EP0548044B1 - Rail vehicle - Google Patents

Abstract

The invention relates to a rail vehicle, in particular low-platform vehicle, for example for local transport, such as tram or the like, having a plurality of coach bodies 1,2 which can be pivoted with respect to one another, and each of which is supported on an, in particular bolsterless, bogie 4 by means of secondary springs 27, the wheels 5 of which bogie are, if necessary, driven, the wheels 5 of the bogey 4 being mounted on a transverse bridge 6, in particular by means of a respective rocker 7, and a coupling device 8 for connecting the transverse bridge 6 to the coach body 1,2 being provided and a bridge 3 which is constructed as a floating coach body is arranged between two coach bodies 1,2 each supported on a bogie 4 and is coupled to the adjacent, supported coach bodies 1,2 via in each case one of two joints 9 which are at a distance from the one another in the longitudinal direction of the vehicle, the coach body 1,2 being spring-mounted on the bogey frame 6 by means of the secondary springs 27 in a transversely and rotationally elastic fashion by virtue of their flexicoil effect and the relative pivoting, under the influence of the flexicoil effect of the secondary suspension 27, between bogie 4 and coach body 1,2 being limited in a manner known per se, stops which are constructed in particular as buffers 18 being connected to the bogey frame 6 and interacting with counter stops 13 on the coach body 1,2 and the coupling device 8 connecting the coach body 1,2 there to the bogie 4 in a longitudinally rigid or longitudinally inflexible fashion. <IMAGE>

Description

The invention relates to a rail vehicle with several against each other swiveling car body, each of which is supported on wheels, being between two supported car bodies, one designed as a floating car body Bridge is arranged, each over one of two in the vehicle longitudinal direction spaced joints with the adjacent, supported Car body is coupled. Such vehicles are primarily intended as Low-floor vehicles are designed and e.g. for local traffic, such as trams and the like.

In recent years, for environmentally friendly and energetic reasons rail-bound, public transport, especially local transport, devoted great interest. Due to the higher comfort demands of the passengers trams and light rail vehicles are preferably designed in low-floor design, with only one level compared to three or when getting in and out There are more steps to overcome in conventional vehicles. The aim is Avoiding pedestals inside the car.

The task of developing low-floor vehicles leads to new ones Vehicle configurations. That which has existed in Central Europe since the mid-1950s Vehicle concept (bogie under the body joints) led Low-floor versions with small chassis distances. Bogies have proved to be good for tracking, but had to because of the narrow traveling arches in the existing local transport networks in low mutual Intervals are arranged. The short distance was therefore not due to the maximum permissible axle load. Due to the low floor height above the In the case of low-floor versions, the rail level protrudes each undercarriage into the passenger compartment and divides it into wheel arches, portals that are often not concealed or similar.

From the aforementioned circumstances, self-steering became Single-axle trolleys with idler wheels developed. This made a small space requirement and ensures maximum utilization of the permissible axle load. This Self-steering currently exists without being driven Prototypes. The lack of operational experience and problems with driveability have led to some skepticism among numerous local transport companies.

From CH-PS 153359 it became known, two car bodies, each with two rigid axles is provided with a bridge between the two Car body is arranged and has no wheels, pivotally coupled. The The bridge is said to interpose a suspension without affecting the Curve mobility can be mounted displaceably, each for the displacement Car body is equipped with side members that carry slideways and extend into extend the base of the bridge.

Bogies have generally proven their worth. To such landing gear for To be able to use low-floor designs, idler wheels had to be used , on the other hand, a vehicle configuration had to be found that one large chassis distance in the longitudinal direction of the vehicle allowed.

