EP3109121B1 - Bogie for multi-section rail vehicles and multi-section rail vehicle - Google Patents

Description

The present invention relates to a bogie for multi-unit rail vehicles according to the preamble of claim 1 and a multi-unit rail vehicle according to the preamble of claim 6.

A three-axle bogie with the features defined in the preamble of claim 1 is known from DE 2016754 A known. A multi-unit rail vehicle with the features defined in the preamble of claim 6 is known from DE 10 2012 002 611 A known. In this case, the invention relates to three-axle 6-wheel bogie with a trained from two frame elements divided frame for rail vehicles. The bogie comprises a Mittelradsatz and two Endradsätze, the position of which is mutually changeable for better Kurvengängigkeit. In generic three-axle bogies, in particular of passenger cars and traction vehicles, the three wheelsets are each mounted on a frame member. The wheelset, consisting of two wheels, for example, torsionally rigid connected to each other via a wheelset or designed as a loose gear, carries and guides the rail vehicle on the track and transmits the driving forces and braking forces from the vehicle to the track.

In the prior art, both three-axle bogies are described with one-piece frame and three-axle bogies with three-part frame. For this purpose, in particular the publications DE 1292157 A . DE 2123115 A and DE 102010040955 B4 called. These known bogies are structurally complex and produce a high production cost. In addition, they only allow insufficient envelope utilization when passing through a track curve.

Multi-unit rail vehicles, which are composed of two at least two car bodies and the center are connected to each other via a joint (Jakobsbauweise), are usually on three bogies, the middle bogie is located below the joint. The joint pivot point and the rotation point of the middle bogie are superimposed. An arrangement of the aforementioned type is described in AT-PS 11726. These are passenger cars consisting of several articulated compartments, two of which each rest on a common bogie with the ends facing each other. This design of the later named after the inventor Jacob bogie is used today in many rail vehicles worldwide. Advantageous are a smooth running of the vehicle, low transverse displacements when cornering and cost and weight savings. A multi-unit rail vehicle with a biaxial bogie and an intermediate car is disclosed in DE-AS 1142894. In the publication but also already the use disclosed by three-axle bogies and their disadvantages, which is why the teaching described in this document is based on a Schienengliederzug with an intermediate car and biaxial bogies.

Such multi-unit rail vehicles with bogies in Jakobsbauweise or quasi Jakobsbauweise have next to the disadvantage that the envelope utilization is bad, since the car bodies in the bow long inward, resulting in a very large curve inner envelope demand and at the same time the curve outer envelope is poorly utilized, continue the Disadvantage that the total vehicle length is limited. The latter results from the fact that a given car length, divided by the number of wheel contact points, gives the specific axle or wheelset load. The Jakobs or quasi-Jakobsbauweise is characterized by the fact that can be saved by the special arrangement of the bogie between the two car bodies generally a bogie, compared to the classic passenger train arrangement, where a car body rests on two bogies. Thus, the vehicle composition possibility is limited.

The object of the present invention is to provide a bogie for a multi-unit rail vehicle, which allows optimal envelope utilization of vehicles in quasi-Jakobsbauweise, whereby an improved is to be achieved, Furthermore, an improvement with too large vehicle length becomes too large axle load. In particular, the problem of high axle loads is solved by the arrangement of 3 instead of 2 axles in the middle bogie, ie 6 wheels instead of 4, if the load on this bogie masses of the car bodies too large distances to the next bogie uprising points are too large. In addition, the invention also includes a multi-unit rail vehicle comprising at least one such bogie, whereby the envelope of the rail vehicle can be optimized, which leads to the improvement of the Wagenkastengeometrie.

According to the invention this object is solved by the features of claims 1 and 6. Advantageous developments of the invention are contained in the respective appended claims.

The invention then relates to a three-axle bogie for multi-unit rail vehicles, wherein the bogie is designed as a 6-wheel bogie and at least two bogie frame comprises, wherein the bogie has a provided with Kragarmträgern transition carrier. Advantageously made possible by the Transition carrier below gained space the bogie design as a three-axle bogie, which can reduce the axle load compared to a biaxial bogie. The Kragarmträger are opposite to the longitudinal axis of the bogie opposite to a continuation of the transition carrier and protrude significantly beyond the two bogie frame addition.

According to a special feature, it is provided that the two bogie frame are connected to each other via a coupling rod and the idler wheels mounted per bogie frame, wherein the coupling rod forms the central axis of the bogie in conjunction with the two loose wheels.

Particularly advantageous is further provided that the two Kragarmträger each have an angled portion from the transitional portion and an adjoining horizontal portion, each extending approximately at the level of the wheel axles of the bogie, wherein on the horizontal portions of the Kragarmträger each articulated joints are arranged, preferably are formed as ball joints.

According to a further feature, it is advantageously provided that primary suspensions are arranged in the region of the wheel axles and idler gears, and in each case a cradle is arranged on secondary springs between the two bogie frames and the transition carrier.

