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EP1771326B1 - Articulated undercarriage coupling for improved traveling on route-related changes in curve - Google Patents

Articulated undercarriage coupling for improved traveling on route-related changes in curve Download PDF

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Publication number
EP1771326B1
EP1771326B1 EP05758889A EP05758889A EP1771326B1 EP 1771326 B1 EP1771326 B1 EP 1771326B1 EP 05758889 A EP05758889 A EP 05758889A EP 05758889 A EP05758889 A EP 05758889A EP 1771326 B1 EP1771326 B1 EP 1771326B1
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EP
European Patent Office
Prior art keywords
undercarriage
far
wka
rail vehicle
vehicle body
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.)
Active
Application number
EP05758889A
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German (de)
French (fr)
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EP1771326A1 (en
Inventor
Martin Mongold
Stefan Greiner
Gerhard Kaserer
Robert Braun
Martin Josef Lechner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG Oesterreich
Original Assignee
Siemens Transportation Systems GmbH and Co KG
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Publication date
Application filed by Siemens Transportation Systems GmbH and Co KG filed Critical Siemens Transportation Systems GmbH and Co KG
Priority to PL05758889T priority Critical patent/PL1771326T3/en
Publication of EP1771326A1 publication Critical patent/EP1771326A1/en
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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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles

Definitions

  • the invention relates to a rail vehicle in which a car body is coupled via at least one handlebar with a chassis in the vehicle longitudinal direction.
  • a rail vehicle of the type mentioned is for example from the DE 298 12 001 U1 known.
  • chassis Under a chassis are understood in the present context driven as well as non-powered trolleys with two or four wheels that can be connected in pairs by a wheelset or run as a loose wheels.
  • the head ends of the chassis frame are located in or against the direction of travel of the rail vehicle located end portions of the chassis frame.
  • An advantageous variant of the invention provides that at least one damping device is arranged on each axle of the chassis frame.
  • chassis frame at each of its head ends on a head carrier, each head carrier is connected via at least one damping device to the car body.
  • the car body can advantageously be connected via two with respect to the longitudinal center line of the chassis substantially symmetrically arranged handlebars with the chassis.
  • the damping device may be formed as a hydraulic, pneumatic or hydropneumatic damper.
  • a rail vehicle SCH has a landing gear FAR with a chassis frame and a car body WKA.
  • the chassis FAR or the chassis frame is coupled via at least one link - in the embodiment shown here via two links LE1, LE2 - with the car body WKA in the vehicle longitudinal direction L.
  • the projection of the longitudinal extent of the links LE1, LE2 in the rail plane is substantially parallel to the vehicle longitudinal direction L.
  • chassis FAR has a chassis frame with longitudinal or axle beams AT1, AT2, AT3, AT4 and arranged between them Traverse TRA.
  • the Traverse TRA can be designed for example as a frame and in the case of a driven chassis FAR carry a drive.
  • the links LE1, LE2 are connected at their chassis-side end to the traverse TRA, wherein the links LE1, LE2 are arranged with respect to the longitudinal center line ⁇ of the chassis FAR substantially symmetrical to each other.
  • the chassis FAR is located in areas of the head ends KO1, K02 of its chassis frame via damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 whose Stilwirkcardiskomponenten preferably lie in a plane parallel to the rail plane and transverse to the direction of travel F. run or arranged obliquely in space, directly connected to the car body WKA.
  • a damper here is the largest, from a vectorial decomposition of the effective direction of the built-in damper according to a laid down by the chassis FAR orthogonal coordinate system whose origin coincides with the center of the respective damper considered, understood component.
  • Each damping device DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 is thus arranged so that it acts primarily in a plane parallel to the rail plane transverse to the direction of travel F.
  • the Hauptwirk therapiesskomponenten all damping devices lie substantially in a common plane.
  • the main working directions of the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 can thus extend both in a plane parallel to the rail plane and obliquely in the space between the chassis frame and the car body WKA.
  • the main components of the direction of rotation of the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 run in a plane parallel to the rail plane substantially normal to the direction of travel F of the rail vehicle SCH.
  • the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 are preferably designed as hydraulic, pneumatic or hydropneumatic dampers known per se, the damping properties of the dampers DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 can be designed for the moments which are determined by the arrangement and design of the links LE1, LE2.
  • damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 are arranged symmetrically with respect to one another with respect to a plane E 'extending normal to the longitudinal center line ⁇ of the chassis FAR, in order to achieve the most uniform possible force reduction over the entire length Suspension FAR to ensure and minimize the load peaks occurring.
  • axle carrier AT1, AT2, AT3, AT4 are connected to each other via two hereinafter referred to as head cross member KT1, KT2 cross member.
  • the two head cross beams KT1, KT2 are in this case connected via a respective damping device DE1, DE2 directly to the car body WKA.
  • the two damping devices DE1, DE2 are arranged so that they act in the manner described above transversely to the direction of travel F.
  • the vehicle has a substantially H-shaped chassis frame, wherein the chassis frame is connected at each of its free ends via at least one damping device DE3, DE4, DE5, DE6 to the car body WKA.
  • each of the axle carrier AT1, AT2, AT3, AT4 is connected directly at its free ends to the car body WKA via a damping device DE3, DE4, DE5, DE6.
  • damping devices DE3, DE4, DE5, DE6 are fastened with their chassis-side ends to the outer sides of the axle carriers AT1, AT2, AT3, AT4 running parallel to the direction of travel F.
  • spring elements ZF1, ZF2, ZF3, ZF4 interacting with the traverse TRA of the chassis FAR may be provided on the vehicle body WKA in order to influence the unscrewing of the chassis FAR relative to the vehicle body WKA.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)

