EP0983179A1 - Rail vehicle with engine and wagon - Google Patents

Rail vehicle with engine and wagon

Info

Publication number
EP0983179A1
EP0983179A1 EP98930701A EP98930701A EP0983179A1 EP 0983179 A1 EP0983179 A1 EP 0983179A1 EP 98930701 A EP98930701 A EP 98930701A EP 98930701 A EP98930701 A EP 98930701A EP 0983179 A1 EP0983179 A1 EP 0983179A1
Authority
EP
European Patent Office
Prior art keywords
drive
rail vehicle
vehicle according
following
car 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.)
Granted
Application number
EP98930701A
Other languages
German (de)
French (fr)
Other versions
EP0983179B1 (en
Inventor
Hilmar Schunke
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.)
Bombardier Transportation GmbH
Original Assignee
DaimlerChrysler AG
DaimlerChrysler Rail Systems GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG, DaimlerChrysler Rail Systems GmbH filed Critical DaimlerChrysler AG
Publication of EP0983179A1 publication Critical patent/EP0983179A1/en
Application granted granted Critical
Publication of EP0983179B1 publication Critical patent/EP0983179B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set

Definitions

  • the invention relates to a rail vehicle according to the preamble of the first claim.
  • the invention has for its object to take measures in a rail vehicle according to the preamble of the first claim, by means of which an equalization of the axle load in the area of the transition from the locomotive to the body is made possible. This object is achieved according to the invention by the characterizing features of the first claim.
  • the axle load on the common running gear can be varied by choosing the contact point of the elastic support elements which are arranged between the running gear and in particular the heavy power car.
  • the support for the car body is preferably in a vertical projection above the wheel axis. Accordingly, if the contact point of the elastic support elements carrying the power car is shifted towards the car body, the axle load increases on the car body-side wheel set and drops accordingly on the power head-side wheel set.
  • the drive therefore preferably has a frame with two long beams running parallel to one another in the direction of travel, on which the support points can be selected depending on the necessary supporting force for the drive head and the body.
  • the end of the power car end facing away from the driver's cab is, however, preferably mounted on a power bogie.
  • the elastic support elements between the drive head and the same drive are preferably designed as coil springs, which are particularly useful for high loads.
  • the car body on this common drive is preferably supported on two supporting columns that are spaced apart from one another transversely to the direction of travel, elastic intermediate layers, in particular air springs, on which the car body rests are located at the upper end of the supporting columns.
  • the support points of the car body are above his Center of gravity so that the car body can tilt towards the drive when cornering and at high speed due to the centrifugal forces that occur (Talgo technology).
  • the coupling between the power car and the neighboring car body is supported by coupling rods, which are articulated on the one hand on the chassis and on the other hand on the power car or on the car body, so that forces occurring between the power head and car body during braking, starting or during operation are not supported by the elastic support elements , but are primarily transmitted from the drive, which is rigid at least in the longitudinal direction, without impairing the free mobility.
  • the coupling rod connected to the driving head is preferably longer than the coupling rod connected to the car body, the latter in particular running at least approximately horizontally, while the coupling head-side coupling rod is inclined from the drive to the front end of the driving head. When driving straight ahead, the coupling rods lie in a common vertical plane with the vehicle's longitudinal axis.
  • the wheels of the individual wheel sets are preferably equipped with a lane changing device, so that the entire rail vehicle can be changed over when the track width changes, particularly in cross-border traffic.
  • rubber-elastic intermediate layers can also be provided as primary suspension between the wheel bearings and the undercarriage frame in order to ensure smooth running of the common drive designed in the manner of a Jacob's bogie.
  • Fig. 1 shows a rail vehicle with a power car and subsequent car bodies
  • Fig. 2 shows the drive arrangement between the power car and the adjacent car body in a basic side view
  • Fig. 3 shows the arrangement of FIG. 2 in a plan view.
  • a rail vehicle for rail traffic at high speeds, which at its peak is at least 100 km per hour, has a power car 1 and at least one adjacent adjacent car 2, to which further cars 3 can connect.
