EP0371435B1 - Running gear for railway vehicles - Google Patents

Running gear for railway vehicles Download PDF

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Publication number
EP0371435B1
EP0371435B1 EP89121888A EP89121888A EP0371435B1 EP 0371435 B1 EP0371435 B1 EP 0371435B1 EP 89121888 A EP89121888 A EP 89121888A EP 89121888 A EP89121888 A EP 89121888A EP 0371435 B1 EP0371435 B1 EP 0371435B1
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EP
European Patent Office
Prior art keywords
spring
running
running gear
vehicle
frame
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.)
Expired - Lifetime
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EP89121888A
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German (de)
French (fr)
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EP0371435A1 (en
Inventor
Günter Ahlborn
Herbert Büdenbender
Alfred Dipl.-Ing. Lohmann
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ABB Henschel Waggon Union GmbH
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Waggon Union GmbH
ABB Henschel Waggon Union GmbH
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Priority to AT89121888T priority Critical patent/ATE82190T1/en
Publication of EP0371435A1 publication Critical patent/EP0371435A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs
    • B61F5/302—Leaf springs
    • 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 drive for rail vehicles with a low loading bridge, consisting of at least two wheel sets with a small wheelbase and a drive frame consisting of side bolsters and cross members between two axles, the wheel sets being clamped in the drive frame via the axle bearings and the drive with the vehicle frame only is connected without a trunnion via a laterally longitudinal leaf support spring and a shackle suspension and stops limit the movement of the drive relative to the rail vehicle.
  • a disadvantage of this aforementioned embodiment is the arrangement of the leaf support spring arranged directly on the side cheeks, which in the vertical plane is limited at the top by the loading space of the vehicle and at the bottom by the clearance profile, only the use of very short hooks for hanging the leaf support spring is possible. These short shackles, which are the only direct connection between the drive and the body, result in very high restoring moments when turning the drive when cornering, and therefore higher managers.
  • Another disadvantage of this drive is that, given the small spring base, taking into account the kinematic boundary profile, no transverse play corresponding to the driving dynamics can be given.
  • the object of the present invention was to improve the rolling properties in a drive of the type mentioned at the outset, to optimize the running behavior in the straight line and in the curve with the arrangement of the required transverse play of the drive and to make it more economical by using long legs.
  • the power transmission from the loading bridge via the leaf support spring to the drive should be improved.
  • each leaf support spring is arranged on the outside on the side cheeks of the drive frame spring brackets laterally between the clearance profile and the cargo area of the vehicle and above the wheels.
  • each leaf support spring is mounted directly on the spring bracket for a two-axis running gear and on the spring bracket for a three-axis bogie with the interposition of a traverse.
  • Each spring bracket is designed on its outside, adapted to the clearance profile from the side cheek first horizontally outwards, then diagonally upwards and vertically upwards in the area of the spring support.
  • Each leaf support spring can also be arranged laterally between the clearance profile and the loading space of the vehicle and above the loading level.
  • the leg length can be optimally designed.
  • the restoring effect occurring when cornering must be defined in a defined manner.
  • the drive can be further improved to improve the running behavior in the straight line and in the curve with the correspondingly large lateral play, since this is now due to the arrangement of the spring bracket between the clearance profile and the loading space of the vehicle due to the extremely wide spring base with the increased stiffness of the vehicle in the upper vehicle area can be compensated.
  • each spring bracket between the spring support and the side cheek of the drive frame carries on its upper side an anti-rotation device which interacts with the vehicle. Due to the far-reaching spring brackets, this rotation inhibition can be arranged in a structurally favorable manner and improves the running stability of the vehicle.
  • the frame of a biaxial drive according to the invention is approximately double T-shaped in plan.
  • the side walls 1 and the cross member 2 form the drive frame.
  • the wheel sets 4 are clamped in the side cheeks 1 via axle bearings 3.
  • the wheelbase of the wheel sets 4 was chosen to be as small as possible.
  • Spring brackets 5 are arranged centrally on the outside of the side walls 1. These spring brackets 5 extend on their outside to match the clearance profile 6 from the side cheek 1 first horizontally outwards, then diagonally upwards and in the area of the spring support 7 vertically upwards.
  • the spring support 7 is located laterally between the cargo space 8 and the clearance profile 6 and in the exemplary embodiment above the wheels of the wheel sets 4.
  • a leaf support spring 10 is mounted in the longitudinal direction of the drive, which is connected to the vehicle via long legs 11 is.
  • a rotation inhibitor 12 is arranged, which interacts with the body of the vehicle.
  • the invention is explained on a three-axis drive.
  • the running gear frame again consists of the side cheeks 1, which, however, are divided here in the area of the middle wheel set 4 and are vertically articulatedly connected to one another and a cross member 2 arranged between two wheel sets 4 and connecting the side cheeks 1.
  • the wheel sets 4 are also clamped here in the side cheeks 1 via the axle bearings 3.
  • a spring bracket 5 is arranged on the outside of the side cheek 1 between the middle wheel set 4 and each outer wheel set 4. The arrangement of this spring bracket 5 takes place at a distance of 1/3 to 2/3 from the outer wheel set 4.
  • the spring bracket 5 is adapted on its outside to the clearance profile 6 first horizontally outwards, then obliquely upwards and in the region of the spring support 7 running vertically upwards.
  • a truss 13 which connects both spring brackets 5 is arranged in an articulated manner in the three-axis running gear, and carries the spring collar 9 of the leaf support spring 10 in the center.
  • the leaf support spring 10 is mounted on the long body 11 on the car body 12. In this three-axis running gear, the leaf support spring 10 is again arranged between the loading space 8 of the vehicle and the lateral boundary line of the clearance profile 6, in the exemplary embodiment shown also above the wheels of the wheel sets 4.

