FI108712B - Low-floor rail vehicle - Google Patents

Abstract

In a low floor railway vehicle with a stepless central passage in which adjacent coach bodies are connected to one another at one point so as to be spatially movable, a pair of wheels or wheel set being assigned to each end of a coach body and the pairs of wheels being connected to the pairs of wheels or to the wheel set of an adjacent coach body via a running gear frame or a bogey, and it being possible for the pairs of wheels or wheel sets to be driven or not driven, the pairs of wheels are guided by means of links between the running gear frames or bogey frames and coach body in such a way that the pairs of wheels assume an approximately or exactly radial position as a function of the position of the coach body in a bend in the track. <IMAGE>

Description

, 108712

Low-floor rail vehicle. - Laggolvsrälsford.

The present invention relates to a Mata-5 flat rail vehicle according to the preamble of claim 1.

The traction units and the traction units for short-haul local traffic shall have a floor height of 900 to 1200 mm. Clearly lowering the floor height to 550-750 mm has significant consequences for the structure of the wheel suspension. Particularly in traction units, the provision of electrical equipment, in particular the provision of propulsion equipment, is a boundary condition affecting the distribution of space and the Vau nucleus structure. The solutions or solutions presented so far always include the removal of the wheel suspension in the form of a swivel castor, provided that a low, uninterrupted 15 stairs or ramps are provided throughout the length of the train. Thus, for example, single-axle wheel suspensions provided on articulated portals or at the end of the wagon, or individual wheel suspensions communicating with portals, are used or proposed. Disadvantages of single-axle or single-wheel suspension such as inadequate radial adjustment of the front wheel set when driving in a curve, insufficient: 20 elasticity and noise insulation, high wheel load, transfer of traction torque * t I · to the car body can be avoided by

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j; ·; From the older application DE P 42 13 948 there is known an articulated train application 25 in which the bogie bodies are connected at one point by cardanically movable central: • * * thanks to an appropriate structure of the coupling point and capable of transmitting also large propulsion forces. The train bodies of at least two trains shall be combined. v. interlocked with a resilient coupling element having t *>, · in both car bodies. in terms of a common turning point. Each trolley has a »t · • at the articulated end. 30 pairs of wheels connected to an adjacent pair of wagon bodies with a frame.

... The wagon bodies are mounted on a wheel suspension by means of a common connecting element, a bogie (Wiege) and a secondary suspension. In order to provide a low passage floor, the wheel pairs are formed as a pair of wheels which are interconnected by means of a lower guide frame.

DE 38 08 593 A1 discloses an application of a swivel castor, in which the driving wheels 5 are mechanically coupled by means of a lower connecting shaft, and thus even larger wheel diameters make it possible to position the floor between the wheels. In an embodiment in the form of a drive bogie, the wheels of the steering frame are rigidly connected to one another via a gearbox and a lower shaft.

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It is an object of the invention to provide an articulated train as a low-floor rail vehicle with wheel suspension corresponding to a pivoting axle.

According to the invention, a low-floor rail vehicle is provided with a passageway 15 having a continuous and stepless central passageway, in which the adjacent wagon bodies are interconnected at one point in a three-dimensionally movable manner with a pair of wheels or wheel with the kit via wheel chassis or swivel castors, and wheelsets or:. The wheel sets 20 are driven or freely rotatable, arranged so that ·: \ Are controlled by a wheel steering frame combined with a primary suspension: * ·, i with a wheel suspension frame or swivel castor and obliquely by the longitudinal control lever • · ··· of the vehicle with that car body so that! * · · · When driving in a straight line, all the control levers are arranged at the same angle and, in each case of curve 25, the inner control lever is adjusted more strongly: · · ·: min than the external control lever.

. ·. ·. According to one embodiment of the invention, the wheelsets are arranged. · · *. is connected via a primary suspension to a suspension or swivel body • I f 30 go elongated and via a control lever to a rigid body ......

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According to another embodiment of the invention, the wheelsets are arranged by means of primary suspension longitudinally connected to the wheel suspension or swivel body and by means of the control levers longitudinally elastic, the control levers being radially resiliently mounted on the sleeves, with a Vau-5 nut.

In the solution of this second embodiment, the longitudinal properties of the primary suspension and the spring system formed by the sleeves are tuned such that the coupled wheelsets can radially adjust to the wheel-rail geometry. By arranging the control levers between the wheel suspension or swivel castor frame and the trolley body, even when the traction forces are superimposed, the wheelsets maintain their radial position. The radius-dependent radius-dependent over-adjustment of the hinged wheel pair can compensate for the counter-torque 15 caused by the outermost wheel travel.

The pair of sprockets is pivoted via two steering levers arranged between the steering frame and the trolley body so as to facilitate radial adjustment of the track curvature. To this end, the control levers are disposed obliquely with respect to the longitudinal axis of the vehicle, primary springs having a defined longitudinal and transverse elasticity are formed, for example, as flexcoil springs, and the control levers at each end are provided with elastic, cardanic sleeves.

γ: The elastic bearing of the control arms on the wagon body or on the bearing is implemented such that longitudinal movements of the order of magnitude at least, such as occur in wheel suspension with respect to the wheel suspension frame, are possible at a power level significantly lower than wheel rail geometry: Y: The next longitudinal force level at the wheel elevation. Thus, free radial adjustment of a pair of freely rotating wheels is not prevented. By adjusting the control levers to a quantity of Y: 30, it is obtained that the traction forces move in parallel. · ". radially adjusted wheelsets only with the traction direction • I · but not rotated.

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The invention will now be further described by way of example with reference to the drawings, in which:

Figure 1 is a side view of a low-floor rail vehicle.