  • the drive head 1 contains only a driver's cab 4 and electrical and mechanical components for the drive and the control, the drive being effected via a drive bogie 5 provided in the area of the driver's cab 4 with drive otor / s.
  • the opposite end of the car body 2 can be supported on a further adjacent car body 3 via an articulated coupling 7, it being possible for a drive 8 to be arranged under the relevant end of the car body 3.1 in the region of the articulated coupling 7.
  • the body 2.1 serves in particular for the transportation of people.
  • the drive 6 jointly assigned to the driving head 1 and the car body 2.1 has two axles 9, 10 and accordingly two wheel sets, each with two rail wheels 11.
  • the axles 9, 10 are mounted in a common running gear frame 13, long beams 14 extending in the direction of travel being provided, which are preferably rigidly connected to one another in the region of the wheel axles 9 and 10, respectively, via a cross member 15.
  • the distance between the axes 9, 10 in the present case is more than twice the diameter of the wheels 11.
  • the long beams 14 and the cross beams 15 form the running gear frame 13, the beams 14, 15 running in pairs parallel to one another.
  • the end of the driving head 1 adjacent to the car body 2.1 is supported on the drive 6 via elastic support elements 16.
  • These support elements 16 are by Helical springs arranged in pairs are formed, two helical springs in each case standing one behind the other on the long beams 14 in the longitudinal direction of the long beams 14.
  • the car body 2.1 is supported in a vertical projection above the associated wheel axle 10 on the drive 6.
  • two rigid support pillars 17, which are at right angles to one another at a distance from one another on the drive 6 and in particular on the long beams 14, are provided at their upper ends and on which the car body 2.1 rests by means of a bracket 19.
  • the brackets 19 are arranged so high that the body 2.1 is supported above the horizontal plane receiving its center of gravity.
  • the car body 2.1 can passively incline such that its base region swivels outward of the arc, so that the centrifugal force effect on passengers and other goods to be transported is correspondingly reduced.
  • a coupling rod 20 or 21 is gimbally articulated on both ends of the chassis 6 in the longitudinal center thereof, the Coupling rod 20 articulated in the area of the axis 9 is also gimbally connected to the bottom 22 of the drive head 1 via a joint pin 23.
  • This coupling rod 20 extends from the drive 6 to the drive bogie 5 ascending, while the coupling rod 21 runs from the drive 6 approximately in a horizontal position to a pivot pin 24 which is fixed to the floor 25 of the body 2.1.
  • the cardanic joints of the coupling rods 20, 21 can be designed in the manner of ball-and-socket joints or have rubber-elastic inserts as the joint means. It is connected to the power car 1
  • Coupling rod 20 is longer than the coupling rod 21 connected to the car body 2.1.
  • a rubber arranged elastic intermediate layer 26 which serves as the primary suspension and contributes to increasing the smooth running of the drive 6.
  • the possibility is given, in particular by moving the support points of the screw springs 16 from the power car side axis 9 to the car side, trailing axle 10, the heavy load of Power train 1 to partially shift to the axle 10 associated with the carriage 2 until an approximately equal load on the axles 9 and 10 is reached.
  • the driving head 1 can be supported by elastic support elements 16 which differ significantly in their working characteristics from those which have the support elements 17, 18 provided for the car body 2.1.
  • only a common drive 6 needs to be provided for the mutually facing ends of the power car 1 and the body 2.1, which at the same time takes over the coupling function for the transmission of traction forces.
  • level control of the car body can be carried out without influencing the power car 1, because both vehicle parts are supported separately on the common drive 6;
  • wheel sets can be used which are equipped with a lane change device (Talgo system).
  • Various attachments such as e.g. Damper and the like.
  • the distance between the wheelsets is selected according to the structural and weight requirements.
  • the distance of the coil springs from the wheelsets is determined by the mass of the power car to be supported, the body 2.1 and the distribution of the masses in the chassis itself in order to achieve a balanced wheel mass on the axles 9 and 10.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Handcart (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Prevention Devices (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Preliminary Treatment Of Fibers (AREA)

