level track.
- the assembled state of the running gear device 101 is then realized by selecting the connecting device 110 with the length LLT from which an existing set of components with a plurality of connecting devices 110 is selected, with which the running gear device 101 is produced with the wheel center distance RAA given at a standstill on a straight, level track can.
- a connection device 110 which is matched to the relevant application can also be designed and manufactured.
- the longitudinal members 11 1 are coupled at their ends to the subframes 105 of the chassis units 103 via the articulated connections described above.
- An existing component set can have one or more different ones
- Chassis units 103 and several different (in particular at least
- connection devices 1 10 include connection devices 1 10.
- the use of such a component set has the advantage that the associated components individually, but possibly also in several different combinations (up to all possible combinations) can have a corresponding approval for operation on certain routes. This considerably simplifies the design process of the vehicle 100 and its subsequent approval.
- chassis device 201 A further preferred embodiment of the chassis device 201 according to the invention for the rail vehicle 200 according to the invention is described below with reference to FIGS. 3 and 4.
- the chassis device 201 can be implemented by a preferred embodiment of the method according to the invention for producing a
- Chassis device 201 can be realized.
- chassis device 201 corresponds to the chassis device 101 from FIGS. 1 and 2, so that here only the Differences to be addressed.
- identical components are provided with the same reference symbols, while components of the same type are provided with reference symbols increased by the value 100. Unless otherwise stated below, the features, functions and advantages of these
- a car body 201 is divided into two
- Supported undercarriage devices 201 which behave like conventional bogies with regard to their dynamic driving properties.
- the two bogies 201 are constructed in a modular design.
- the rail vehicle 200 with the bogies 201 is particularly suitable for use in long-distance traffic. Accordingly, seating 202.1 suitable for this application is provided in the body 202.
- the arrangement of the bogies 201 along the longitudinal axis 101.1, and their wheel axis spacing RAA in the straight, level track, is customarily related to the body length WKL of the body 202 and its load (ie the sum of all loads to be used for the design of the bogies or must be taken into account).
- One turn position 201 is assigned to one of the car body ends WKE1, WKE2.
- the wheel axis 104.3 of the respective bogie 201 which is closest to the assigned car body end WKE1 or WKE2 in the longitudinal direction, is spaced from it in the longitudinal direction by a distance WKA1 or WKA2.
- the car body length WKL is 16 m. Furthermore, the wheel axle distance RAA is 12.5% of the body length WKL or the distance WKA is 50% of the wheel axle distance RAA or the distance WKA is 6.3% of
- ratios RAA / WKL or WKA / RAA or WKA / WKL can also be selected in other variants of such bogies.
- the distance between the wheel axles is advantageously in the range from 1 m to 10 m, while the distance from the associated car body end is in the range from 0.2 m to 5 m and the car body length is in the range from 1 m to 20 m.
- a cradle 205.3 is provided per bogie 201 for supporting the car body 202, which is supported in the height direction on the connecting device 210 of the bogie 201 via a secondary spring device 205.2.
- the cradle 205.3 is arranged on the respective bogie 201 in the longitudinal direction and in the transverse direction essentially centrally on a crossbeam 212 of the connecting device 210 of the bogie 201.
- the cross member 212 forms an essentially H-shaped connecting device 210 with the two longitudinal members 211 (see FIG. 4).
- the crossbeam 212 is designed as a slender beam which runs essentially in the transverse direction and is rigid
- cross member 212 of the respective bogie 201 in one of the other variants, for example, via cross member interface units
- Cross member interface device can be rigidly and detachably connected to the two longitudinal members 211.
- Cross member interface unit can be realized by screw connections.
- further connection concepts can be used, in particular through corresponding positive and / or frictional connections, which enable a corresponding rigid and a releasable connection.
- cross member 212 also extends noticeably in the longitudinal direction (and thus a shear strut in FIG.
- Horizontal plane forms) and / or more than one cross member is provided.
- the interface device 207 comprises two Interface units 207.1, via which the longitudinal members 211 are detachably and rigidly connected at their ends to the respectively associated auxiliary frame 105.
- Cross beams 212 are arranged in a common plane (which is parallel to the plane which forms the longitudinal axis and the transverse axis). In other variants, however, it can be provided that the longitudinal members 211 are arranged in a different plane than the cross member 212. In the present exemplary embodiment, the longitudinal beams 211 and the cross beams 212 are designed as profile beams made of steel and have closed ones
- auxiliary frames 105 are designed as one-sided open or U-shaped frames, which are composed of steel profile girders, with likewise closed hollow box-shaped cross-sectional profiles.
- the open side of the respective subframe 105 runs in the transverse direction of the respective bogie 201 and faces away from the connecting device 210.