This was achieved for the first time through the so-called joint control principle, at a bogie is placed in the middle under the car body and two Adjacent car bodies can be connected by a rigid vertical joint. This means that in a vehicle with two car bodies, compared to the one in Central Europe usual concept, one bogie saved per two car bodies will. This concept is modular on three, four or more car bodies expandable. During the circular arc travel one according to the joint control principle assembled train, all bogies are radial. There is none Relative angle between the bogie and the one assigned to it Car body. If the bend changes, the bogie turns out. The provision the bogie is made by the known flexicoil effect of the secondary suspension. This restoring torque is also to ensure stable straight running necessary. The vehicle concept mentioned is only for relatively slow ones Rail vehicles are suitable up to a maximum speed of 100 km / h.

The disadvantage of this configuration is caused by the classic Tram networks required a relatively large turning angle of the bogie in turn requires a large envelope requirement, which increases with the number Car body rises. Furthermore, it is above the chassis, through the big one Turning angle of the bogie, existing between the wheels of the bogie Passage space for passengers is severely restricted.

In the case of a rail vehicle with several that can be pivoted against one another Car body, each of which on a, especially cradle-less bogie Secondary springs is supported, the wheels of which may be driven, wherein the wheels of the bogie on the bogie frame, especially one Swing arm, are mounted and a coupling device for connecting the Bogie frame is provided with the body and between two each a bogie-supported car body, one as a floating car body trained bridge is arranged, each over one of two in Vehicle longitudinal direction spaced joints with the adjacent, supported car body is coupled, the car body makes entry into one Curve the movement of the bogie if it is rigid with it Car body is connected. The spontaneous rotation of the car body occurs, is registered unpleasantly by the passengers.

The EU-A2 271 451 made a bogie with two side parts known, which are connected to one another in the middle by a cross bridge, the Cross bridge at one end a pivot bearing for one of the two side parts of the Bogie carries to a relative pivoting of the two side parts against each other to allow with the aim to compensate for unevenness in the track. Furthermore, the cross bridge is centrally equipped with a coupling device, which with the car body is connectable. This coupling device allows the transmission of longitudinal forces between the bogie and the body. Furthermore, it is Provide the cross bridge with stops, with counter stops on the car body cooperate to limit transverse movement of the body. The The arrangement of these stops or counter-stops does not allow one Limit rotation of the bogie against the body. The Relative rotation of the bogie relative to the car body is thus at known device almost unlimited, which adversely affects driving behavior of the rail vehicle.

Addressing the disadvantages of the known facility is one of the goals of Invention. This is achieved when the vehicle mentioned above Art, the supported, not designed as a bridge car body Secondary springs are each supported on a single bogie, the frame is connected to the car body via a coupling device, the Secondary springs are designed as flexicoil springs, so that the body is transverse and are torsionally elastic on the bogie frame, and that with the Bogie frames, in particular stops connected as buffers, which cooperate with counter-stops on the car body to the under the Influence of the flexicoil effect of the secondary suspension of the relative movement limit between bogie and car body, and that the coupling device the supported car body, not designed as a bridge, is longitudinally rigid or rigidly connected to the bogie.

The rail vehicle according to the invention has the damping of the Transverse movements of the car body provide high driving comfort. Because of the engagement "real" bogies (with wheel axles that are always parallel to each other, in small mutual distance of e.g. 1.8 to 2 m), which a turning movement of the Allow bogie under the car body, their transfer to the Carriage is delayed, the executives are also approaching Reduced wheelsets. This also increases driving comfort and reduces it Wheel-rail wear. Through the arrangement of, in particular, buffers Stops on the cross bridge of the bogie frame, symmetrical to Longitudinal center plane of the bogie, the car body counter stops has to limit the relative pivoting between bogie and Body with the stops arranged on the cross bridge, in particular the Buffering, interacting, it is ensured that the bogie only after one certain rotation (about 2 °) over the buffers to the side of the car body is coming. The transverse spring characteristic is therefore non-linear.