Abstract

A rail vehicle with at least one driving unit and at least one adjacent wagon body that is capable of tilting during operation, where the tilting is provided by an assembly mounted on a travelling gear. The driving unit and the adjacent wagon body have their facing ends supported on a common travelling gear having at least two sets of wheels.

Description

Schienenfahrzeug mit Triebkopf und WagenRail vehicle with a power car and wagons
Die Erfindung betrifft ein Schienenfahrzeug gemäß dem Oberbegriff des ersten Anspruchs.The invention relates to a rail vehicle according to the preamble of the first claim.
Es ist bei Schienenfahrzeugen für den Eisenbahnverkehr ganz allgemein bekannt, an eine eigenständig zu betreibende Lokomotive Wagen anzukuppeln, deren Wagenkästen aktiv oder passiv bei Kurvenfahrten geneigt werden. Die als Triebkopf dienende Lokomotive weist dabei wenigstens zwei Fahrwerke auf, von welchen zumindest eines ein antreibbares Triebfahrwerk ist. Dabei ist dieser Triebkopf jedenfalls ohne Neigetechnik ausgestattet, so daß sich im Fahrbetrieb große Relativbewegungen zwischen Triebkopf und nachfolgendem Wagenkasten ergeben, nachdem insbesondere Personenzugwagen aufgrund der höheren Anforderungen an den Fahrkomfort ein anderes Fahrverhalten als ein Triebkopf aufweisen. Das ist auch dann der Fall, wenn die Wagenkästen ohne Neigetechnik ausgerüstet sind. Von Nachteil ist bei dieser Ausgestaltung, daß die Achslast am Triebkopf wesentlich höher als am benachbarten Radsatz des anschließenden Wagenkastens ist.It is very well known in rail vehicles for railway traffic to couple cars to a locomotive to be operated independently, the car bodies of which are tilted actively or passively when cornering. The locomotive serving as the locomotive head has at least two bogies, at least one of which is a drivable bogie. In this case, this power car is in any case equipped without tilting technology, so that there are large relative movements between the power car and the following car body when driving, especially since passenger coaches have a different driving behavior than a power car because of the higher demands on driving comfort. This is also the case if the car bodies are equipped without tilting technology. The disadvantage of this configuration is that the axle load on the power car is significantly higher than on the adjacent wheel set of the adjacent car body.
Der Erfindung liegt die Aufgabe zugrunde, bei einem Schienenfahrzeug gemäß dem Oberbegriff des ersten Anspruchs Maßnahmen zu treffen, durch welche ein Ausgleich der Achslast im Bereich des Übergangs vom Triebfahrzeug zum Wagenkasten ermöglicht wird. Die Lösung dieser Aufgabe erfolgt gemäß der Erfindung durch die kennzeichnenden Merkmale des ersten Anspruchs.The invention has for its object to take measures in a rail vehicle according to the preamble of the first claim, by means of which an equalization of the axle load in the area of the transition from the locomotive to the body is made possible. This object is achieved according to the invention by the characterizing features of the first claim.
Bei einer Ausgestaltung eines Schienenfahrzeugs gemäß der Erfindung kann durch Wahl der Auflagestelle der elastischen Stützelemente, die zwischen dem Fahrwerk und insbesondere dem schweren Triebkopf angeordnet sind, die Achslast am gemeinsamen Fahrwerk variiert werden. Je weiter die Auflagestelle der Triebkopf-Stützelemente von einer Achse in Fahrtrichtung zur anderen Achse hin versetzt wird, umso höher steigt die Achslast an letzterer Radachse. Da der Wagenkasten in der Regel leichter ist als der Triebkopf, befindet sich die Auflagestelle für den Wagenkasten in senkrechter Projektion vorzugsweise oberhalb der Radachse. Wenn demnach die Auflagestelle der den Triebkopf tragenden elastischen Stützelemente zum Wagenkasten hin verschoben wird, steigt die Achslast am wagenkastenseitigen Radsatz und fällt am triebkopfseitigen Radsatz entsprechend ab. Ein Ausgleich der Achslasten ist demnach am gemeinsamen Laufwerk durch entsprechende Wahl der Auflagestellen der elastischen Stützelemente für den Triebkopf und den Wagenkasten möglich. Das Laufwerk weist daher vorzugsweise einen Rahmen mit zwei in Fahrtrichtung parallel zueinander verlaufenden Langträgern auf, auf welchen die Auflagestellen abhängig von der notwendigen Stützkraft für den Triebkopf und den Wagenkasten gewählt werden können. Das davon abgewandte, führerstandsseitige Ende des Triebkopfes ist dagegen vorzugsweise auf einem Triebdrehgestell gelagert.In an embodiment of a rail vehicle according to the invention, the axle load on the common running gear can be varied by choosing the contact point of the elastic support elements which are arranged between the running gear and in particular the heavy power car. The further the contact point of the power car support elements is moved from one axle in the direction of travel to the other axle, the higher the axle load on the latter wheel axle. Since the car body is generally lighter than the power car, the support for the car body is preferably in a vertical projection above the wheel axis. Accordingly, if the contact point of the elastic support elements carrying the power car is shifted towards the car body, the axle load increases on the car body-side wheel set and drops accordingly on the power head-side wheel set. An equalization of the axle loads is therefore possible on the common running gear by selecting the appropriate locations for the elastic support elements for the power car and the body. The drive therefore preferably has a frame with two long beams running parallel to one another in the direction of travel, on which the support points can be selected depending on the necessary supporting force for the drive head and the body. The end of the power car end facing away from the driver's cab is, however, preferably mounted on a power bogie.