Description

Die Erfindung betrifft ein Schienenfahrzeug, bei welchem ein Wagenkasten über zumindest einen Lenker mit einem Fahrwerk in Fahrzeuglängsrichtung gekoppelt ist.The invention relates to a rail vehicle in which a car body is coupled via at least one handlebar with a chassis in the vehicle longitudinal direction.

Ein Schienenfahrzeug der eingangs genannten Art ist beispielsweise aus der DE 298 12 001 U1 bekannt geworden.A rail vehicle of the type mentioned is for example from the DE 298 12 001 U1 known.

Unter einem Fahrwerk werden in dem vorliegenden Zusammenhang angetriebene als auch nicht angetriebene Fahrwerke mit zwei oder vier Rädern verstanden, die paarweise durch eine Radsatzwelle verbunden oder auch als Losräder ausgeführt sein können.Under a chassis are understood in the present context driven as well as non-powered trolleys with two or four wheels that can be connected in pairs by a wheelset or run as a loose wheels.

Bei herkömmlichen Fahrwerken, wie sie unter anderem aus der oben zitierten Druckschrift bekannt geworden sind, können beim Befahren von trassierungsbedingten Krümmungsänderungen (Änderung der Krümmung der Trasse in der Schienenebene) hohe Kraftspitzen und Beschleunigungen im Fahrzeug auftreten, die sich negativ auf das Fahrzeug und das Gleis auswirken können.In conventional suspensions, as they have become known inter alia from the cited document, when driving by routing-related changes in curvature (change in the curvature of the route in the rail plane) high force peaks and accelerations in the vehicle can occur, which adversely affect the vehicle and the track can affect.