In a further embodiment of the subject matter of the invention, it can be provided that that with longitudinally rigid formation of the connection between the body and Bogie, the coupling device for the longitudinally rigid connection of spring assemblies has, whose axes extend substantially in the vehicle longitudinal direction and each with one end on the car body and the other end on Bogie frames are supported. This provides a particularly easy way to Transfer of traction and braking forces from the bogie to the body hinder the springs extending in the longitudinal direction of the vehicle Cross and rotary movements of the car body relative to the bogie with only small restoring forces. To this transverse and rotary movements also provided, in the longitudinal direction rigid connection between the body and To enable bogie is in a further embodiment of the Subject of the invention provided that in a manner known per se, the Coupling device is designed as a link and that this Handlebar connection has a two-armed lever, which is preferably centered with the car body, in particular with a side member of the car body or with the cross bridge connecting the two side members of the bogie frame is pivotally connected, in the region of each end of the two-armed lever each attacks a handlebar that with its from the two-armed End of the lever at the cross bridge or in the case of the two-armed lever the cross bridge attacks, is articulated to the body.

To achieve a space-saving execution, it is useful if the two-armed levers pivotally connected to the side member of the car body penetrates a transverse slot in the car body and preferably over a vertical axis is connected to the car body or its side members.

To support the flexicoil effect of the secondary springs additional springs acting transversely to the longitudinal direction of the vehicle are provided be. These springs can be centered symmetrically between the cross bridge of the Bogie frame and the car body can be arranged.

The two-armed lever can be used to support the flexicoil effect of the Secondary suspension with pure rotary movement between bogie and body, via spring assemblies on the bogie frame, especially on its cross bridge be supported.

The need for envelope space in curves is favorably influenced, if in itself As is known, the length of the bridge is at most equal to the length of the neighboring one supported car body. Due to the above design, it is possible to To keep envelope space small.

In a version in which the four wheels of each bogie on the wagon body side are each covered by a wheel arch, it proves to be cheap, if each wheel arch under two rows of with their backs facing each other, is arranged laterally adjacent pairs of seats. This enables the low-floor flooring can also be arranged around the wheel arches without pedestals can.

A train can be assembled modularly, the number of which supported and formed the number of floating car bodies one is an odd number, especially 3.5 or 7. The smallest basic unit sets Vehicle consisting of three car bodies, namely two supported and one floating car body, the between the two supported car body is arranged. In this basic unit, the joints between the floating car body and each of the adjacent car body as Tanner joints trained, in longer vehicles the other joints alternately designed as a Gerber joint and as a simple joint to im Changes in incline and their transition curves to be able to drive easily.

In the quasi-static arc run, the end supports are supported Car body adjoining floating car body (bridges) centrifugal force on the terminal car body transferred. The moment of these forces regarding the The center of the bogie must be diagonally opposite of the two Wheel flanges of the wheels of the bogie are included. This moment can be compensated quasi-statically if the bogies of the terminal Body from the middle of the body against the neighboring bridge are shifted.

Fig. 1 in einer Seitenansicht ein erfindungsgemäß ausgestattetes Schienenfahrzeug,

Fig. 2 Bestandteile (Moduls) für den Aufbau eines erfindungsgemäßen Schienenfahrzeuges,

Fig. 3 in Seitenansicht ein aus in Fig. 2 dargestellten Bestandteilen (Modulen) aufgebautes Schienenfahrzeug,

Fig. 4 eine Draufsicht auf das in Fig. 3 dargestellte Schienenfahrzeug bei entferntem Dach,

Fig. 5 ein weiteres, ebenfalls aus in Fig. 2 dargestellten Bauteilen (Modulen) aufgebautes Schienenfahrzeug in Seitenansicht, die

Fig. 6 - 11 jeweils in Draufsicht, das Verhalten verschieden aufgebauter Schienenfahrzeuge beim Befahren von Gleisbögen, die

Fig. 12 und 13 in Gegenüberstellung das Verhalten eines mit einem Drehgestell ausgestatteten Fahrzeuges und eines mit zwei Einzelachsfahrwerken ausgestatteten Fahrzeuges beim Befahren von Bögen gleicher Krümmung, die

Fig. 14 und 15 im Prinzip, jedoch in vereinfachter Form, zwei Beispiele für die Anbindung des Drehgestelles an den (nicht dargestellten) Wagenkasten, die