Advantageously, it is further provided that the bogie is designed as a special drive bogie, wherein in the region of the outer sides of the wheels at least one drive module is arranged, which consists of a motor-gear unit.

The invention also relates to a multi-unit rail vehicle with a plurality of interconnected car bodies, between which opposite drive car body ends an intermediate car body is arranged, the facing ends of the car bodies rest on a bogie, which is designed as a 6-wheel bogie and at least two Bogie frame includes.

Advantageously, the bogie comprises a transition carrier which at the Wagenkastenenden facing sides cantilever beam which protrude beyond the two bogie frame and thereby reach under the car body ends, while the Wagenkastenenden arranged on the Kragarmträgern hinged joints are connected.

According to a particular feature of the invention it is provided that the two bogie frame are connected to each other via a coupling rod and the idler wheels mounted per bogie frame, wherein the coupling rod forms the central axis of the bogie in conjunction with the two loose wheels.

According to a particularly preferred feature, it is provided that the two Kragarmträger have an angled portion of the transitional portion and an adjoining horizontal portion, each extending approximately at the level of the wheel axles of the bogie, being arranged on the horizontal portions of the two Kragarmträger articulated joints are preferably formed as ball joints.

According to a further feature, primary suspensions are arranged in the region of the wheel axles and idler gears, and secondary springs and cradles are installed between the two bogie frames and the transition carrier.

Preferably, the bogie is designed as a special drive bogie, wherein in the region of the outer sides of the wheels at least one drive module is provided, which consists of a motor-gear unit.

Particularly preferably it is provided that the designed as intermediate car body car body is designed as a closed car body or car body with transitions to the adjacent car bodies without special modification to the 6-wheel bogie.

According to a further feature of the intermediate car body is provided in whole or in part for receiving or arranging electrical electronic and / or technical equipment.

Further details, features and advantages of the invention will become apparent from the following description of exemplary embodiments with reference to the accompanying drawings.

Fig. 1:

in perspektivischer Ansicht ein dreiachsiges Drehgestell mit zweigeteiltem Rahmen,

Fig. 2:

ein dreiachsiges Drehgestell mit zweigeteiltem Rahmen in einer Ansicht von unten,

Fig. 3:

ein mehrgliedriges Schienenfahrzeug in einer Seitenansicht in Schnittdarstellung,

Fig. 4:

ein mehrgliedriges Schienenfahrzeug in einer Seitenansicht in Schnittdarstellung,

Show it

Fig. 1:

in perspective view a three-axle bogie with two-part frame,

Fig. 2:

a three-axle bogie with two-part frame in a view from below,

3:

a multi-unit rail vehicle in a side view in sectional view,

4:

a multi-unit rail vehicle in a side view in sectional view,

In the FIGS. 1 and 2 an embodiment of a three-axle bogie for multi-unit rail vehicles is shown. The bogie 1 is designed as a 6-wheel bogie and includes two bogie frame 1.1, 1.2. The bogie 1 has a provided with Kragarmträgern 2.1, 2.2 transition carrier 2. The Kragarmträger 2.1, 2.2 lie opposite to the longitudinal axis of the bogie 1 opposite and protrude beyond the two bogie frame 1.1, 1.2 also. The two bogie frames 1.1, 1.2 are interconnected via a coupling rod 1.3 and the per bogie frame 1.1, 1.2 mounted idler gears c, d. The coupling rod 1.3 forms in conjunction with the loose wheels c, d, the middle axis y of the bogie 1. The two Kragarmträger 2.1, 2.2 have an angled from the transitional support 2 in the direction of axles section 2.1.a, 2.2.a and an adjoining horizontal section 2.1.b, 2.2.b, which runs in each case approximately at the level of the wheel axles of the bogie. On the horizontal sections 2.1.b, 2.2.b of the cantilever beam 2.1, 2.2 joints 2.3, 2.4 are arranged, which are preferably designed as ball joints. In the area of the wheel axles x, y, z, primary suspensions 3 are provided, and between the bogie frames 1.1, 1.2 and the transition carrier 2, secondary springs 4 and cradles 5 are arranged in known construction. The bogies 5 per bogie frame 1.1, 1.2 each have a connection to the transition support 2. The per bogie frame 1.1, 1.2 provided secondary springs 4 are each offset from the pivot point of the bogie. The bogie 4 is designed as a special drive bogie. In the area of the outer sides of the wheels a, c; d, f is in each case a drive module 6 is provided, which consists of a motor-gear unit.

The Figures 3 and 4 show an inventive multi-unit rail vehicle with a plurality of interconnected car bodies 10, 20, 30 between the drive car body ends 11, 21, an intermediate car body 30 is arranged. The mutually facing ends of the car bodies 10, 20 lie on the bogie 1. The bogie 1 already described above is designed as a 6-wheel bogie. The bogie 1 therefore comprises a transition support 2, which at the Wagenkastenenden 11, 21 facing sides Kragarmträger 2.1, 2.2, which protrude beyond the bogie frame 1.1, 1.2 and thereby reach under the Wagenkastenenden 11, 21, wherein the Wagenkastenenden 11, 21 are arranged on the cantilever beams 2.1, 2.2 arranged articulated joints 2.3, 2.4. To avoid Repetitions are referred to the above-mentioned embodiments with regard to the description of the bogie for the multi-unit rail vehicle.