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  • Mechanical Engineering (AREA)
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Abstract

The invention relates to running gear for railway vehicles having a low-lying loading bridge, consisting of at least two sets (4) of wheels with a small axle base and a running gear frame consisting of lateral faces (1) and crossmembers (2) between two axles in each case, the sets (4) of wheels being braced in the running gear frame via the axle bearings (3), and the running gear being connected with false pivot to the vehicle frame solely via a bearing leaf spring (10) and a shackle suspension (11), each lying laterally lengthwise. <??>The object of the invention was to improve the rolling characteristics in this running gear, to optimise the running behaviour on straight track and in bends with the arrangement of the required transverse clearance of the running gear and to make it more favourable by the use of long shackles. The power transmission from the loading bridge via the bearing leaf spring (10) into the running gear was to be improved. <??>This object is achieved by the fact that the bearing leaf springs (10) are arranged on spring brackets (5) arranged on the outside on the lateral faces (1) of the running gear frame laterally between the clearance gauge (6) and the loading space (8) of the vehicle and above the wheels. <IMAGE>

Description

Die Erfindung betrifft ein Laufwerk für Schienenfahrzeuge mit tiefliegender Ladebrücke, bestehend aus mindestens zwei Radsätzen mit kleinem Achsstand und einem aus Seitenwangen und Querträger zwischen jeweils zwei Achsen bestehenden Laufwerkrahmen, wobei die Radsätze über die Achslager in dem Laufwerkrahmen eingespannt sind und das Laufwerk mit dem Fahrzeugrahmen lediglich über je eine seitlich längsliegende Blatttragfeder und Schakengehänge drehzapfenlos verbunden ist und Anschläge die Bewegung des Laufwerks relativ zum Schienenfahrzeug begrenzen.The invention relates to a drive for rail vehicles with a low loading bridge, consisting of at least two wheel sets with a small wheelbase and a drive frame consisting of side bolsters and cross members between two axles, the wheel sets being clamped in the drive frame via the axle bearings and the drive with the vehicle frame only is connected without a trunnion via a laterally longitudinal leaf support spring and a shackle suspension and stops limit the movement of the drive relative to the rail vehicle.

Es sind Laufwerke für Schienenfahrzeuge mit einer Ladebrücke bekannt, die unterhalb der Pufferebene liegt. Hierbei werden zumeist Radsätze mit einem kleinen Durchmesser verwendet, wobei die Wiege oder die Verbindung der Seitenwangen der Laufwerke in der Quermitte des Laufwerks nach unten durchgekröpft ist, um eine Drehpfanne aufnehmen zu können. Nachteilig bei dieser Anordnung ist der durch die Durchkröpfung der Wiege oder der Querverbindung der Seitenwangen erforderliche große Achsstand des Laufwerks.There are drives for rail vehicles with a loading bridge, which is below the buffer level. In this case, wheel sets with a small diameter are mostly used, the cradle or the connection of the side cheeks of the drives being cranked downwards in the transverse center of the drive in order to be able to accommodate a rotary pan. A disadvantage of this arrangement is the large wheelbase of the running gear, which is required due to the cranking of the cradle or the transverse connection of the side cheeks.