- At least one auxiliary frame 105 and / or at least one side member 211 and / or the cross member 212 are not made of steel as a profile member, but rather as a cast element made of gray cast iron and / or as a cast element or forged element made of steel, Aluminum or other metals is formed.
- the entire connecting device consists of a single cast element.
- the auxiliary frames 105 can be closed in a ring, that is to say they are closed on all sides in the plan view along the height direction.
- the method for producing the bogies 201 according to FIG. 3 and FIG. 4 is briefly discussed below.
- the arrangement of the undercarriage units 103 and the wheel center spacing RAA of the bogies 201 are selected as a function of the body length WKL of the body 202.
- the assembled state of the respective bogie 201 is then realized in that the connecting device 210 with the length LLT with which the respective bogie 201 with the desired wheel center distance RAA can be produced is in turn selected from a large number of available connecting devices 210.
- the above can be used in connection with the first
- the chassis device 301 can by a preferred embodiment of the inventive method for producing a
- Chassis device 301 can be realized.
- chassis device 301 corresponds to that of the chassis device 201 from FIGS. 3 and 4, so that only the differences will be discussed here.
- identical components are provided with the same reference symbols, while components of the same type are provided with reference symbols increased by the value 100. Unless otherwise stated below, the features, functions and advantages of these
- the chassis device 301 behaves in terms of its dynamic driving properties like a conventional Jakobs turnstile that supports two car bodies 302.
- the chassis device 301 like the previous exemplary embodiments, is constructed from the components of a modular construction system. It goes without saying that the ends of the car bodies 302, not shown, can each also be supported on an arbitrarily designed chassis device. This can be, in particular, a further chassis device 301, that is to say another
- Jakobsfirestell or a chassis device 201 (thus an end bogie) act as in the second embodiment.
- Each undercarriage unit 103 of the undercarriage device 301 supports the wagon body 302 closest in the longitudinal direction.
- the car bodies 302 have essentially the same car body lengths WKL and essentially the same arrangement of seating 302.1.
- the nearest wheel axle 104.3 essentially corresponds to the distance WKA1 between a first car body end WKE1 of the other car body 302 and an associated closest wheel axle 104.3. It goes without saying, however, that in other versions of the Jacob bogie 301, this distance WKA1 or WKA2 can be different for the two car bodies 302, as long as the turning behavior of the Car bodies 302 are not affected by the height direction or a desired one
- Car body lengths of the two car bodies supported on the Jakobs bogie 301 may be different.
- the car body length WKL of each of the two car bodies is 10 m.
- the RAA wheelbase distance is 25% of the
- Body length WKL or the distance WKA is 40% of the wheel center distance RAA or the distance WKA is 10% of the body length.
- RAA / WKL or WKA / RAA or WKA / WKL can also be selected for other variants.
- the body length of the associated body or for the distance WKA1 2% to 70% preferably 15% to 60%, further preferably 25% to 50%, the wheel center distance RAA or for the distance WKA2 2% up to 70%, preferably 15% to 60%, further preferably 25% to 50%, of the wheel center distance RAA or for the distance WKA1 1% to 50%, preferably 3% to 35%, further preferably 5% to 20% of the Car body length WKL or for the distance WKA2 1% to 50%, preferably 3% to 35%, further preferably 5% to 20%, of the car body length WKL.
- the distance between the wheel axles is advantageously in the range from 1 m to 10 m, while the distance from the associated car body end is in the range from 0.2 m to 5 m and the car body length is in the range from 1 m to 20 m.
- the chassis device 301 is particularly suitable for long-distance rail vehicles.
- the arrangement of the chassis units 103 in the longitudinal direction below the car bodies 302 depends on the interior equipment of the car body, in particular depending on the respective seating of the car body
- Car body 302 can be made and the Jakobs bogie is designed such that it can be particularly suitable for an application for low-floor rail vehicles in local traffic, for example for trams or an S-Bru.
- the design of the car bodies 302 can then be similar to the design of the car bodies 102 from the first exemplary embodiment.
- FIG. 6 shows, two slender lines run in the present exemplary embodiment
- Cross member 312 essentially in the transverse direction and are rigidly connected to end regions (viewed in the longitudinal direction) of the two longitudinal members 311 via welded connections in the transverse direction.
- a cross member 312 with the associated subframe 105 is over each the associated interface device 307 releasably and rigidly connected.
- the interface device 307 comprises, on the one hand, two interface units 307.1, via which the longitudinal members 211 are detachably and rigidly connected at their ends to the associated auxiliary frame 105, and, on the other hand, an interface unit 307.2, via which one
- Cross member 312 is detachably and rigidly connected to the associated subframe.
- the rigid and detachable connection of the crossbeams 312 to the subframe 105 by means of the interface unit 307.2 contributes to the connection between the chassis units 103 that is rigid about the height direction.