Trained as intermediate car body car body 30 is in a variant according to Fig. 3 as a closed car body 30a and according to a further embodiment according to Fig. 4 formed as a car body 30b with transitions for passengers to the adjacent car bodies 10, 20. The car body 30 may be, depending on the embodiment, be wholly or partially formed for receiving or arrangement of electrical, electronic and / or technical equipment.

Claims (12)

1. A three-axle bogie for multi-unit rail vehicles, the bogie (1) being in the form of a 6-wheel bogie and comprising at least two bogie frames (1.1, 1.2),
   wherein
   the bogie (1) has a transitional support (2) that is provided with cantilever supports (2.1,2.2),
   characterized in that
   the cantilever supports (2.1, 2.2) lie opposite one another along the longitudinal axis of the bogie (1) and project out beyond the at least two bogie frames (1.1, 1.2).
2. A bogie according to claim 1, characterized in that the two bogie frames (1.1, 1.2) are connected with one another through a coupling rod (1.3) and the idler (c, d) mounted on each bogie frame (1.1, 1.2), the coupling rod (1.3) forming the middle axle (y) of the bogie (1).
3. A bogie according to claims 1 and 2, characterized in that the two cantilever supports (2.1, 2.2) have a section (2.1.a, 2.2.a) bent from the transitional support (2) in the direction of the wheel axles and a following horizontal section (2.1.b, 2.2.b), each of which runs at about the height of the wheel axles of the bogie, each of the horizontal sections (2.1.b, 2.2.b) of the cantilever supports (2.1, 2.2) having knuckle joints (2.3, 2.4) arranged on them, which are preferably in the form of ball joints.
4. A bogie according to any one of claims 1 through 3, characterized in that primary suspensions (3) are provided in the area of the wheel axles (x, y, z) and secondary suspensions (4) and bolsters (5) are arranged between the bogie frame (1.1, 1.2) and the transitional support (2).
5. A bogie according to any one of claims 1 through 4, characterized in that the bogie (4) is in the form of a special motor bogie, at least one drive module (6) being provided in the area of the outer surface of each of the wheels (a, c; d, f), this drive module (6) consisting of an engine-transmission unit.
6. A multi-unit rail vehicle with multiple car bodies (10, 20, 30) connected with one another whose car body ends (11, 21) without running gear have an intermediate car body (30) arranged between them, the facing ends of the car bodies (10, 20) lying on a bogie (1), the bogie (1) being in the form of a 6-wheel bogie and comprising at least two bogie frames (1.1, 1.2),
   characterized in that
   the bogie (1) comprises a transitional support (2), which has cantilever supports (2.1, 2.2) on the sides facing the car body ends (11, 21), these cantilever supports (2.1, 2.2) projecting out beyond the bogie frames (1.1, 1.2) and extending under the car body ends (11, 21), the car body ends (11, 21) being connected with knuckle joints (2.3, 2.4) arranged on the cantilever supports (2.1, 2.2).
7. A rail vehicle according to claim 6, characterized in that the bogie frames (1.1, 1.2) are connected with one another through a coupling rod (1.3) and the idler (c, d) mounted per bogie frame (1.1, 1.2), the coupling rod (1.3) forming the middle axle (y) of the bogie (1).
8. A rail vehicle according to claims 6 and 7, characterized in that the cantilever supports (2.1, 2.2) have a section (2.1.a, 2.2.a) bent from the transitional support (2) followed by a horizontal section (2.1.b, 2.2.b), each of which runs at about the height of the wheel axles of the bogie, each of the horizontal sections (2.1.b, 2.2.b) of the cantilever supports (2.1, 2.2) having the knuckle joints (2.3, 2.4) arranged on it, which are preferably in the form of ball joints.
9. A rail vehicle according to any one of claims 6 through 8, characterized in that primary suspensions (3) are provided in the area of the wheel axles (x, y, z) and secondary suspensions (4) and bolsters (5) are arranged between the bogie frames (1.1, 1.2) and the transitional support (2).
10. A rail vehicle according to any one of claims 6 through 9, characterized in that the bogie (4) is in the form of a special motor bogie, at least one drive module (6) being provided in the area of the outer surface of each of the wheels (a, c; d, f), this drive module (6) consisting of an engine-transmission unit.
11. A railroad car according to any one of claims 6 through 10, characterized in that the car body (30) in the form of an intermediate car body is in the form of a closed car body (30a) or in the form of a car body (30b) with passageways to the adjacent car bodies (10, 20).
12. A railroad car according to claim 11, characterized in that the car body (30) is provided entirely or partly to hold or arrange electrical, electronic, and/or technical equipment.

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