Die elastischen Stützelemente zwischen Triebkopf und ge einamen Laufwerk sind vorzugsweise als Schraubenfedern ausgebilet, die für hohe Belastungen besonders zweckmäßig sind. Dagegen ist der Wagenkasten auf diesem gemeinsamen Laufwerk vorzugseise auf zwei quer zur Fahrtrichtung nebeneinander mit Abstand stehenden Stützsäulen abgestützt, wobei sich am oberen Ende der Stützsäulen elastische Zwischenlagen, insbesondere Luftfedern befinden, auf welchen der Wagenkasten aufsitzt. Die Abstützstellen des Wagenkastens liegen dabei oberhalb seines Masseschwerpunkts, so daß der Wagenkasten sich bei Kurvenfahrt und hoher Geschwindigkeit durch die auftretenden Fliehkräfte gegenüber dem Laufwerk neigen kann (Talgo-Technik) .The elastic support elements between the drive head and the same drive are preferably designed as coil springs, which are particularly useful for high loads. On the other hand, the car body on this common drive is preferably supported on two supporting columns that are spaced apart from one another transversely to the direction of travel, elastic intermediate layers, in particular air springs, on which the car body rests are located at the upper end of the supporting columns. The support points of the car body are above his Center of gravity so that the car body can tilt towards the drive when cornering and at high speed due to the centrifugal forces that occur (Talgo technology).
Die Kupplung zwischen dem Triebkopf und dem benachbarten Wagenkasten wird unterstützt durch KuppelStangen, die einerseits am Fahrwerk und andererseits am Triebkopf bzw. am Wagenkasten kardanisch angelenkt sind, so daß beim Bremsen, Anfahren oder im Betrieb auftretende Kräfte zwischen Triebkopf und Wagenkasten nicht von den elastischen Stützelementen, sondern in erster Linie vom in sich zumindest in Längsrichtung starren Laufwerk übertragen werden, ohne die freie Beweglichkeit zu beeinträchtigen. Dabei ist vorzugsweise die mit dem Triebkopf verbundene Kuppelstange länger als die mit dem Wagenkasten verbundene Kuppelstange, wobei letztere insbesondere zumindest annähernd waagerecht verläuft, während die triebkopfseitige Kuppelstange vom Laufwerk aus ansteigend zum vorderen Triebkopfende hin geneigt ist. Bei Geradeausfahrt liegen die Kuppelstangen in einer gemeinsamen senkrechten Ebene mit der Fahrzeuglängsachse. Vorzugsweise sind die Räder der einzelnen Radsätze mit einer Spurwechseleinrichtung ausgestattet, so daß das gesamte Schienenfahrzeug bei Änderungen der Spurbreite insbesondere im grenzüberschreitenden Verkehr umgestellt werden kann. Neben der durch die elastischen Stützelemente gebildeten Sekundarfederung können zwischen den Radlagern und dem Fahrwerksrahmen jeweils noch gummielastische Zwischenschichten als Primärfederung vorgesehen sein, um eine hohe Laufruhe des nach Art eines Jacobsdrehgestells ausgebildeten gemeinsamen Laufwerks sicherzustellen.The coupling between the power car and the neighboring car body is supported by coupling rods, which are articulated on the one hand on the chassis and on the other hand on the power car or on the car body, so that forces occurring between the power head and car body during braking, starting or during operation are not supported by the elastic support elements , but are primarily transmitted from the drive, which is rigid at least in the longitudinal direction, without impairing the free mobility. The coupling rod connected to the driving head is preferably longer than the coupling rod connected to the car body, the latter in particular running at least approximately horizontally, while the coupling head-side coupling rod is inclined from the drive to the front end of the driving head. When driving straight ahead, the coupling rods lie in a common vertical plane with the vehicle's longitudinal axis. The wheels of the individual wheel sets are preferably equipped with a lane changing device, so that the entire rail vehicle can be changed over when the track width changes, particularly in cross-border traffic. In addition to the secondary suspension formed by the elastic support elements, rubber-elastic intermediate layers can also be provided as primary suspension between the wheel bearings and the undercarriage frame in order to ensure smooth running of the common drive designed in the manner of a Jacob's bogie.
Die Erfindung ist nachfolgend anhand der Prinzipskizzen eines Ausführungsbeispiels näher erläutert.The invention is explained in more detail below on the basis of the schematic diagrams of an exemplary embodiment.
Es zeigen:Show it:
Fig. 1 ein Schienenfahrzeug mit einem Triebkopf und nachfolgenden Wagenkästen, Fig. 2 die Laufwerkanordnung zwischen dem Triebkopf und dem benachbarten Wagenkasten in einer prinzipiellen Seitenansicht und Fig. 3 die Anordnung nach Fig. 2 in einer Draufsicht.Fig. 1 shows a rail vehicle with a power car and subsequent car bodies, Fig. 2 shows the drive arrangement between the power car and the adjacent car body in a basic side view and Fig. 3 shows the arrangement of FIG. 2 in a plan view.