Aus der DE 43 07 267 C1 ist eine Anordnung von Dämpfungselementen bekannt geworden, welche eine Schlingerdämpfung auch bei dreiachsigen Lokomotivdrehgestellen mit einem unsymmetrisch zu den Endquerträgern angeordneten Drehzapfen ermöglichen und damit das Fahrverhalten zum Beispiel einer sechsachsigen elektrischen Lokomotive verbessern soll. Dies wird gemäß der bekannten Lösung dadurch erreicht, dass die Dämpfungseinrichtungen quer zur Fahrzeuglängsrichtung und von der Drehgestell-Mittellängsachse aus gesehen auf derselben Fahrzeugseite angeordnet und die Dämpfungselemente entsprechend ihres Abstandes und ihrer Lage zum Drehzapfen kräftemäßig angepasst sind. Nachteilig an dieser Lösung ist es jedoch, dass infolge der speziellen Anordnung der Dämpfungselemente durch abrupt auftretende Ausdreh- und Querbewegungen verursachte Kräfte nur ungleichmäßig abgebaut werden können, wodurch sich kein optimales Fahrverhalten ergibt.From the DE 43 07 267 C1 an arrangement of damping elements has become known, which allow a Schlingerdämpfung also in three-axle locomotive bogies with an asymmetrically arranged to the end crossmember pivot and thus improve the handling of, for example, a six-axis electric locomotive. This is achieved according to the known solution, characterized in that the damping devices are arranged transversely to the vehicle longitudinal direction and viewed from the bogie center longitudinal axis on the same side of the vehicle and the damping elements according to their distance and their position to the trunnions are adjusted in terms of power. A disadvantage of this solution, however, is that due to the special arrangement of the damping elements caused by abruptly occurring Ausdreh- and transverse movements forces can only be reduced unevenly, resulting in no optimal handling.

Es ist daher eine Aufgabe der Erfindung, die oben genannten Nachteile zu überwinden.It is therefore an object of the invention to overcome the above-mentioned disadvantages.

Diese Aufgabe wird mit einem Schienenfahrzeug der eingangs genannten Art erfindungsgemäß dadurch gelöst, dass das Fahrwerk in Bereichen der Kopfenden seines Fahrwerkrahmens je über Dämpfungseinrichtungen, deren Hauptwirkrichtungskomponenten je in einer zu der Schienenebene parallelen Ebene liegen und quer zur Fahrtrichtung oder schräg im Raum zwischen dem Fahrwerksrahmen und dem Wagenkasten verlaufen, mit dem Wagenkasten verbunden ist, wobei die Dämpfungseinrichtungen in Bezug auf eine normal zur Längsmittelgeraden des Fahrwerks verlaufende Ebene symmetrisch zueinander angeordnet sind.This object is achieved with a rail vehicle of the type mentioned in the present invention that the chassis in areas of the head ends of its chassis frame depending on damping devices whose Hauptwirkrichtungskomponenten each lie in a plane parallel to the rail plane and transverse to the direction or obliquely Space between the landing gear frame and the car body, is connected to the car body, wherein the damping means are arranged with respect to a normal to the longitudinal center line of the running gear plane symmetrical to each other.

Als Kopfenden des Fahrwerkrahmens werden hierbei die in bzw. entgegen der Fahrtrichtung des Schienenfahrzeuges gelegenen Endbereiche des Fahrwerkrahmens bezeichnet.The head ends of the chassis frame here are located in or against the direction of travel of the rail vehicle located end portions of the chassis frame.

Durch die erfindungsgemäße Anordnung der vorzugsweise quer zur Fahrtrichtung wirkenden Dämpfungseinrichtungen an den Kopfenden des Fahrwerks können aufgrund der wirksamen Hebelarme, durch trassierungsbedingte Krümmungsänderungen in der Schienenebene verursachte Kräfte bei abrupt auftretenden Ausdreh- und Querbewegungen abgebaut und vergleichmäßigt werden.Due to the inventive arrangement of acting preferably transversely to the direction of damping devices at the head of the landing gear forces due to the effective lever arms, caused by trassierungsbedingte changes in curvature in the rail plane forces are abruptly abrupt and transverse movements occurring and homogenized.

Eine vorteilhafte Variante der Erfindung sieht vor, dass an jedem Achsträger des Fahrwerkrahmens zumindest eine Dämpfungseinrichtung angeordnet ist.An advantageous variant of the invention provides that at least one damping device is arranged on each axle of the chassis frame.

