WO2006007613A1 - 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 PDFInfo
- Publication number
- WO2006007613A1 WO2006007613A1 PCT/AT2005/000254 AT2005000254W WO2006007613A1 WO 2006007613 A1 WO2006007613 A1 WO 2006007613A1 AT 2005000254 W AT2005000254 W AT 2005000254W WO 2006007613 A1 WO2006007613 A1 WO 2006007613A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- chassis
- wka
- rail vehicle
- vehicle according
- car body
- Prior art date
Links
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 known for example from DE 298 12 001 Ul.
- 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 here are the end regions of the chassis frame located in or opposite the direction of travel of the rail vehicle.
- the damping devices Due to the arrangement of the damping devices preferably acting transversely to the direction of travel at the head ends of the running gear, forces which are caused due to the curvature-induced changes in curvature in the rail plane can be reduced and evened out in the event of abruptly occurring boring and transverse movements.
- the damping devices can be arranged symmetrically with respect to one another with respect to a plane running normal to the longitudinal center line of the running gear.
- An advantageous variant of the invention provides that at least one damping device is arranged on each axle of the Fahrtechnik ⁇ frame.
- each head carrier is connected via at least one damping device to the car body.
- the car body can be advantageously connected via two with respect to a longitudinal center line of the chassis substantially symmetrically arranged handlebars with the chassis.
- the damping device may be designed as a hydraulic, pneumatic or hydro-pneumatic damper.
- Figure 1 is a plan view of a first variant of a chassis of a rail vehicle according to the invention.
- Fig. 2 is a plan view of a second variant of a chassis of a rail vehicle according to the invention.
- Fig. 3 is a plan view of a third variant of a chassis of a rail vehicle according to the invention
- 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 LEI, LE2 - with the car body WKA in Vietnamese ⁇ longitudinal direction L. Ie. the projection of the longitudinal extension of the links LEI, LE2 in the Schienenebne E runs substantially parallel to the vehicle longitudinal direction L.
- the handlebars of the chassis FAR on the car body WKA are transmitted via the handlebars of the chassis FAR on the car body WKA.
- the chassis FAR shown in FIGS. 1, 2 and 3 has a chassis frame with longitudinal or axle carriers AT1, AT2, AT3, AT4 and a traverse TRA arranged between them.
- the traverse TRA can be designed, for example, as a frame and in the case of a driven chassis carry a drive.
- the links LEI, LE2 are connected at their chassis-side end to the track TRA, the links LEI, LE2 being arranged substantially symmetrically with respect to a longitudinal center line ⁇ of the chassis.
- the chassis is in areas of the head ends KOl, KO2 of its undercarriage frame via Dämpfungseinrichtu ⁇ gen DEl, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, DlO whose Stilwirk therapiesskomponenten preferably lie in a plane parallel to the rail plane and transverse to the direction of travel F. or obliquely arranged in space, directly connected to the car body WKA.
- a damper is the largest, from a vectorial decomposition of the direction of action of the built-damper according to an orthogonal Koor ⁇ dinatensystem laid by the chassis, whose origin coincides with the center of the respective considered damper 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 lying parallel to the rail plane transverse to the direction of travel.
- the Hauptwirkraumskomponenten all damping devices lie substantially in a common plane.
- the main directions of action of the damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 can thus run ver ⁇ 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 damping devices DE1, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 extend in a plane parallel to the rail plane substantially normal to the travel direction of the rail vehicle.
- the Dämpfungseinrichüingen DEl, DE2, DE3, DE4, DE5, DE6, DE7, DE8, DE9, D10 are designed as per se known hydraulic, pneumatic or hydropneumatic dampers, wherein the damping properties of the damper DEl, 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 LEI, 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 running gear FAR, in order to achieve the most uniform possible force reduction To ensure the entire chassis FAR and so minimize the occurring spas ⁇ peaks.
- axle carriers AT1, AT2, AT3, AT4 are connected to one another via two crossbeams, which are referred to below as head crossbeams KT1, KT2.