Durch die DE-PS 23 02 550 sind nun Zweiachs-Laufwerke der eingangs genannten Klassifizierung bekannt, bei denen der Laufwerkrahmen an beiden Querenden in seiner Längsmitte je eine vertikal offene und innen als Rechteck ausgebildete Achshalterführung trägt und wobei in diese Achshalterführung von oben ein am Fahrzeugrahmen befestigter gerader und ebener Achshalter ragt. Bei dieser vorbekannten Ausführung eines Zweiachs-Laufwerks erfolgt die Führung dieses Laufwerks am Fahrzeug gleich der Führung einer Einzelachse. Längs- und Querspiel sowie der horizontale Ausschlag des Laufwerks werden durch das Spiel in der Achshalterführung begrenzt. Durch den so ermöglichten kleinen Achsstand wird eine möglichst große Annäherung an das Laufbild einer Einzelachse erzielt. Das Fehlen einer Drehpfanne oder eines Drehkranzes ermöglicht eine sehr niedrige Bauhöhe. Zur Erzielung dieser niedrigen Bauhöhe ist weiter die Auflage der Blatttragfeder in Querrichtung des Laufwerks vor die Achslager gelegt.From DE-PS 23 02 550 two-axle drives of the above-mentioned classification are now known, in which the drive frame carries a vertically open axle holder guide, which is designed as a rectangle on the inside, at both transverse ends in its longitudinal center, and in this axle holder guide from above on the vehicle frame fixed straight and level axle bracket protrudes. In this known version of a two-axis drive, this drive is guided on the vehicle in the same way as a single axis. Longitudinal and transverse play as well as the horizontal deflection of the drive are limited by the play in the axle holder guide. The small wheelbase made possible in this way approximates the running pattern of a single axle as closely as possible. The lack of a rotating pan or a slewing ring enables a very low overall height. To achieve this low overall height, the support of the leaf support spring is further in the transverse direction of the drive in front of the axle bearings placed.

Nachteilig bei dieser vorgenannten Ausführung ist die Anordnung der direkt an den Seitenwangen angeordneten Blatttragfeder, die in vertikaler Ebene nach oben begrenzt durch den Laderaum des Fahrzeugs und nach unten begrenzt durch das Lichtraumprofil lediglich die Verwendung von sehr kurzen Schaken zur Aufhängung der Blatttragfeder ermöglicht. Diese kurzen Schaken, die die einzige direkte Verbindung zwischen Laufwerk und Wagenkasten darstellen, bewirken beim Ausdrehen des Laufwerks bei Kurvenfahrt sehr hohe Rückstellmomente und damit höhere Führungskräfte. Ein weiterer Nachteil dieses Laufwerks besteht darin, daß bei der vorhandenen kleinen Federbasis unter Berücksichtigung des kinematischen Umgrenzungsprofils kein der Fahrdynamik entsprechendes Querspiel gegeben werden kann.A disadvantage of this aforementioned embodiment is the arrangement of the leaf support spring arranged directly on the side cheeks, which in the vertical plane is limited at the top by the loading space of the vehicle and at the bottom by the clearance profile, only the use of very short hooks for hanging the leaf support spring is possible. These short shackles, which are the only direct connection between the drive and the body, result in very high restoring moments when turning the drive when cornering, and therefore higher managers. Another disadvantage of this drive is that, given the small spring base, taking into account the kinematic boundary profile, no transverse play corresponding to the driving dynamics can be given.

Die Aufgabe vorliegender Erfindung bestand darin, bei einem Laufwerk der eingangs genannten Art die Wankeigenschaften zu verbessern, das Laufverhalten in der Geraden und im Bogen bei Anordnung von erforderlichem Querspiel des Laufwerks zu optimieren und durch Verwendung von Langschaken günstiger zu gestalten. Die Kraftüberleitung von der Ladebrücke über die Blatttragfeder in das Laufwerk sollte verbessert werden.The object of the present invention was to improve the rolling properties in a drive of the type mentioned at the outset, to optimize the running behavior in the straight line and in the curve with the arrangement of the required transverse play of the drive and to make it more economical by using long legs. The power transmission from the loading bridge via the leaf support spring to the drive should be improved.