Gemäß einer weiteren günstigen Ausführungsform der Erfindung weist der Fahrwerksrahmen an jedem seiner Kopfenden einen Kopfträger auf, wobei jeder Kopfträger über zumindest eine Dämpfungseinrichtung mit dem Wagenkasten verbunden ist.According to a further advantageous embodiment of the invention, the chassis frame at each of its head ends on a head carrier, each head carrier is connected via at least one damping device to the car body.

Um die Ausdrehsteifigkeit zwischen Wagenkasten und Fahrwerk/Drehgestell in geeigneter Form an die jeweiligen Anforderungen anzupassen, können zusätzlich in Längsrichtung wirkende Federelemente, welche einen definierten Spalt und vorzugsweise eine progressive Steifigkeits-Charakteristik aufweisen, angeordnet werden.In order to adapt the Ausdrehsteifigkeit between the vehicle body and chassis / bogie in a suitable form to the respective requirements, additionally acting in the longitudinal direction spring elements, which have a defined gap and preferably a progressive stiffness characteristic can be arranged.

Der Wagenkasten kann vorteilhafterweise über zwei bezüglich der Längsmittelgeraden des Fahrwerks im wesentlichen symmetrisch zueinander angeordnete Lenker mit dem Fahrwerk verbunden sein.The car body can advantageously be connected via two with respect to the longitudinal center line of the chassis substantially symmetrically arranged handlebars with the chassis.

Weiters kann die Dämpfungseinrichtung als hydraulischer, pneumatischer oder hydropneumatischer Dämpfer ausgebildet sein.Furthermore, the damping device may be formed as a hydraulic, pneumatic or hydropneumatic damper.

Die Erfindung samt weiterer Vorteile wird im Folgenden anhand einiger nicht einschränkender Ausführungsbeispiele näher erläutert, welche in der Zeichnung dargestellt sind. In dieser zeigen schematisch:

  • Fig. 1 eine Draufsicht auf eine erste Variante eines Fahrwerks eines erfindungsgemäßen Schienenfahrzeuges;
  • Fig. 2 eine Draufsicht auf eine zweite Variante eines Fahrwerks eines erfindungsgemäßen Schienenfahrzeuges und
  • Fig. 3 eine Draufsicht auf eine dritte Variante eines Fahrwerks eines erfindungsgemäßen Schienenfahrzeuges
The invention together with further advantages will be explained below with reference to some non-limiting embodiments, which are illustrated in the drawing. In this show schematically:
  • Fig. 1 a plan view of a first variant of a chassis of a rail vehicle according to the invention;
  • Fig. 2 a plan view of a second variant of a chassis of a rail vehicle according to the invention and
  • Fig. 3 a plan view of a third variant of a chassis of a rail vehicle according to the invention

Gemäß Fig. 1, 2 und 3 weist ein erfindungsgemäßes Schienenfahrzeug SCH ein Fahrwerk FAR mit einem Fahrwerksrahmen und einen Wagenkasten WKA auf. Das Fahrwerk FAR bzw. der Fahrwerksrahmen ist über mindestens einen Lenker - in der hier dargestellten Ausführungsform über zwei Lenker LE1, LE2 - mit dem Wagenkasten WKA in Fahrzeuglängsrichtung L gekoppelt. D. h. die Projektion der Längserstreckung der Lenker LE1, LE2 in die Schienenebene verläuft im wesentlichen parallel zur Fahrzeuglängsrichtung L. Somit werden die in bzw. gegen die Fahrtrichtung F auftretenden Antriebs- und Bremskräfte über die Lenker von dem Fahrwerk FAR auf den Wagenkasten WKA übertragen.According to Fig. 1 . 2 and 3 For example, a rail vehicle SCH according to the invention has a landing gear FAR with a chassis frame and a car body WKA. The chassis FAR or the chassis frame is coupled via at least one link - in the embodiment shown here via two links LE1, LE2 - with the car body WKA in the vehicle longitudinal direction L. Ie. the projection of the longitudinal extent of the links LE1, LE2 in the rail plane is substantially parallel to the vehicle longitudinal direction L. Thus, the driving and braking forces occurring in or against the direction F are transmitted via the handlebars of the chassis FAR to the car body WKA.