Fig. 16 und 17 jeweils in Draufsicht ein Schienenfahrzeug beim Befahren eines Kurvenbogens bzw. bei Einfahrt in einen Kurvenbogen,

Fig. 18 eine Darstellung zur Erläuterung der Kräfteverhältnisse bei Bogenfahrt,

Fig. 19 in Draufsicht ein Drehgestell zur Verbindung mit einem Wagenkasten in erfindungsgemäßen Schienenfahrzeugen mit längsstarrer Ankoppelung,

Fig. 20 einen Schnitt entlang der Linie XX-XX in Fig. 19, die

Fig. 21 eine Ausführungsform eines Drehgestelles für längsstarre Ankoppelung am Wagenkasten,

Fig. 22 halb im Schnitt und halb in Ansicht ein Federelement, wie es in Konstruktionen gemäß Fig. 21 angewendet werden kann,

Fig. 23 eine Draufsicht auf ein Drehgestell mit längssteifer Ankoppelung des Wagenkastens am Drehgestell,

Fig. 24 einen Schnitt entlang der Linie XXIV - XXIV in Fig. 23,

Fig. 25 eine Draufsicht auf ein Drehgestell mit darüberliegendem Wagenkasten, wobei die Radverkleidung im rechten Teil der Fig. 25 abgehoben ist,

Fig. 26 eine Draufsicht entsprechend der Fig. 25, jedoch nach einer Relativdrehung zwischen Wagenkasten und Drehgestell,

Fig. 27 eine Seitenansicht des Drehgestells mit darüber angeordneten Sitzen,

Fig. 28 eine der Fig. 27 zugeordnete Seitenansicht, und

Fig. 29 eine der Fig. 28 entsprechende Ansicht, jedoch mit einem Drehgestell für eine gegenüber Fig. 3 geringere Spurweite.

The invention is explained in more detail below with reference to the drawings revealing features essential to the invention, for example. Show it,

1 is a side view of a rail vehicle equipped according to the invention,

2 components (module) for the construction of a rail vehicle according to the invention,

3 is a side view of a rail vehicle constructed from components (modules) shown in FIG. 2,

4 shows a top view of the rail vehicle shown in FIG. 3 with the roof removed,

5 shows a further rail vehicle, also made up of components (modules) shown in FIG. 2, in a side view;

Fig. 6 - 11 in plan view, the behavior of differently constructed rail vehicles when driving on curves, the

12 and 13 in comparison, the behavior of a vehicle equipped with a bogie and a vehicle equipped with two single-axle bogies when driving on bends of the same curvature, the

14 and 15 in principle, but in a simplified form, two examples of the connection of the bogie to the (not shown) car body, the

16 and 17 each show a top view of a rail vehicle when negotiating a curve or when entering a curve,

18 is an illustration for explaining the force relationships when traveling through bends,

19 is a top view of a bogie for connection to a car body in rail vehicles according to the invention with longitudinally rigid coupling,

Fig. 20 is a section along the line XX-XX in Fig. 19, the

21 shows an embodiment of a bogie for longitudinally rigid coupling to the car body,

22 half in section and half in view a spring element, as can be used in constructions according to FIG. 21,

23 is a plan view of a bogie with longitudinally rigid coupling of the car body to the bogie,

24 shows a section along the line XXIV-XXIV in FIG. 23,

25 is a plan view of a bogie with the car body lying above it, the wheel cover being lifted off in the right part of FIG. 25,

26 is a plan view corresponding to FIG. 25, but after a relative rotation between the car body and the bogie,

27 is a side view of the bogie with seats arranged above it;

28 is a side view associated with FIG. 27, and

29 is a view corresponding to FIG. 28, but with a bogie for a smaller track width compared to FIG. 3.