Diese Aufgabe wird gemäß der Erfindung dadurch gelöst, daß die Blatttragfedern auf außen an den Seitenwangen des Laufwerkrahmens angeordneten Federkonsolen seitlich zwischen dem Lichtraumprofil und dem Laderaum des Fahrzeug und oberhalb der Räder angeordnet sind. Hierbei ist jede Blatttragfeder bei einem zweiachsigen Laufwerk direkt auf der Federkonsole und bei einem dreiachsigen Drehgestell unter Zwischenschaltung einer Traverse auf den Federkonsolen gelagert. Jede Federkonsole ist dabei auf ihrer Außenseite, dem Lichtraumprofil angepaßt von der Seitenwange erst horizontal nach außen, dann schräg nach oben und im Bereich der Federauflage vertikal nach oben weisend ausgebildet. Jede Blatttragfeder kann weiter seitlich zwischen dem Lichtraumprofil und dem Laderaum des Fahrzeugs und oberhalb der Ladeebene angeordnet sein.This object is achieved according to the invention in that the leaf support springs are arranged on the outside on the side cheeks of the drive frame spring brackets laterally between the clearance profile and the cargo area of the vehicle and above the wheels. In this case, each leaf support spring is mounted directly on the spring bracket for a two-axis running gear and on the spring bracket for a three-axis bogie with the interposition of a traverse. Each spring bracket is designed on its outside, adapted to the clearance profile from the side cheek first horizontally outwards, then diagonally upwards and vertically upwards in the area of the spring support. Each leaf support spring can also be arranged laterally between the clearance profile and the loading space of the vehicle and above the loading level.

Durch diese Anordnung der Blatttragfedern des Laufwerks kann die Schakenlänge optimal gestaltet werden. Die bei Kurvenfahrt auftretende Rückstellwirkung ist definiert zu bemessen. Das Laufwerk kann weiter zur Verbesserung des Laufverhaltes in der Geraden und im Bogen mit dem entsprechend großen Querspiel versehen werden, da dieses jetzt über die Anordnung der Federkonsole zwischen dem Lichtraumprofil und dem Laderaum des Fahrzeugs durch die extrem breite Federbasis mit der erhöhten Wanksteifigkeit des Fahrzeugs im oberen Fahrzeugbereich kompensierbar ist.By this arrangement of the leaf support springs of the drive, the leg length can be optimally designed. The restoring effect occurring when cornering must be defined in a defined manner. The drive can be further improved to improve the running behavior in the straight line and in the curve with the correspondingly large lateral play, since this is now due to the arrangement of the spring bracket between the clearance profile and the loading space of the vehicle due to the extremely wide spring base with the increased stiffness of the vehicle in the upper vehicle area can be compensated.

Gemäß der Erfindung trägt weiter jede Federkonsole zwischen der Federauflage und der Seitenwange des Laufwerksrahmens auf ihrer Oberseite eine mit dem Fahrzeug zusammenwirkende Drehhemmung. Diese Drehhemmung kann aufgrund der weit ausragenden Federkonsolen bautechnisch günstig angeordnet werden und verbessert die Laufstabilität des Fahrzeugs.According to the invention, each spring bracket between the spring support and the side cheek of the drive frame carries on its upper side an anti-rotation device which interacts with the vehicle. Due to the far-reaching spring brackets, this rotation inhibition can be arranged in a structurally favorable manner and improves the running stability of the vehicle.

Einzelheiten der Erfindung sind anhand der Zeichnung in Ausführungsbeispielen erläutert.Details of the invention are explained with reference to the drawing in exemplary embodiments.

Es zeigen:

  • Fig. 1 die Seitenansicht eines zweiachsigen Laufwerks gemäß der Erfindung,
  • Fig. 2 die Draufsicht auf das Laufwerk nach Fig. 1,
  • Fig. 3 einen vertikalen Querschnitt durch das Laufwerk nach Fig. 1,
  • Fig. 4 die Seitenansicht eines dreiachsigen Laufwerks gemäß der Erfindung,
  • Fig. 5 einen vertikalen Querschnitt durch das Laufwerk nach Fig. 4.
Show it:
  • 1 is a side view of a two-axis drive according to the invention,
  • 2 shows the top view of the drive according to FIG. 1,
  • 3 shows a vertical cross section through the drive according to FIG. 1,
  • 4 shows the side view of a three-axis drive according to the invention,
  • 5 shows a vertical cross section through the drive according to FIG. 4.