Das in Fig. 1, 2 und 3 dargestellte Fahrwerk FAR weist einen Fahrwerksrahmen mit Längs- bzw. Achsträgern AT1, AT2, AT3, AT4 und eine zwischen diesen angeordnete Traverse TRA auf. Die Traverse TRA kann beispielsweise als Rahmen ausgebildet sein und im Fall eines angetriebenen Fahrwerks FAR einen Antrieb tragen. In den dargestellten Ausführungsformen der Erfindung sind die Lenker LE1, LE2 an ihrem fahrwerkseitigen Ende mit der Traverse TRA verbunden, wobei die Lenker LE1, LE2 bezüglich der Längsmittelgeraden λ des Fahrwerks FAR im wesentlichen symmetrisch zueinander angeordnet sind.This in Fig. 1 . 2 and 3 shown chassis FAR has a chassis frame with longitudinal or axle beams AT1, AT2, AT3, AT4 and arranged between them Traverse TRA. The Traverse TRA can be designed for example as a frame and in the case of a driven chassis FAR carry a drive. In the illustrated embodiments of the invention, the links LE1, LE2 are connected at their chassis-side end to the traverse TRA, wherein the links LE1, LE2 are arranged with respect to the longitudinal center line λ of the chassis FAR substantially symmetrical to each other.

Das Fahrwerk FAR ist in Bereichen der Kopfenden KO1, K02 seines Fahrwerkrahmens je über Dämpfungseinrichtungen DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 deren Hauptwirkrichtungskomponenten vorzugsweise in einer zur Schienenebene parallelen Ebene liegen und quer zur Fahrtrichtung F verlaufen bzw. schräg im Raum angeordnet sind, direkt mit dem Wagenkasten WKA verbunden. Unter Hauptwirkrichtungskomponente eines Dämpfers wird hierbei die größte, aus einer vektoriellen Zerlegung der Wirkrichtung des eingebauten Dämpfers gemäß einem durch das Fahrwerk FAR gelegten orthogonalen Koordinatensystem, dessen Ursprung mit dem Mittelpunkt des jeweils betrachteten Dämpfers zusammenfällt, resultierende Komponente verstanden. Jede Dämpfungseinrichtung DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 ist somit so angeordnet, dass sie in erster Linie in einer parallel zur Schienenebene liegenden Ebene quer zur Fahrtrichtung F wirkt. Günstigerweise liegen die Hauptwirkrichtungskomponenten aller Dämpfungseinrichtungen im wesentlichen in einer gemeinsamen Ebene.The chassis FAR is located in areas of the head ends KO1, K02 of its chassis frame via damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 whose Hauptwirkrichtungskomponenten preferably lie in a plane parallel to the rail plane and transverse to the direction of travel F. run or arranged obliquely in space, directly connected to the car body WKA. Under Hauptwirkrichtungskomponente a damper here is the largest, from a vectorial decomposition of the effective direction of the built-in damper according to a laid down by the chassis FAR orthogonal coordinate system whose origin coincides with the center of the respective damper considered, understood component. Each damping device DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 is thus arranged so that it acts primarily in a plane parallel to the rail plane transverse to the direction of travel F. Conveniently, the Hauptwirkrichtungskomponenten all damping devices lie substantially in a common plane.

Die Hauptwirkrichtungen der Dämpfungseinrichtungen DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 können somit sowohl in einer zur Schienenebene parallelen Ebene als auch schräg im Raum zwischen dem Fahrwerksrahmen und dem Wagenkasten WKA verlaufen.The main working directions of the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 can thus extend both in a plane parallel to the rail plane and obliquely in the space between the chassis frame and the car body WKA.

In einer bevorzugten Ausführungsform der Erfindung verlaufen die Hauptwirkrichtungskomponenten der Dämpfungseinrichtungen DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 in einer zur Schienenebene parallelen Ebene im wesentlichen normal zu der Fahrtrichtung F des Schienenfahrzeuges SCH.In a preferred embodiment of the invention, the main components of the direction of rotation of the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 run in a plane parallel to the rail plane substantially normal to the direction of travel F of the rail vehicle SCH.