In the drawing, 1 and 2 car bodies are referred to each other are pivotable. In the car body 1, there are those that to the Ends of the rail vehicle are arranged, whereas those designated 2 Car body between the terminal car body 1 are arranged. Everyone who swiveling car body 1, 2 is on one in the illustrated embodiment cradle-free bogie 4 supported. The wheels 5 of the bogie can be driven, but also bogies with non-driven wheels 5 possible. The wheels 5 of the bogie 4 are on a cross bridge 6 of the Bogie frame esp. In swing 7 (Fig. 20, 24) stored. The Swing arm bearing is designated 22. To connect the cross bridge 6 with the Car body 1 or 2 is one designated 8 in the drawing as a whole Coupling device provided. Between two each supported on a bogie 4 Car body 1 or 2, a bridge 3 is arranged, which as a floating Car body is formed and each one of two in Vehicle longitudinal direction spaced joints 9 with the adjacent, each coupled to a bogie body 1, 2 is coupled.

In Fig. 1 the smallest basic unit of a rail vehicle is shown, the consists of a total of three car bodies, namely two terminal car bodies 1 and a car body 3 in between. The joints 9 are at one such basic unit as tannery joints and form a vertical Axis of rotation and can absorb moments about the lateral axis.

As illustrated in Fig. 2, the system is modular, so Rail vehicles consisting of five, seven and more car bodies are possible as illustrated in Figs. 3-5 and 16 and 17 in more detail. The joint 9 is in the drawings symbolically only by the bellows-like outer lining shown. If the bogies 4 are designed with driven wheels 5, this is done the drive preferably via wheel hub motors 23, which as Three-phase asynchronous motors can be formed directly via planetary gear 24 on the wheels 5. This compact arrangement allows the drive directly under to accommodate adjacent wheel arch 20 (Fig. 27-29), the seats with their Leaning 21 dos-à-dos are arranged on each box 12 without podiums in Passenger compartment must be provided. This way it is possible to get one continuous low floor height of approx. 300 mm. Everyone Wheel arch 20 is located under two rows I, II of each other with their backrests 21 facing side-by-side seat pairs III and IV. A comparison of the Fig. 28 and 29 shows that the seat arrangement even with narrow gauges up to 900 mm Gauge is identical to the seating arrangement for cars for normal gauge, but is the Bogie frames for narrow gauge narrower than normal gauge.

As can be seen in particular from FIG. 2, the length of the bridge 3 at most equal to the length of the ones adjacent to it in the rail vehicle Bogies supported car body 1 or 2 if the requirement of a small envelope is set.

In a conventional type of rail vehicle with two bogies (Fig. 6) 4 ', 4' 'and a car body 1' between arches between Car body 1 'and each bogie 4' an angle α. This representation is idealized, insofar as no consideration for track play and position of the bogies was taken in the track channel.

When the bogies 4 'or 4' '(FIG. 7) are arranged approximately in the middle on two articulated car body 1 ', 1' 'there is no relative angle between the arc Car body 1 ', 1' 'and bogie 4' '. The entire kink angle 2α arises between the car bodies 1 ', 1' '. The comparison of different concepts is here always with the same bogie distances.

Would one stop at the body joint to limit the Attach kink angle (e.g. max. Kink angle α), then the rest of each α / 2 on each bogie 4 ', 4' 'are added (Fig. 8). With the vehicle 9 there is a kink at each car body joint by the angle α. However, this only applies to quasi-static arches. This would be curve behavior comparable to a real two-axle vehicle. The small wheelbase of approx. 1.8 to 2.0 m (between 2 consecutive wheel arches) requires high managers on the tarnishing wheelsets, especially when it comes to driving on a Change in curvature comes with a point of discontinuity (transition straight to arc). It the moments of inertia of the car body must be absorbed.

There are two ways the appearance of senior executives increases prevent, namely either enlarging the wheelbase over 3 m according to one concept described in WO 91/02674 with single wheel / single chassis, what but to avoid large starting angles, a positively controlled radial control of the Single chassis, or a concept with "real" bogies mutually parallel wheel axles, the turning movement of the Allow bogie under the body, as this is the subject Proposes invention.