Wie in den Figuren 1 bis 3 dargestellt, ist der Rahmen eines zweiachsigen Laufwerks gemäß der Erfindung im Grundriß etwa Doppel-T-förmig ausgeführt. Hierbei bilden die Seitenwangen 1 sowie der Querträger 2 den Laufwerkrahmen. In den Seitenwangen 1 sind über Achslager 3 die Radsätze 4 eingespannt. Der Achsstand der Radsätze 4 wurde dabei so klein wie möglich gewählt. Außen an den Seitenwangen 1 sind mittig Federkonsolen 5 angeordnet. Diese Federkonsolen 5 verlaufen auf ihrer Außenseite dem Lichtraumprofil 6 angepaßt von der Seitenwange 1 erst horizontal nach außen, dann schräg nach oben und im Bereich der Federauflage 7 vertikal nach oben. Die Federauflage 7 befindet sich dabei seitlich zwischen dem Laderaum 8 und dem Lichtraumprofil 6 und im Ausführungsbeispiel oberhalb der Räder der Radsätze 4. Auf der Federauflage 7 ist mit ihrem Federbund 9 in Laufwerklängsrichtung eine Blatttragfeder 10 gelagert, die über langen Schaken 11 mit dem Fahrzeug verbunden ist. Oben auf der Federkonsole 5 ist zwischen der Seitenwange 1 und der Federauflage 7 eine Drehhemmung 12 angeordnet, die mit dem Wagenkasten des Fahrzeugs zusammenwirkt.As shown in Figures 1 to 3, the frame of a biaxial drive according to the invention is approximately double T-shaped in plan. Here, the side walls 1 and the cross member 2 form the drive frame. The wheel sets 4 are clamped in the side cheeks 1 via axle bearings 3. The wheelbase of the wheel sets 4 was chosen to be as small as possible. Spring brackets 5 are arranged centrally on the outside of the side walls 1. These spring brackets 5 extend on their outside to match the clearance profile 6 from the side cheek 1 first horizontally outwards, then diagonally upwards and in the area of the spring support 7 vertically upwards. The spring support 7 is located laterally between the cargo space 8 and the clearance profile 6 and in the exemplary embodiment above the wheels of the wheel sets 4. On the spring support 7 with its spring collar 9 a leaf support spring 10 is mounted in the longitudinal direction of the drive, which is connected to the vehicle via long legs 11 is. On top of the spring bracket 5 between the side cheek 1 and the spring support 7, a rotation inhibitor 12 is arranged, which interacts with the body of the vehicle.

In den Figuren 4 und 5 ist die Erfindung an einem dreiachsigen Laufwerk erläutert. Bei diesem dreiachsigen Laufwerk besteht der Laufwerkrahmen wieder aus den Seitenwangen 1, die hier jedoch im Bereich des mittleren Radsatzes 4 geteilt sind und dort vertikal beweglich gelenkig miteinander verbunden sind und einem jeweils zwischen zwei Radsätzen 4 angeordneten, die Seitenwangen 1 verbindenden Querträger 2. Die Radsätze 4 sind hier ebenfalls über die Achslager 3 in den Seitenwangen 1 eingespannt. Zwischen dem mittleren Radsatz 4 und jedem äußeren Radsatz 4 ist auf der Außenseite der Seitenwange 1 eine Federkonsole 5 angeordnet. Die Anordnung dieser Federkonsole 5 erfolgt dabei im Abstand von 1/3 zu 2/3 von dem äußeren Radsatz 4 aus. Die Federkonsole 5 ist dabei auf ihrer Außenseite dem Lichtraumprofil 6 angepaßt erst horizontal nach außen, dann schräg nach oben und im Bereich der Federauflage 7 vertikal nach oben verlaufend ausgebildet. Auf der Federauflage 7 der Federkonsole 5 ist bei dem dreiachsigen Laufwerk gelenkig eine beide Federkonsolen 5 verbindende Traverse 13 angeordnet, die mittig den Federbund 9 der Blatttragfeder 10 trägt. Die Blatttragfeder 10 ist über lange Schaken 11 am Wagenkasten 12 gelagert. Auch bei diesem dreiachsigen Laufwerk erfolgt die Anordnung der Blatttragfeder 10 wieder zwischen dem Laderaum 8 des Fahrzeugs und der seitlichen Begrenzungslinie des Lichtraumprofils 6, im dargestellten Ausführungsbeispiel auch oberhalb der Räder der Radsätze 4.In Figures 4 and 5, the invention is explained on a three-axis drive. In this triaxial running gear, the running gear frame again consists of the side cheeks 1, which, however, are divided here in the area of the middle wheel set 4 and are vertically articulatedly connected to one another and a cross member 2 arranged between two wheel sets 4 and connecting the side cheeks 1. The wheel sets 4 are also clamped here in the side cheeks 1 via the axle bearings 3. A spring bracket 5 is arranged on the outside of the side cheek 1 between the middle wheel set 4 and each outer wheel set 4. The arrangement of this spring bracket 5 takes place at a distance of 1/3 to 2/3 from the outer wheel set 4. The spring bracket 5 is adapted on its outside to the clearance profile 6 first horizontally outwards, then obliquely upwards and in the region of the spring support 7 running vertically upwards. On the spring support 7 of the spring bracket 5, a truss 13, which connects both spring brackets 5, is arranged in an articulated manner in the three-axis running gear, and carries the spring collar 9 of the leaf support spring 10 in the center. The leaf support spring 10 is mounted on the long body 11 on the car body 12. In this three-axis running gear, the leaf support spring 10 is again arranged between the loading space 8 of the vehicle and the lateral boundary line of the clearance profile 6, in the exemplary embodiment shown also above the wheels of the wheel sets 4.