Bevorzugterweise sind die Dämpfungseinrichtungen DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 als an sich bekannte hydraulische, pneumatische oder hydropneumatische Dämpfer ausgebildet, wobei die Dämpfungseigenschaften der Dämpfer DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 auf die durch die Anordnung und Bauart der Lenker LE1, LE2 bestimmten, auftretenden Momente ausgelegt werden können.The damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 are preferably designed as hydraulic, pneumatic or hydropneumatic dampers known per se, the damping properties of the dampers DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 can be designed for the moments which are determined by the arrangement and design of the links LE1, LE2.

Weiters sind die Dämpfungseinrichtungen DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 in Bezug auf eine normal zur Längsmittelgeraden λ des Fahrwerks FAR verlaufende Ebene E' symmetrisch zueinander angeordnet, um einen möglichst gleichmäßigen Kraftabbau über das gesamte Fahrwerk FAR zu gewährleisten und so die auftretenden Belastungsspitzen zu minimieren.Furthermore, the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 are arranged symmetrically with respect to one another with respect to a plane E 'extending normal to the longitudinal center line λ of the chassis FAR, in order to achieve the most uniform possible force reduction over the entire length Suspension FAR to ensure and minimize the load peaks occurring.

In der in Fig. 1 dargestellten Variante der Erfindung sind die Achsträger AT1, AT2, AT3, AT4 über zwei im Folgenden als Kopfquerträger KT1, KT2 bezeichnete Querträger miteinander verbunden.In the in Fig. 1 illustrated variant of the invention, the axle carrier AT1, AT2, AT3, AT4 are connected to each other via two hereinafter referred to as head cross member KT1, KT2 cross member.

Die beiden Kopfquerträger KT1, KT2 sind hierbei über je eine Dämpfungseinrichtung DE1, DE2 direkt mit dem Wagenkasten WKA verbunden. Die beiden Dämpfungseinrichtungen DE1, DE2 sind so angeordnet, dass sie auf die oben beschriebene Art quer zur Fahrtrichtung F wirken.The two head cross beams KT1, KT2 are in this case connected via a respective damping device DE1, DE2 directly to the car body WKA. The two damping devices DE1, DE2 are arranged so that they act in the manner described above transversely to the direction of travel F.

Nach der Ausführungsform nach Fig. 2 weist das Fahrzeug einen im wesentlichen H-förmigen Fahrwerksrahmen auf, wobei der Fahrwerksrahmen an jedem seiner freien Enden über je zumindest eine Dämpfungseinrichtung DE3, DE4, DE5, DE6 mit dem Wagenkasten WKA verbunden ist. Somit ist jeder der Achsträger AT1, AT2, AT3, AT4 an seinen freien Enden mit dem Wagenkasten WKA über eine Dämpfungseinrichtung DE3, DE4, DE5, DE6 direkt verbunden.According to the embodiment according to Fig. 2 the vehicle has a substantially H-shaped chassis frame, wherein the chassis frame is connected at each of its free ends via at least one damping device DE3, DE4, DE5, DE6 to the car body WKA. Thus, each of the axle carrier AT1, AT2, AT3, AT4 is connected directly at its free ends to the car body WKA via a damping device DE3, DE4, DE5, DE6.

In der hier dargestellten Ausführungsform der Erfindung sind die Dämpfungseinrichtungen DE3, DE4, DE5, DE6 mit ihren fahrwerkseitigen Enden an den parallel zur Fahrtrichtung F verlaufenden Außenseiten der Achsträger AT1, AT2, AT3, AT4 befestigt.In the embodiment of the invention illustrated here, the damping devices DE3, DE4, DE5, DE6 are fastened with their chassis-side ends to the outer sides of the axle carriers AT1, AT2, AT3, AT4 running parallel to the direction of travel F.