Ein Schienenfahrzeug für den Eisenbahnverkehr bei hohen Geschwindigkeiten, die in der Spitze wenigstens 100 km pro Stunde beträgt, weist einen Triebkppf 1 und zumindest einen anschließenden benachbarten Wagen 2 auf, an den sich weitere Wagen 3 anschließen können. Der Triebkopf 1 enthält lediglich einen Führerstand 4 und elektrische und mechanische Bauelemente für den Antrieb und die Steuerung, wobei der Antrieb über ein im Bereich des Führerstands 4 vorgesehenes Triebdrehgestell 5 mit Antriebs otor/en erfolgt. Zum benachbarten Wagenkasten 2 hin sitzt das betreffende Ende des Triebkopfes 1 auf einem Laufwerk 6 auf, das nach Art eines Jacobsdrehgestells zugleich das benachbarte Ende des folgenden Wagenkastens 2 trägt. Das gegenüberliegende Ende des Wagenkastens 2 kann sich über eine Gelenkkupplung 7 an einem weiteren benachbarten Wagenkasten 3 abstützen, wobei im Bereich der Gelenkkupplung 7 ein Laufwerk 8 unter dem betreffenden Ende des Wagenkastens 3.1 angeordnet sein kann. Der Wagenkasten 2.1 dient insbesondere der Personenbeförderung .A rail vehicle for rail traffic at high speeds, which at its peak is at least 100 km per hour, has a power car 1 and at least one adjacent adjacent car 2, to which further cars 3 can connect. The drive head 1 contains only a driver's cab 4 and electrical and mechanical components for the drive and the control, the drive being effected via a drive bogie 5 provided in the area of the driver's cab 4 with drive otor / s. Towards the adjacent car body 2, the relevant end of the power car 1 is seated on a drive 6 which, in the manner of a Jacobs bogie, also carries the adjacent end of the following car body 2. The opposite end of the car body 2 can be supported on a further adjacent car body 3 via an articulated coupling 7, it being possible for a drive 8 to be arranged under the relevant end of the car body 3.1 in the region of the articulated coupling 7. The body 2.1 serves in particular for the transportation of people.
Das dem Triebkopf 1 und dem Wagenkasten 2.1 gemeinsam zugeordnete Laufwerk 6 weist zwei Achsen 9, 10 und dementsprechend zwei Radsätze mit je zwei Schienenrädern 11 auf. Die Achsen 9 , 10 sind dabei in einem gemeinsamen Laufwerkrahmen 13 gelagert, wobei in Fahrtrichtung verlaufende Langträger 14 vorgesehen sind, welche im Bereich der Radachsen 9 bzw. 10 jeweils über einen Querträger 15 vorzugsweise starr miteinander verbunden sind. Der Abstand zwischen den Achsen 9, 10 beträgt vorliegend mehr als den doppelten Durchmesser der Räder 11. Die Langträger 14 und die Querträger 15 bilden den Laufwerkrahmen 13 , wobei die Träger 14 , 15 paarweise parallel zueinander verlaufen. Das dem Wagenkasten 2.1 benachbarte Ende des Triebkopfes 1 ist über elastische Stützelemente 16 auf dem Laufwerk 6 abgestützt. Diese Stützelemente 16 werden durch paarweise angeordnete Schraubenfedern gebildet, wobei jeweils zwei Schraubenfedern in Längsrichtung der Langträger 14 hintereinander auf den Langträgern 14 aufstehen.The drive 6 jointly assigned to the driving head 1 and the car body 2.1 has two axles 9, 10 and accordingly two wheel sets, each with two rail wheels 11. The axles 9, 10 are mounted in a common running gear frame 13, long beams 14 extending in the direction of travel being provided, which are preferably rigidly connected to one another in the region of the wheel axles 9 and 10, respectively, via a cross member 15. The distance between the axes 9, 10 in the present case is more than twice the diameter of the wheels 11. The long beams 14 and the cross beams 15 form the running gear frame 13, the beams 14, 15 running in pairs parallel to one another. The end of the driving head 1 adjacent to the car body 2.1 is supported on the drive 6 via elastic support elements 16. These support elements 16 are by Helical springs arranged in pairs are formed, two helical springs in each case standing one behind the other on the long beams 14 in the longitudinal direction of the long beams 14.
Der Wagenkasten 2.1 ist in senkrechter Projektion oberhalb der zugehörigen Radachse 10 auf dem Laufwerk 6 abgestützt. Hierzu dienen zwei quer zur Fahrtrichtung nebeneinander mit Abstand auf dem Laufwerk 6 und insbesondere auf den Langträgern 14 stehende starre Stützsäulen 17, die an ihren oberen Enden ebenfalls mit elastischen Stützelementen 18 versehen sind und auf welchen der Wagenkasten 2.1 mittels einer Konsole 19 aufliegt. Die Konsolen 19 sind dabei so hoch angeordnet, daß der Wagenkasten 2.1 oberhalb der seinen Masseschwerpunkt aufnehmenden waagerechten Ebene abgestützt ist. Der Wagenkasten 2.1 kann sich dadurch infolge von Fliehkräften passiv so neigen, daß sein Bodenbereich nach bogenaußen schwenkt, so daß die Fliehkrafteinwirkung auf Passagiere und sonstiges Transportgut entsprechend reduziert wird.The car body 2.1 is supported in a vertical projection above the associated wheel axle 10 on the drive 6. For this purpose, two rigid support pillars 17, which are at right angles to one another at a distance from one another on the drive 6 and in particular on the long beams 14, are provided at their upper ends and on which the car body 2.1 rests by means of a bracket 19. The brackets 19 are arranged so high that the body 2.1 is supported above the horizontal plane receiving its center of gravity. As a result of centrifugal forces, the car body 2.1 can passively incline such that its base region swivels outward of the arc, so that the centrifugal force effect on passengers and other goods to be transported is correspondingly reduced.
