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
  • B61F5/02—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.
• 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.
• such solutions require additional components and further building space, which is typically strongly limited in modern rail vehicle running gears.
• this approach with the bolster sitting on top of the running gear frame has its disadvantages in vehicles where a low floor wagon body is required.
• the bolster has to have a generally U- shaped design, where the shanks of the bolster have to pass the longitudinal beams of the running gear frame (in the height direction) in order to have the (transversely centrally located) base of the bolster at a sufficiently low height level for such a low floor wagon body.
• such a design strongly limits the transverse dimension of the wagon body available between the shanks of the bolster.
• 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.
• 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 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.
• 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
• 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.
• 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. Furthermore, 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 suspension concept is used on both lateral sides of the running gear unit.
• 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.
• Figure 1 is a schematic side view of a part of a preferred embodiment of a rail vehicle according to the present invention with a preferred embodiment of a running gear unit according to the present invention
• Figure 2 is a schematic sectional view of the running gear unit of Figure 1 along line ll-ll of Figure 1 ;
• Figure 3 is a schematic sectional view of the running gear unit of Figure 2 along line Ill-Ill of Figure 2 in a rest state.
• Figure 4 is a schematic sectional view of the running gear unit of Figure 2 along line Ill-Ill of Figure 2 in a deflected state.
• Figure 5 is a schematic sectional view of a part of a further preferred embodiment of the running gear according to the invention.
• Figure 6 is a schematic sectional view of a part of a further preferred embodiment of the running gear according to the invention.
• Figure 7 is a schematic sectional view of a part of a further preferred embodiment of the running gear according to the invention.
• Figure 8 is a schematic sectional view of a part of a further preferred embodiment of the running gear 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 wheei 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
• 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
• each pendulum unit 111 has a first end section 1 11.1 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 1 1.1
• a second articulation 111.4 associated to the traverse 109 is located at the second end section 111.2.
• the first articulation .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.
• the relative motion in the transverse direction is important for ensuring riding comfort for the passengers in the wagon body 101.1.
• the respective pendulum unit is formed by a generally plate shaped first contact element 111.5, a generally plate shaped second contact element 1 1.6 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 1 1.7 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 1 11.5 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 11 .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 1 11.7 further extends downwards through an aperture 109.1 in the traverse 109. Before reaching the second contact element 111.6, the pendulum element 1 1.7 extends downwards through a central aperture 110.4 of a resilient element 1 10.3.
• the resilient element 110.3 on its lower side, sits on the second contact element 11 .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 1 11.6 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 11 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 04 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 1 11.7, the (lower) contact element 111.6, the resilient element 10.3 and the traverse 109 into the wagon body 101.1.
• the spring element 1 10.1 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 11 1 via the traverse 109 results in a pendulum moment PM acting on the pendulum unit 1 11 at the level of the (upper) first articulation 11.3.
• 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 11 is tilted about an (upper) first center of rotation or first tilt axis 1 11.9.
• a conventional rotational link such as a simple hinge element or a ball link element, may be used for the articulation 11.4 at the lower end of the pendulum unit 1 11.
• the spring element 110.1 is substantially fully received within a receptacle 108.4 of the running gear frame 104, while the resilient element 10.3 is substantially fully received within a receptacle 109.2 of the traverse 09.
• 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 1 11 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 11.10.
• the pendulum unit 111 comprises a length adjustment device as indicated by the dashed contour 1 11.11 in Figure 3.
• the length adjustment device 1 11.11 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-ax ' is) 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 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
• 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 1 12.2 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, while the second height level H2 Is defined by a support interface 109.3 of the traverse 109.
• the only limitation to the second height level H2 is the height dimension of the traverse 09 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 10 .1 with respect to the running gear frame 104 (corresponding to twice the distance between the hard stop elements 1 12.1 , 1 12.2), 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 13 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 2 1.5.
• the first contact element 2 1.5 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 21 1.6 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 2 1.9 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. Hence, insofar, reference is made to these explanations as given above.
• 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). Hence, here, 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.
• a force acting exclusively in the longitudinal direction e.g. a traction or braking force
• 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.
• explicit reference is made to be explanations given above in the context of the first embodiment with respect to these components.
• 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 41 1 now contacts the resilient element 1 10.3, 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 1 0.3 to the (upper) first contact element 411.5, the pendulum element 41 .7, the (lower) contact element 411.6, the spring element 1 10.1 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 02 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).
• 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 5 1.7, the (lower) contact element 511.6, the (lower) second spring element 5 0.3 and the traverse 509 into the wagon body 101.1.
• the first spring element 5 0.1 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)
• Closing And Opening Devices For Wings, And Checks For Wings (AREA)
• Motorcycle And Bicycle Frame (AREA)

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• 2015
  • 2015-10-20 EP EP15190635.1A patent/EP3159238B1/en active Active
• 2016
  • 2016-10-19 RU RU2018118139A patent/RU2726675C2/ru active
  • 2016-10-19 BR BR112018007291A patent/BR112018007291A2/pt not_active Application Discontinuation
  • 2016-10-19 CN CN201680061485.2A patent/CN108349510B/zh active Active
  • 2016-10-19 WO PCT/EP2016/075075 patent/WO2017067974A1/en active Application Filing
  • 2016-10-19 AU AU2016342225A patent/AU2016342225B2/en active Active
  • 2016-10-19 EP EP16782280.8A patent/EP3365217B1/en active Active

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