Im Unterschied zu der in Fig. 2 dargestellten Ausführungsform der Erfindung verlaufen bei der in Fig. 3 dargestellten Variante die Hauptwirkrichtungen der Dämpfungseinrichtungen DE7, DE8, DE9, DE10 schräg im Raum zwischen dem Fahrwerk FAR und dem Wagenkasten WKA.Unlike the in Fig. 2 illustrated embodiment of the invention are in the in Fig. 3 illustrated variant, the main working directions of the damping DE7, DE8, DE9, DE10 obliquely in the space between the chassis FAR and the car body WKA.

Auch hier kann durch die zueinander symmetrische Anordnung der Dämpfungseinrichtungen DE7, DE8, DE9, DE10 wie bei Fig. 2 mit DE3, DE4, DE5, DE6 ein besonders günstiger Kraftabbau erzielt werden.Again, by the mutually symmetrical arrangement of the damping devices DE7, DE8, DE9, DE10 as in Fig. 2 With DE3, DE4, DE5, DE6 a particularly favorable force reduction can be achieved.

Natürlich ist auch eine Kombination der beiden in Fig.1, 2 und 3 dargestellten Ausführungsformen prinzipiell möglich.Of course, a combination of the two in Fig.1 . 2 and 3 illustrated embodiments in principle possible.

Weiters können in den oben beschriebenen Ausführungsformen an dem Wagenkasten WKA mit der Traverse TRA des Fahrwerks FAR zusammenwirkende Federelemente ZF1, ZF2, ZF3, ZF4 vorgesehen sein, um das Ausdrehen des Fahrwerks FAR gegenüber dem Wagenkasten WKA zu beeinflussen.Furthermore, in the embodiments described above, spring elements ZF1, ZF2, ZF3, ZF4 interacting with the traverse TRA of the chassis FAR may be provided on the vehicle body WKA in order to influence the unscrewing of the chassis FAR relative to the vehicle body WKA.

Claims (8)

  1. Rail vehicle (SCH) in which a vehicle body (WKA) is coupled via at least one steering rod (LE1, LE2) to an undercarriage (FAR) in the vehicle's longitudinal direction (L), characterised in that the undercarriage (FAR) is connected to the vehicle body (WKA) in regions of the head ends (KO1, KO2) of its undercarriage frame in each case via damping devices (DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, DE10) whose principal effective direction components each lie in a plane that is parallel to the rail plane and run transversely with respect to the direction of travel (F) or diagonally in the space between the undercarriage frame and the vehicle body (WKA), with the damping devices (DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, DE10) being arranged symmetrically to one another in relation to a plane (E') running normal to the longitudinal central axis (λ) of the undercarriage (FAR).
  2. Rail vehicle according to claim 1, characterised in that at least one damping device (DE3, DE4, DE5, DE6, DE7, DE8, DE9, DE10) is arranged on each axle carrier (AT1, AT2, AT3, AT4) of the undercarriage frame.
  3. Rail vehicle according to claim 1 or 2, characterised in that the undercarriage frame has a head carrier (KT1, KT2) at each of its head ends (KO1, KO2), with each head carrier (KT1, KT2) being connected to the vehicle body (WKA) via at least one damping device (DE1, DE2).
  4. Rail vehicle according to one of claims 1 to 3, characterised in that additional spring elements (ZF1, ZF2, ZF3, ZF4) interacting with a cross member (TRA) of the undercarriage (FAR) are provided on the vehicle body (WKA).
  5. Rail vehicle according to one of claims 1 to 4, characterised in that the vehicle body (WKA) is connected to the undercarriage (FAR) via at least two steering rods (LE1, LE2) arranged essentially symmetrically to each other in relation to the longitudinal central axis (λ) of the undercarriage (FAR).
  6. Rail vehicle according to one of claims 1 to 5, characterised in that the damping devices (DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, DE10) are embodied as hydraulic, pneumatic or hydropneumatic dampers.
  7. Rail vehicle according to claim 1, characterised in that at least one damping device (DE3, DE4, DE5, DE6, DE7, DE8, DE9, DE10) is arranged on at least two axle carriers (AT1, AT2, AT3, AT4) of the undercarriage frame.
  8. Rail vehicle according to one of claims 1 to 4, characterised in that the vehicle body (WKA) is connected to the undercarriage (FAR) via at least one steering rod arranged in the plane lying in the longitudinal central axis (λ) of the undercarriage (FAR).
EP05758889A 2004-07-16 2005-07-07 Articulated undercarriage coupling for improved traveling on route-related changes in curve Active EP1771326B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL05758889T PL1771326T3 (en) 2004-07-16 2005-07-07 Articulated undercarriage coupling for improved traveling on route-related changes in curve