Rail vehicles are different from road vehicles sufficient cross suspension necessary. Since this is primarily a Commuter vehicle in the lower speed class can Longitudinal linkage of the car body 1 on the bogie 4 to be rigid or very stiff Transfer braking or driving forces from the bogie 4 to the body 1. If a vehicle designed in this way (FIG. 9) now moves from the straight line into the curve, then the bogie 4 is immediately turned into the bow. The mass and that too Mass moment of inertia of the bogie 4 are small compared to that of the Car body 1. The heavier car body 1 therefore initially lingers in his Location. In the further course of time the elastic restoring forces Secondary suspension of the car body 1 of the bogie "pulled". The angle between bogie 4 and car body 1 is reduced again until in the case of pure circular arc travel, the angle reaches zero. The frequency and the The amplitude of this transient is dependent on the character of the secondary spring and their damping depends.

When continuing into the curve, the angle between bogie 4 and Car body 1 - as already mentioned - from again. The angle between neighboring ones The car body is enlarged and reaches its maximum in a constant circular arc. This differentiates the concept from that of FIGS. 6 and 7.

10 and 11, the comparison between the Joint control principle without a bridge, for example according to DE-OS 32 05 613A and the System shown according to the subject invention.

Quasi-static driving through the arch entrance causes one there Turning angle α between the car bodies and the bogies. This occurs at the Configuration with bridge 3 (Fig. 11) not because the "floating" bridge 3 for provides a balance.

From Fig. 16 it can be seen that the rail vehicle according to the invention ideally fits a bow. The envelope is designated 33.

From Fig. 17 it can be seen that even in extreme positions when for example, bridge 3 is in the entrance to an arch (switch), favorable conditions with regard to the need for envelope 33 can be achieved and relatively wide car bodies can be designed in this way.

18 illustrates the force relationships in the so-called quasi-static ground run. The centrifugal force acting on the bridge 3 to the extent of 2B is transferred in each case to the neighboring car body 1 in half, thus in the extent B. A force A acts on the body at a distance x from the center of the bogie. Now the relationship A. x = B. y adhered to, there are no additional managers on the wheelsets. y is the distance at which force B acts from the center of the bogie.

Assuming that the mass distribution of the car bodies, including the electrical equipment and the interior equipment, is approximately assumed to be the same load, the overhang over the terminal vehicle body 1 of the relationship ü = a 1 + 2b / a follow, where a is the distance of the joint adjacent to the bogie from the center of the bogie 4 and b is the distance of the joint 9 from the center of the bridge coupled to the terminal car body 1.

Dynamic effects that turn the bogies 4 by an angle β effect, occur approximately the same in both concepts (with and without a bridge) Order of magnitude. The sum angle in the concept according to FIG. 10 is greater than with that according to Fig. 11. But that means that the passage width over the Bogies (low-floor vehicle) with an arrangement according to FIG. 10 may be smaller got to. A comparison of a cross-sprung two-axle (Fig. 13) with one torsionally elastic bogie according to Fig. 12 same transverse spring stiffness and The same wheel base shows that the run-up angle α between the running edge of the rail and the wheel plane of the two-axle vehicle according to FIG. 13 is higher than that of Bogie vehicle according to FIG. 12.

There are requirements for the connection of the car body to the bogie provided, which can be seen in principle from Fig. 15. 14 shows another Execution also according to the principle. The connection is transverse and torsionally elastic by the flexicoil effect of the secondary suspension, which the car body on Bogie frame supported. 14 and 15, the double arrow D indicates the Elasticity and the double arrow Q indicate the transverse elasticity. This can support by additional transverse spring elements, as shown in FIGS. 21, 22. Stops are provided to reduce the angle of rotation or the transverse movements limit.

The connection of the Carriage body to be longitudinally rigid or longitudinally rigid on the bogie, as below is explained.