- the two head crossbeams KT1, KT2 are in this case connected via a respective damping device DE1, DE2 directly to the car body WKA.
- the two damping devices DEI, DE2 are arranged so that they act in the manner described above transversely to the direction of travel.
- the vehicle has a substantially Ei ⁇ 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 with the car body WKA.
- each of the axle carrier ATl, AT2, AT3, AT4 is connected directly at its free ends to the car body WKA via a damping device.
- 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.
- the main operating directions of the damping devices DE7, DE8, DE9, DE10 are oblique in the space between the chassis FAR and the car body WKA.
- a particularly favorable force reduction can be achieved by the symmetrical arrangement of the damping devices DE7, DE8, DE9, DE10, as in FIG. 2 with DE3, DE4, DE5, DE6.
- FIGS. 1, 2 and 3 a combination of the two embodiments illustrated in FIGS. 1, 2 and 3 is also possible in principle.
- spring elements ZF1, ZF2, ZF3, ZF4 interacting with the traverse TRA of the chassis FAR can be provided on the vehicle body WKA in order to influence the turning of the chassis FAR relative to the vehicle body WKA.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
- Vibration Prevention Devices (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP05758889A EP1771326B1 (en) | 2004-07-16 | 2005-07-07 | Articulated undercarriage coupling for improved traveling on route-related changes in curve |
PL05758889T PL1771326T3 (en) | 2004-07-16 | 2005-07-07 | Articulated undercarriage coupling for improved traveling on route-related changes in curve |
JP2007520613A JP2008506567A (en) | 2004-07-16 | 2005-07-07 | Bogie assembly link device with improved running performance when passing through a curve whose curvature varies depending on the path |
DE502005006338T DE502005006338D1 (en) | 2004-07-16 | 2005-07-07 | CHASSIS DRIVE TO IMPROVE THE HAZARD OF TRACTION-CHANGING CHAMBER CHANGES |
AU2005263215A AU2005263215B2 (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 |
---|---|---|---|
ATA1216/2004 | 2004-07-16 | ||
AT0121604A AT504310B1 (en) | 2004-07-16 | 2004-07-16 | RAIL VEHICLE WITH A TURNOVER-FREE MOVEMENT |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2006007613A1 true WO2006007613A1 (en) | 2006-01-26 |
Family
ID=35033303
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/AT2005/000254 WO2006007613A1 (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) |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
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 |
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 |
DE29812001U1 (en) | 1998-05-22 | 1999-11-25 | Siemens Duewag Gmbh | Rail vehicle, especially for local traffic |
Family Cites Families (8)
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 |
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 |
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 |
-
2004
- 2004-07-16 AT AT0121604A patent/AT504310B1/en not_active IP Right Cessation
-
2005
- 2005-07-07 JP JP2007520613A patent/JP2008506567A/en active Pending
- 2005-07-07 EP EP05758889A patent/EP1771326B1/en active Active
- 2005-07-07 AU AU2005263215A patent/AU2005263215B2/en not_active Ceased
- 2005-07-07 PL PL05758889T patent/PL1771326T3/en unknown
- 2005-07-07 DE DE502005006338T patent/DE502005006338D1/en active Active
- 2005-07-07 WO PCT/AT2005/000254 patent/WO2006007613A1/en active Application Filing
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
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 |
DE29812001U1 (en) | 1998-05-22 | 1999-11-25 | Siemens Duewag Gmbh | Rail vehicle, especially for local traffic |
Also Published As
Publication number | Publication date |
---|---|
PL1771326T3 (en) | 2009-07-31 |
EP1771326B1 (en) | 2008-12-24 |
JP2008506567A (en) | 2008-03-06 |
AU2005263215A1 (en) | 2006-01-26 |
AT504310B1 (en) | 2011-04-15 |
EP1771326A1 (en) | 2007-04-11 |
AU2005263215B2 (en) | 2008-12-18 |
DE502005006338D1 (en) | 2009-02-05 |
AT504310A1 (en) | 2008-04-15 |
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