Claims (5)

  1. Running mechanism for rail vehicles having a low-lying loading platform, consisting of at least two wheel sets (4) having a small axle base and a running-mechanism frame consisting of soleplates (1) and cross-member (2) in each case between two axles, in which arrangement the wheel sets (4) are clamped in the running-mechanism frame via the axleboxes (3), and the running mechanism is connected in a pivotless manner to the vehicle frame merely via in each case a leaf suspension spring (10) lying longitudinally at the side and link suspensions (11), and stops limit the movement of the running mechanism relative to the rail vehicle, characterised in that the leaf suspension springs (10) are arranged laterally between the clearance gauge (6) and the loading space of the vehicle and above the wheels on spring brackets (5) arranged on the outside on the soleplates (1) of the running-mechanism frame.
  2. Running mechanism according to Claim 1, characterised in that each leaf suspension spring (10) in the case of a four-wheel running mechanism is mounted directly on the spring bracket (5) and in the case of a six-wheel bogie is mounted on the spring brackets (5) with a crosspiece (13) in between.
  3. Running mechanism according to Claims 1 and 2, characterised in that each spring bracket (5), adapted on its outside to the clearance gauge (6), is designed so as to run first horizontally to the outside, then up at an angle and vertically upwards in the area of the spring support (7) of the spring bracket (5).
  4. Running mechanism according to Claims 1 to 3, characterised in that each leaf suspension spring (10) is arranged laterally between the clearance gauge (6) and the loading space (8) of the vehicle and above its loading plane.
  5. Running mechanism according to Claims 1 to 4, characterised in that each spring bracket (5), between the spring support (7) and the soleplate (1) of the running-mechanism frame, carries on its top side an anti-rotation arresting means (12) interacting with the vehicle.
EP89121888A 1988-11-26 1989-11-27 Running gear for railway vehicles Expired - Lifetime EP0371435B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89121888T ATE82190T1 (en) 1988-11-26 1989-11-27 UNDERCARRIAGE FOR RAIL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3839994 1988-11-26
DE3839994A DE3839994A1 (en) 1988-11-26 1988-11-26 UNDERCARRIAGE FOR RAIL VEHICLES

Publications (2)

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EP0371435A1 EP0371435A1 (en) 1990-06-06
EP0371435B1 true EP0371435B1 (en) 1992-11-11

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EP89121888A Expired - Lifetime EP0371435B1 (en) 1988-11-26 1989-11-27 Running gear for railway vehicles