The coupling device between the car body 1 or 2 and the cross bridge 6 of the bogie frame has spring assemblies 10 and 11 according to FIGS. 23 and 24, whose axes extend essentially in the vehicle longitudinal direction and the each with one end against the car body 1 or 2 and with the other end are supported on the cross bridge 6. 23 and 24 of the car body 1 only the side member 15 is shown. The coupling between bogie 4 and Car body 1 is longitudinally rigid for the inclusion of brake and Accelerating forces, however - as will be explained later - also across and torsionally elastic.

19 to 21 show arrangements in which the coupling device as Handlebar connection to achieve a longitudinally rigid connection of the Bogie frame is formed with the car body.

In the embodiment according to FIGS. 19 and 20, the coupling device 8 is as Joint parallelogram formed. The bearings 12 of the handlebars forming the cranks 25 of the four-bar linkage are essentially symmetrical on the cross bridge 6 Longitudinal center plane arranged. The coupling of a two-armed lever 13 Joint parallelogram passes through a transverse slot 14 in the longitudinal member 15 and thus also in car bodies 1, 2. The two-armed lever 13 is connected via a vertical axis 16, the middle between the bearings 17 of the handlebars located in the two-armed lever 13 25 is arranged, connected to the longitudinal beam 15 of the car body 1 or 2.

At the cross bridge 6 are symmetrical to the longitudinal center plane of the bogie 4 stops designed as buffers 18 (FIGS. 19, 23, 25, 26) are arranged. Of the Car body 1 or 2 has counter-stops 19, which limit the Relative pivoting between the bogie 4 and the car body 1 or 2 with the stops arranged on the cross bridge 6, in particular the buffers 18, work together. Fig. 26 clearly shows that in the deflected state the car body 1 abuts a buffer 18 via one of the counter stops 19. The Buffers 18 limit both the transverse movement of the car body 1 and 2 opposite the bogie 4 and the rotation of the bogie 4 compared to Body 1 or 2. The suspension of body 1 or 2 against Bogie 4 is made using primary and secondary springs. The primary suspension is included formed as a rubber spring 26. The secondary suspension can be made of steel or rubber or be designed as an air spring. It is designated 27.

A vertical damper 28 is parallel to each spring column of the secondary spring 27 arranged.

At least one is between the rotating part 4 and the car body 1 Cross damper 29 arranged, which is also effective as a roll damper. Each The bogie is also provided with two magnetic rail brakes 30. The Cross bridge 6 is torsionally soft (X- or H-shaped) to avoid twists, those when driving on a ramp (camber in Vignolgleisen) or with track position errors occur, so that there are no significantly different wheel loads occurrence. The wheel hub motors 23 are supported by lane keeping rods 31 connected, which can also serve as a clearing house and exact compliance of the gauge in all operating conditions to ensure the related function of a wheelset shaft, yes in the bogies shown does not exist to meet.

21, the two-armed lever 13 is in the middle in the this version H-shaped cross bridge 6 mounted. The in the camps 17 to the both ends of the two-armed lever 13 mounted handlebar 25 are at their from Stock 17 remote end stored on the car body. The handlebars 25 extend in opposite directions from the two-armed lever 13 away. To support the flexicoil effect of the secondary springs are additional Springs 40 are provided which are substantially transverse to the longitudinal direction of the vehicle are arranged.

An embodiment of such a spring can be seen in FIG. 22. The Spring plates are designated 41, 42. The compression of the spring and thus also the transverse or rotational movement of the car body 1 with respect to the bogie 4 is delimited by a stop 43 which has a rubber buffer 44 cooperates. The rubber buffer 44 protrudes from the lid 47 into the interior of a Housing 48, the bottom of which is formed by one of the spring plates 41. The spring plate 41 guides a piston 49 passing through the spring, on which the stop 43, is preferably fastened by means of screws 50. The piston 49 has on its free, from the stop 43 remote end of a bearing bore 45 for connection to the Car body or the cross bridge, whereas the connection of the spring 40 to the Cross bridge or the car body by means of a (not shown) pin, which a bearing bore 46 in one connected to the cover 47 of the housing 48 Tab 51 penetrated.