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0121604A AT504310B1 (en) 2004-07-16 2004-07-16 RAIL VEHICLE WITH A TURNOVER-FREE MOVEMENT
PCT/AT2005/000254 WO2006007613A1 (en) 2004-07-16 2005-07-07 Articulated undercarriage coupling for improved traveling on route-related changes in curve

Publications (2)

Publication Number Publication Date
EP1771326A1 EP1771326A1 (en) 2007-04-11
EP1771326B1 true EP1771326B1 (en) 2008-12-24

Family

ID=35033303

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05758889A Active EP1771326B1 (en) 2004-07-16 2005-07-07 Articulated undercarriage coupling for improved traveling on route-related changes in curve

Country Status (7)

Country Link
EP (1) EP1771326B1 (en)
JP (1) JP2008506567A (en)
AT (1) AT504310B1 (en)
AU (1) AU2005263215B2 (en)
DE (1) DE502005006338D1 (en)
PL (1) PL1771326T3 (en)
WO (1) WO2006007613A1 (en)

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61211159A (en) * 1985-03-15 1986-09-19 三菱電機株式会社 Meandering preventive device for railway rolling stock
DE4136926A1 (en) * 1991-11-11 1993-05-13 Abb Henschel Waggon Union CHASSIS FOR LOW-FLOOR RAILWAYS
DE4307267C1 (en) * 1993-03-02 1994-04-07 Aeg Schienenfahrzeuge Stabilisation system for bogies of rail vehicles - has damper units on one vehicle side, each with connected catch unit
DE4309324C1 (en) * 1993-03-18 1994-04-07 Aeg Schienenfahrzeuge Single-axle bogie for rail vehicle - has parallel guide bars in longitudinal bogie direction, elastically fastened to beam, to pivot it about bogie pin
JP2715968B2 (en) * 1995-03-20 1998-02-18 株式会社日立製作所 Railcar bogie
JP4142760B2 (en) * 1998-01-29 2008-09-03 日本車輌製造株式会社 Railcar bogie
DE19819412C1 (en) * 1998-04-30 1999-10-07 Talbot Gmbh & Co Kg Stabilizing frame for railway vehicle bogie
DE29812001U1 (en) 1998-05-22 1999-11-25 Siemens Duewag Schienenfahrzeuge GmbH, 47829 Krefeld Rail vehicle, especially for local traffic
DE19823010A1 (en) * 1998-05-22 1999-11-25 Siemens Duewag Gmbh Rail vehicle, especially for local traffic
JP3951635B2 (en) * 2001-05-25 2007-08-01 住友金属工業株式会社 Railway vehicle air spring device, air spring height adjusting method, and railway vehicle carriage
FR2826328B1 (en) * 2001-06-26 2003-08-29 Alstom MOTOR BOGIE FOR RAILWAY VEHICLE WITH INTEGRAL LOW FLOOR

Also Published As

Publication number Publication date
JP2008506567A (en) 2008-03-06
EP1771326A1 (en) 2007-04-11
DE502005006338D1 (en) 2009-02-05
AT504310A1 (en) 2008-04-15
AT504310B1 (en) 2011-04-15
AU2005263215B2 (en) 2008-12-18
WO2006007613A1 (en) 2006-01-26
PL1771326T3 (en) 2009-07-31
AU2005263215A1 (en) 2006-01-26

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