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US (1) US5024166A (en)
EP (1) EP0371435B1 (en)
JP (1) JPH02193762A (en)
KR (1) KR900007675A (en)
AT (1) ATE82190T1 (en)
AU (1) AU628429B2 (en)
BG (1) BG50930A3 (en)
CA (1) CA2003866A1 (en)
CZ (1) CZ278144B6 (en)
DD (1) DD289743A5 (en)
DE (2) DE3839994A1 (en)
DK (1) DK591789A (en)
ES (1) ES2040969T3 (en)
FI (1) FI95891C (en)
GR (1) GR3006995T3 (en)
HU (1) HU205307B (en)
NO (1) NO173775C (en)
PL (1) PL162264B1 (en)
PT (1) PT92408B (en)
RO (1) RO110927B1 (en)
RU (1) RU1819238C (en)
SK (1) SK278489B6 (en)
TR (1) TR23968A (en)
ZA (1) ZA899001B (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3839994A1 (en) * 1988-11-26 1990-05-31 Waggon Union Gmbh UNDERCARRIAGE FOR RAIL VEHICLES
US5372073A (en) * 1989-08-21 1994-12-13 Schindler Waggon Ag Truck for low-platform cars
DE4244851C2 (en) * 1992-12-08 1996-09-12 Inst Schienenfahrzeuge Tandem axle travelling gear
US5809899A (en) * 1996-06-28 1998-09-22 Amsted Industries Incorporated Draft sill and wheel truck connection
US5746136A (en) * 1996-09-13 1998-05-05 Amsted Industries Incorporated Dynamically stable, lightweight railcar support system
US5749301A (en) * 1996-09-13 1998-05-12 Amsted Industries Incorporated Multi-rate vertical load support for an outboard bearing railway truck

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US560779A (en) * 1896-05-26 Car-truck
GB189617525A (en) * 1896-08-07 1897-07-10 Everard Richard Calthrop Improved Means for Conveying on Railways Railway or other Trucks and Common Road Vehicles.
DE449024C (en) * 1925-03-31 1927-09-02 Julius Lerner Arrangement of the longitudinal springs on vehicles, especially on rail and tram vehicles
DE625764C (en) * 1934-09-27 1936-02-15 Rudolf Ahrens The bogie has a middle main beam and cantilever arms, the free ends of which support the car body
FR812534A (en) * 1935-10-28 1937-05-12 Suisse Construction Locomotive Bogie
DE669868C (en) * 1936-11-15 1939-01-05 Getriebe G M B H Deutsche Rail vehicle with two- or multi-axle bogies with central pivot or pivot socket
US2475327A (en) * 1948-04-02 1949-07-05 Pennsylvania Railroad Co Railway car truck
FR1168030A (en) * 1956-01-11 1958-12-03 Atel Const Nord De La France Undercarriage for articulated vehicles, comprising wheels with a tire diameter smaller than the normal diameter
CH424853A (en) * 1964-04-23 1966-11-30 Graaff J Niedersaechs Waggon Articulated rail vehicle, in particular rail vehicle
GB1212513A (en) * 1967-06-28 1970-11-18 British Railways Board Improvements relating to suspension arrangements for railway vehicles
US4817535A (en) * 1986-12-24 1989-04-04 Trailer Teain Company Stand alone well car with double axle suspension system
DE3839994A1 (en) * 1988-11-26 1990-05-31 Waggon Union Gmbh UNDERCARRIAGE FOR RAIL VEHICLES

Also Published As

Publication number Publication date
NO173775C (en) 1994-02-02
CA2003866A1 (en) 1990-05-26
TR23968A (en) 1991-01-01
PT92408B (en) 1995-08-09
JPH02193762A (en) 1990-07-31
DE58902703D1 (en) 1992-12-17
RU1819238C (en) 1993-05-30
PL162264B1 (en) 1993-09-30
DK591789D0 (en) 1989-11-24
NO173775B (en) 1993-10-25
EP0371435A1 (en) 1990-06-06
DD289743A5 (en) 1991-05-08
DK591789A (en) 1990-05-27
ES2040969T3 (en) 1993-11-01
PT92408A (en) 1990-05-31
AU4558489A (en) 1990-05-31
CZ278144B6 (en) 1993-09-15
RO110927B1 (en) 1996-05-30
AU628429B2 (en) 1992-09-17
US5024166A (en) 1991-06-18
KR900007675A (en) 1990-06-01
DE3839994A1 (en) 1990-05-31
SK278489B6 (en) 1997-07-09
BG50930A3 (en) 1992-12-30
FI95891B (en) 1995-12-29
NO894699L (en) 1990-05-28
HUT55295A (en) 1991-05-28
FI895597A0 (en) 1989-11-23
GR3006995T3 (en) 1993-06-30
CS8906587A2 (en) 1991-08-13
FI95891C (en) 1996-04-10
HU896177D0 (en) 1990-02-28
ATE82190T1 (en) 1992-11-15
HU205307B (en) 1992-04-28
ZA899001B (en) 1990-11-28
NO894699D0 (en) 1989-11-24

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