Um die elastischen Stützelemente 16, 18 von Trak ionskräften zumindest weitgehend frei zu halten, die insbesondere beim Bremsen oder Beschleunigen zwischen Triebkopf 1 und Wagen 2 auftreten, ist am Fahrwerk 6 in dessen Längsmitte beidendig je eine Kuppelstange 20 bzw. 21 kardanisch angelenkt, wobei die im Bereich der Achse 9 angelenkte Kuppelstange 20 mit dem Boden 22 des Triebkopfes 1 über einen Gelenkzapfen 23 ebenfalls kardanisch verbunden ist. Diese Kuppelstange 20 verläuft dabei vom Laufwerk 6 ausgehend zum Triebdrehgestell 5 hin ansteigend, während die Kuppelstange 21 vom Laufwerk 6 etwa in wagerechter Lage zu einem Schwenkzapfen 24 hinläuft, der am Boden 25 des Wagenkastens 2.1 festgesetzt ist. Die kardanischen Gelenke der Kuppelstangen 20, 21 können dabei nach Art von Kugelkopf- gelenken ausgebildet sein oder als Gelenkmittel gummielastische Einlagen besitzen. Dabei ist die mit dem Triebkopf 1 verbundeneIn order to keep the elastic support elements 16, 18 at least largely free of traction forces, which occur in particular when braking or accelerating between the power car 1 and the car 2, a coupling rod 20 or 21 is gimbally articulated on both ends of the chassis 6 in the longitudinal center thereof, the Coupling rod 20 articulated in the area of the axis 9 is also gimbally connected to the bottom 22 of the drive head 1 via a joint pin 23. This coupling rod 20 extends from the drive 6 to the drive bogie 5 ascending, while the coupling rod 21 runs from the drive 6 approximately in a horizontal position to a pivot pin 24 which is fixed to the floor 25 of the body 2.1. The cardanic joints of the coupling rods 20, 21 can be designed in the manner of ball-and-socket joints or have rubber-elastic inserts as the joint means. It is connected to the power car 1
Kuppelstange 20 länger als die mit dem Wagenkasten 2.1 verbundene Kuppelstange 21. Außerdem ist zwischen den Radlagern der Achsen 9 und dem Fahrwerkrahmen 14, 15 je eine gummi- elastische Zwischenschicht 26 angeordnet, die als Primärfederung dient und zur Erhöhung der Laufruhe des Laufwerks 6 beiträgt.Coupling rod 20 is longer than the coupling rod 21 connected to the car body 2.1. In addition, between the wheel bearings of the axles 9 and the chassis frame 14, 15 there is a rubber arranged elastic intermediate layer 26, which serves as the primary suspension and contributes to increasing the smooth running of the drive 6.
Durch die Anordnung eines gemeinsamen, nach Art eines Jacobsdrehgestells wirkenden Laufwerks 6 zwischen Triebkopf 1 und Wagenkasten 2.1 ist die Möglichkeit gegeben, insbesondere durch Verschieben der Auflagestellen der Sch aube federn 16 von der triebkopfseitigen Achse 9 hin zur wagenseitigen, nachlaufenden Achse 10 die schwere Last des Triebkopfes 1 auch teilweise auf die dem Wagen 2 zugehörige Achse 10 zu verlagern, bis eine annähernd gleiche Belastung der Achsen 9 und 10 erreicht ist. Zusätzlich kann der Triebkopf 1 über elastische Stützelemente 16 abgestützt werden, die sich in ihrer Arbeitscharakteristik wesentlich von derjenigen unterscheiden, welche die für den Wagenkasten 2.1 vorgesehenen Stützelemente 17, 18 aufweisen. Außerdem braucht nur ein gemeinsames Laufwerk 6 für die einander zugewandten Enden des Triebkopfes 1 und des Wagenkastens 2.1 vorgesehen zu werden, das zugleich die Kupplungsfunktion zur Übertragung von Traktionskräften übernimmt. Ferner läßt sich bei dieser Anordnung eine Niveausteuerung des Wagenkastens ausführen, ohne Einfluß auf den Triebkopf 1 zu nehmen, weil beide Fahrzeugteile separat auf dem gemeinsamen Laufwerk 6 abgestützt sind; insbesondere können hierbei Radsätze zur Anwendung gelangen, die mit einer Spurwechseleinrichtung (Talgo-System) ausgestattet sind. Am Laufwerk 6 können im übrigen verschiedene Anbauteile wie z.B. Dämpfer und dgl. entsprechend den jeweiligen Erfordernissen des Triebkopfes bzw. des nachfolgenden Wagens 2 vorgesehen werden. Dabei wird der Radsatzabstand gemäß den baulichen und den gewichtsmäßig gegebenen Erfordernissen gewählt. Der Abstand der Schraubenfedern von den Radsätzen wird im übrigen durch die abzustützende Masse des Triebkopfes, des Wagenkastens 2.1 und die Verteilung der Massen im Fahrwerk selbst zwecks Erreichung einer ausgeglichenen Radsatzfahrmasse an den Achsen 9 und 10 bestimmt. By arranging a common, acting in the manner of a Jacobs bogie drive 6 between the power car 1 and body 2.1, the possibility is given, in particular by moving the support points of the screw springs 16 from the power car side axis 9 to the car side, trailing axle 10, the heavy load of Power train 1 to partially shift to the axle 10 associated with the carriage 2 until an approximately equal load on the axles 9 and 10 is reached. In addition, the driving head 1 can be supported by elastic support elements 16 which differ significantly in their working characteristics from those which have the support elements 17, 18 provided for the car body 2.1. In addition, only a common drive 6 needs to be provided for the mutually facing ends of the power car 1 and the body 2.1, which at the same time takes over the coupling function for the transmission of traction forces. Furthermore, with this arrangement, level control of the car body can be carried out without influencing the power car 1, because both vehicle parts are supported separately on the common drive 6; In particular, wheel sets can be used which are equipped with a lane change device (Talgo system). Various attachments such as e.g. Damper and the like. According to the respective requirements of the power car or the following car 2 are provided. The distance between the wheelsets is selected according to the structural and weight requirements. The distance of the coil springs from the wheelsets is determined by the mass of the power car to be supported, the body 2.1 and the distribution of the masses in the chassis itself in order to achieve a balanced wheel mass on the axles 9 and 10.