- This design of the connecting device 310 in particular the relatively short length LLT of the longitudinal beams 311 and the direct connection of the cross beams 312 to the auxiliary frame 105 by means of the interface units 307.2, results in a particularly advantageous design of the connecting device 310, which is mechanically rigid in the manner of a closed one Frame works.
- each chassis unit 103 there is one cradle 305.3 for each chassis unit 103
- the respective cradle 305.3 is in turn supported by a secondary spring device 305.2 in the height direction on the assigned subframe 105 of the assigned chassis unit 103.
- a secondary spring device 305.2 in the height direction on the assigned subframe 105 of the assigned chassis unit 103.
- the respective cradle and the respective secondary spring device can also be supported on the connecting device 310 in other variants.
- a support on the respective cross member 312 is particularly suitable for this.
- Chassis device 301 or 103 to use different chassis units 103.
- the differences can be arbitrary, for example the chassis units 103 can be designed for different axle loads.
- the set of components of such a modular system can then include a number of different chassis units 103 in addition to different (usually of different lengths) connecting devices 110, 210, 310.
- the present invention has been accomplished solely on the basis of certain
- Rail vehicles can be used for any purpose. It goes without saying that the implemented modular principle is particularly advantageous if one given design or equipment of the car body requires a corresponding adjustment of the chassis.
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- Engineering & Computer Science (AREA)
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Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102018133153.3A DE102018133153A1 (de) | 2018-12-20 | 2018-12-20 | Fahrwerkseinrichtung für ein schienenfahrzeug |
PCT/EP2019/082848 WO2020126383A1 (de) | 2018-12-20 | 2019-11-28 | Fahrwerkseinrichtung für ein schienenfahrzeug |
Publications (1)
Publication Number | Publication Date |
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EP3898378A1 true EP3898378A1 (de) | 2021-10-27 |
Family
ID=68762717
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19813275.5A Pending EP3898378A1 (de) | 2018-12-20 | 2019-11-28 | Fahrwerkseinrichtung für ein schienenfahrzeug |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP3898378A1 (de) |
CN (1) | CN113412214A (de) |
DE (1) | DE102018133153A1 (de) |
WO (1) | WO2020126383A1 (de) |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
BE345609A (de) * | 1927-10-17 | 1927-11-30 | ||
BR7308820D0 (pt) * | 1972-11-10 | 1974-08-22 | South African Inventions | Processo para reduzir ao minimo a oscilacao e aperfeicoar a capacidade de curva de um truque de estrada de ferro e truque e veiculo para estrada de ferro |
DE2514361C3 (de) * | 1974-04-05 | 1981-08-27 | South African Inventions Development Corp., Pretoria, Transvaal | Fahrgestell für ein Schienenfahrzeug |
SE393071B (sv) * | 1974-04-05 | 1977-05-02 | South African Inventions | Jernvegsvagn |
NL8401549A (nl) * | 1984-05-14 | 1985-12-02 | Rmo Werkspoor Services Bv | Loopwerksysteem voor een railvoertuig. |
DE59008340D1 (de) | 1989-07-27 | 1995-03-09 | Jenbacher Transportsysteme | Fahrwerksgruppe für ein Schienenfahrzeug oder für ein Drehgestell eines Schienenfahrzeuges. |
DE4309324C1 (de) * | 1993-03-18 | 1994-04-07 | Aeg Schienenfahrzeuge | Einachsfahrwerk für Schienenfahrzeuge |
DK0705192T3 (da) * | 1994-04-26 | 2000-06-13 | Sig Schweiz Industrieges | Affjedret enkelthjulsæt-hjulstel |
DE19507021C2 (de) * | 1995-03-01 | 1999-12-16 | Wax Ebeling Juergen | Fahrwerk für Eisenbahnfahrzeuge |
US20020017216A1 (en) * | 2000-08-14 | 2002-02-14 | Patentes Talgo, S.A. | Single-axle wheel set with outer suspension supports for railway vehicles with pendulum-type suspension |
CN108116441A (zh) * | 2017-11-27 | 2018-06-05 | 中车眉山车辆有限公司 | 一种具有刚度可调结构的转向架轮对径向机构 |
-
2018
- 2018-12-20 DE DE102018133153.3A patent/DE102018133153A1/de active Pending
-
2019
- 2019-11-28 CN CN201980091636.2A patent/CN113412214A/zh active Pending
- 2019-11-28 EP EP19813275.5A patent/EP3898378A1/de active Pending
- 2019-11-28 WO PCT/EP2019/082848 patent/WO2020126383A1/de unknown
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CN113412214A (zh) | 2021-09-17 |
DE102018133153A1 (de) | 2020-06-25 |
WO2020126383A1 (de) | 2020-06-25 |
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