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Figure 2 is a sectional view of a low-floor rail vehicle.

Figures 3 to 5 show the alignment of a pair of wheels in curved and straight driving.

Figures 6 and 7 show driving wheelsets with wheel suspension frames and control levers.

Figure 8 is a schematic representation of the flexible components.

The low floor rail vehicle shown in Figures 1 and 2 consists of a plurality of wagon bodies 1 interconnected by spacers 2. The wagon body 1 has a pair of wheels 3 disposed at its ends, the wheel pairs 3 of adjacent wagon bodies 1 being connected to each other by a wheel suspension frame.

:. ·. Figures 3-5 schematically show two wagon bodies 4, 4 ', 4 ", 5, 5', 5" curved; 'i': in a row with a radius of 120 m (Fig. 3), in a curve with a radius of 350 m (Fig. 4). and direct drive (Fig. 5). For direct driving, all control levers 10 "and •: · 11" are arranged at the same angle between the 4 "and 5" car bodies. When cornering,

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: T: Inner curve control lever 10,10 'pivots more strongly than outside curve control lever 11, 11' and provides the above described radially adjusted wheel pair alignment offset. Fig. 3 shows * ...: still drive motors 8, 9.

: '': Figures 6 and 7 are exploded views of pairs of wheels mounted on a wheel suspension frame, 12 *, 12 '. The wheels 18, 19, 18 ', 19' are steered as a wheel with a steering wheel frame. ···. 16, 16 ', wherein the gearbox 17, 17' is in one case arranged inside the wheel steering body 16 'between the wheels 18', 19 '(Fig. 7) and in the other case outside the wheel steering body 16 and wheels 18, 19. The wheel control frame 108712 5 16, 16 'is connected to the wheel suspension frame 12, 12' via primary suspension 161, 161 ', e.g. For example, a hinging element 15, 5 15 'is provided on the wheel suspension frame 12, 12' mounted on a beam (Wiege) 14, 14 'mounted on a secondary suspension 13, 13' formed by air beams, which provides a three With respect to this articulation element, both carriages are pivotally connected, with one car basket rotating about the vertical axis and the other car body relative to the transverse axis. Transmissions 17, 17 'are affected by shafts 21, 22, 21', 22 'driven by the drive motor 20, 20'. Combined with the wheel steering body 16,16,10, there are connected by means of elastic, cardanically movable sleeves, obliquely placed control levers 24, 25, 24 ', 25' which at one end are connected by respective sleeves to the car body.

Fig. 8 schematically shows the tuning of the flexible elements. In the center is shown a wheel suspension frame 26 with secondary suspension 34. Between the wheel suspension body 26 and the wheel steering body 27, 28 provided with detachable wheels 29, 30, the longitudinal flexibility of the primary suspension 31 is affected. In turn, the longitudinal flexibility of the steering linkage bearings (sleeves 32) is influenced between the wheel suspension frame 27, 28 and the carriage 33, whereby both resilient elements are arranged in the middle of the wheel guide frame 27, 28.

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Claims (4)

A mid-platform rail vehicle with a continuous step-free and ramp-free aisle, at which adjacent roof carriages (1,4, 5, 4 ', 5', 4 ", 5") are spatially connected to each other, each roof carriage end being assigned a pair of wheels ( 3, 18, 19, 18 ', 19', 29, 30) or wheel set, the helper pair (3, 18, 19, 18 ', 19) is connected to the helper pair or wheel set on an adjacent tow truck (1, 4, 5, 4) ', 5', 4 ", 5") via a drive mechanism frame (12, 12 ', 26) or bogie frame, and wherein the auxiliary pairs (3, 18, 19, 18', 19 ', 29, 30) or the wheel sets are driven or unpowered, characterized in that the auxiliary pairs (3, 18, 19, 18 ', 19', 29, 30) are always guided by a wheel guide frame (16, 16 ', 27, 28) as via a primary suspension (161, 161 ') is connected to the drive mechanism frame (12,11', 26) or tow bar and is adjusted via oblique in relation to the longitudinal axis of the vehicle connected to the j associated roof trolley (1, 4, 5, 4 ', 5', 4 ", 5 ") in such a manner that when driving 15 all joints (10, 10 ', 11, 11', 24, 25, 24 ', 25') are arranged at the same angle and, when cornering, the inner joints are more strongly directed outwardly than the outer joints. A center platform rail vehicle according to claim 1, characterized in that the auxiliary pairs (3, 18, 19, 18 ', 19', 29, 30) are elastically connected to the drive mechanism or bogie frame (12, 12 ', 26) via the primary spring (161, 161') and rigidly connected to: T: the roof carriages (1, 4, 5, 4 ', 5', 4 ", 5") via the hinges (10, 10 ', 11, 11 ', 24, 25, 24', 25 '). The middle platform rail vehicle according to claim 2, characterized in that the auxiliary pairs (3, 18, 19, 19, 18 ', 19') are elastically connected to the drive mechanism or the bogie frame! 25 (12, 12 ', 26) via the primary spring (161, 161') and longitudinally connected to the roof carriages (1, 4, 5, 4 ', 5', 4 ", 5") via in radially resilient bushings (32) -the stored joints (10, 10 ', 11, 11', 24, 25, 24 ', 25'). * * ^ Center platform rail vehicle according to claim 3, characterized in that the longitudinal characteristics of the spring system of primary suspension (161, 161 ') and bushings (32) are so tuned to the force level resulting from the wheel / rail geometry that the elastically coupled the auxiliary pair (3, 18, 19, 18 ', 19', 29, 30) is adjusted radially over the radius of the curve.