Claims

P a t e n t a n s p r ü c h e Patent claims
1. Schienenfahrzeug mit wenigstens einem, nur Betriebsmittel, wie Maschinen, Steuerungseinrichtungen und Führerstand aufnehmenden Triebkopf und einem benachbarten, Nutzlast tragenden, insbesondere mit Mitteln zur betriebsbedingten Neigung ausgestatteten Wagenkasten, die auf Laufwerken gelagert sind, insbesondere für Eisenbahnverkehr zur Personenbeförderung bei maximalen Fahrgeschwindigkeiten über 100 km in der Stunde, d a d u r c h g e k e n n z e i c h n e t, daß der Triebkopf (1) und der benachbarte Wagenkasten (2.1) mit ihren einander zugewandten Enden auf einem gemeinsamen, zumindest zwei Radsätze (11) aufweisenden Laufwerk (6) abgestützt sind.1.Rail vehicle with at least one locomotive, which only accommodates equipment, such as machines, control devices and driver's cab, and an adjacent car body carrying payload, in particular equipped with means for operational inclination, which are mounted on bogies, in particular for rail traffic for the carriage of people at maximum travel speeds above 100 km per hour, characterized in that the drive head (1) and the adjacent car body (2.1) are supported with their mutually facing ends on a common drive (6) having at least two wheel sets (11).
2. Schienenfahrzeug nach Anspruch 1 , d a d u r c h g e k e n n z e i c h n e t, daß das Laufwerk (6) einen Laufwerksrahmen mit zwei in Fahrtrichtung parallel zueinander verlaufenden Langträgern (14) aufweist.2. Rail vehicle according to claim 1, d a d u r c h g e k e n n z e i c h n e t that the drive (6) has a drive frame with two long beams (14) running parallel to each other in the direction of travel.
3. Schienenfahrzeug nach Anspruch 1 oder 2, d a d u r c h g e k e n n z e i c h n e t, daß das führerstandsseitige Ende des Triebkopfes (1) auf einem eigenen Trieblaufwerk (5) sitzt.3. Rail vehicle according to claim 1 or 2, so that the end of the drive head (1) on the driver's cab side is seated on its own drive mechanism (5).
4. Schienenfahrzeug nach Anspruch 1 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß zwischen Triebkopf (1) und Laufwerk (6) elastische Stützelemente (16) angeordnet sind. 4. Rail vehicle according to claim 1 or one of the following, characterized in that between the driving head (1) and drive (6) elastic support elements (16) are arranged.
5. Schienenfahrzeug nach Anspruch 1 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß der Triebkopf (1) über Schraubenfedern auf dem Laufwerk (6) abgestützt ist.5. Rail vehicle according to claim 1 or one of the following, that the drive head (1) is supported on the drive (6) by means of coil springs.
6. Schienenfahrzeug nach Anspruch 4 oder 5, d a d u r c h g e k e n n z e i c h n e t, daß die Auflagestellen der Stützelemente (16) zwischen Triebkopf (1) und Laufwerk (6) vom triebkopfseitigen Radsatz (9, 11) zum nachfolgenden wagenseitigen Radsatz (10, 11) hin versetzt sind.6. Rail vehicle according to claim 4 or 5, so that the support points of the supporting elements (16) between the drive head (1) and the drive (6) are offset from the drive head wheel set (9, 11) to the following car wheel set (10, 11).
7. Schienenfahrzeug nach Anspruch 1 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß der Wagenkasten (2.1) in senkrechter Projektion oberhalb des zugehörigen Radsatzes (10, 11) auf dem Laufwerk (6) abgestützt ist.7. Rail vehicle according to claim 1 or one of the following, that the vehicle body (2.1) is supported in a vertical projection above the associated wheel set (10, 11) on the drive (6).
8. Schienenfahrzeug nach Anspruch 1 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß der Wagenkasten (2.1) auf zwei quer zur Fahrtrichtung nebeneinander mit Abstand auf dem Laufwerk (6) stehenden Stützsäulen (17, 18) elastisch abgestützt ist.8. Rail vehicle according to claim 1 or one of the following, so that the car body (2.1) is elastically supported on two support columns (17, 18) standing side by side at a distance on the drive (6) at a distance from one another transversely to the direction of travel.
9. Schienenfahrzeug nach Anspruch 7 oder einem der folgenden, d a du r c h g e k e n n z e i c h n e t, daß der Wagenkasten (2.1) oberhalb der seinen Masseschwerpunkt aufnehmenden waagerechten Ebene auf dem Laufwerk (6) abgestützt ist.9. Rail vehicle according to claim 7 or one of the following, so that the car body (2.1) is supported above the horizontal plane receiving its center of gravity on the drive (6).
10. Schienenfahrzeug nach Anspruch 1 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß am Fahrwerk (6) in dessen Längsmitte beidendig je eine Kuppelstange (20, 21) kardanisch angelenkt ist, von welchen eine (20) mit dem Triebkopf (1) und die andere (21) mit dem Wagenkasten (2.1) kardanisch verbunden ist. 10. Rail vehicle according to claim 1 or one of the following, characterized in that on the chassis (6) in the longitudinal center at both ends a coupling rod (20, 21) is articulated, of which one (20) with the drive head (1) and the other (21) is gimbally connected to the body (2.1).
11. Schienenfahrzeug nach Anspruch 10, d a d u r c h g e k e n n z e i c h n e t, daß die mit dem Triebkopf (1) verbundene Kuppelstange (20) länger als die mit dem Wagenkasten (2.1) verbundene Kuppelstange (21) ist.11. Rail vehicle according to claim 10, so that the coupling rod (20) connected to the drive head (1) is longer than the coupling rod (21) connected to the car body (2.1).
12. Schienenfahrzeug nach Anspruch 10 oder 11, d a d u r c h g e k e n n z e i c h n e t, daß die mit dem Triebkopf (1) verbundene Kuppelstange (20) vom Laufwerk (6) aus nach oben geneigt verläuft.12. Rail vehicle according to claim 10 or 11, so that the coupling rod (20) connected to the drive head (1) extends inclined upwards from the running gear (6).
13. Schienenfahrzeug nach Anspruch 10 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß die mit dem Wagenkasten (2.1) verbundene Kuppelstange (20) zumindest annähernd waagerecht verläuft.13. Rail vehicle according to claim 10 or one of the following, d a d u r c h g e k e n n e e c h n e t that the coupling rod (20) connected to the car body (2.1) extends at least approximately horizontally.
14. Schienenfahrzeug nach Anspruch 1 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß die Räder (11) der Radsätze mit einer Spurwechseleinrichtung versehen sind.14. Rail vehicle according to claim 1 or one of the following, that the wheels (11) of the wheel sets are provided with a lane changing device.
15. Schienenfahrzeug nach Anspruch 1 oder einem der folgenden, d a d u r c h g e k e n n z e i c hn e t, daß zwischen den Radlagern und dem Fahrwerkrahmen (14, 15) je eine gummielastische Zwischenschicht (26) angeordnet ist. 15. A rail vehicle according to claim 1 or one of the following, that a rubber-elastic intermediate layer (26) is arranged between the wheel bearings and the undercarriage (14, 15).
EP98930701A 1997-05-28 1998-05-14 Rail vehicle with engine and wagon Expired - Lifetime EP0983179B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19722309A DE19722309C2 (en) 1997-05-28 1997-05-28 Rail vehicle with a powered head and a carriage
DE19722309 1997-05-28
PCT/EP1998/002921 WO1998054040A1 (en) 1997-05-28 1998-05-14 Rail vehicle with engine and wagon

Publications (2)

Publication Number Publication Date
EP0983179A1 true EP0983179A1 (en) 2000-03-08
EP0983179B1 EP0983179B1 (en) 2001-06-27

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EP98930701A Expired - Lifetime EP0983179B1 (en) 1997-05-28 1998-05-14 Rail vehicle with engine and wagon

Country Status (9)

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US (1) US6276282B1 (en)
EP (1) EP0983179B1 (en)
AT (1) ATE202523T1 (en)
AU (1) AU716083B2 (en)
CA (1) CA2277777C (en)
DE (2) DE19722309C2 (en)
ES (1) ES2159186T3 (en)
NO (1) NO321205B1 (en)
WO (1) WO1998054040A1 (en)

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Also Published As

Publication number Publication date
DE19722309C2 (en) 2001-04-19
EP0983179B1 (en) 2001-06-27
US6276282B1 (en) 2001-08-21
WO1998054040A1 (en) 1998-12-03
AU8104898A (en) 1998-12-30
DE19722309A1 (en) 1998-12-03
AU716083B2 (en) 2000-02-17
NO321205B1 (en) 2006-04-03
ES2159186T3 (en) 2001-09-16
CA2277777C (en) 2002-04-23
NO995087L (en) 1999-10-18
ATE202523T1 (en) 2001-07-15
CA2277777A1 (en) 1998-12-03
NO995087D0 (en) 1999-10-18
DE59800936D1 (en) 2001-08-02

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