The two-armed lever 13 can, but need not, have spring assemblies 47 (Rubber / metal springs) to be supported on the cross bridge 6. These spring packs result in an additional torsion spring, which the Flexicoil effect of Secondary suspension 27 with a pure rotary movement of the bogie relative to Car body supports. The arrangement of the spring assemblies 47 is made so that when rotating - depending on the direction of rotation - only one spring assembly on pressure is claimed.

With 32 in the drawing, the brake discs are referred to Normal gauge (Fig. 19, 20 and 23 - 26, 28) are within the gauge, at Narrow gauge (Fig. 29) are however arranged outside the gauge.

Claims (10)

1. A rail vehicle with a plurality of coach bodies adapted to pivot in respect of one another and each of which is supported on wheels, whereby, there is between two supported coach bodies a bridge constructed as a floatiog coach body and which is coupled to the adjacent supportod coach bodies via one of two articulated couplings spaced apart from each other in the longitudinal direction of the vehicle, characterised in that the supported coach bodies which are not constructed as a bridge are each supported on a single bogie by means of secondary springs, the frame (6) of each bogie being connected to the coach body via a coupling arrangement, the secondary springs being conastructed as flexi-coil springs so that the coach bodies are transversely and torsionally elastically sprung on the bogie frame (6) and in that there are connected to the bogie frame (6) abutments which are in particular constructed as buffers (18) and which co-operate with mating abutments (19) on the coach body (1, 2) in order to limit the relative movement between bogie (4) and coach body (1, 2) which is subject to the influence of the flexi-coil action of the secondary springing (27) and in that the coupling arrangement connects the supported coach body (1, 2) which is not constructed as a bridge to the bogie (4) in longitudinally stiffened or longitudinally rigid manner.
2. A rail vehicle according to claim 1, characterised in that the bogie is constructed as a bolsterless bogie.
3. A rail vehicle according to claim 1 or 2, characterised in that each of the wheels is mounted on the bogie frame via a rocker arm.
4. A rail vehicle according to one of claims 1 to 3, characterised in that the wheels of the bogie are driven.
5. A rail vehicle according to one of claims 1 to 4, characterised in that the coupling arrangement for the longitudinally stiffened connection of the coach body (1, 2) to the bogie comprises spring packages (10, 11), the axes of which extend substantially in the longitudinal direction of the vehicle and each of which has one end supported on the coach body (1, 2) and its other end supported on the bogie frame (6) (Figs. 23, 24).
6. A rail vehicle according to one of claims 1 to 4, characterised in that the coupling arrangement for the longitudinally rigid connection of the coach body to the bogie frame (6) is in per se known manner constructed as a guide connection and in that this guide connection comprises a two-armed lever (13) which pivotally communicates preferably centrally with the coach body, particularly with a longitudinal member (15) of the coach body (Figs. 19, 20) or which two-armed lever pivotally communicates with the transverse bridge (6) which connects the two longitudinal members of the bogie frame (4) (Fig. 21) whereby in the region of each end of the two-armed lever (13) there is an engaging guide (25) of which the end remote from the two-armed lever (13) engages the transverse bridge (6) or in the case the two-armed lever is connected with the transverse bridge (6) (Fig. 21), said end remote from the two armed lever is articulatingly connected to the coach body (1,2).
7. A rail vehicle according to claim 6, characterised in that the two-armed lever (13) which is pivotally connected to the longitudinal member (15) of the coach body passes through a transverse slot (14) in the coach body (1, 2) and is connected to the coachbody (1, 2) or its longitudinal member (15) preferably via a vertical shaft (16) (Figs. 19, 20).
8. A rail vehicle according to one of claims 1 to 6, characterised in that to assist the flexi-coil action of the secondary springs (27), additional springs (40) are provided which act substantially crosswise to the longitudinal direction of the vehicle (Fig. 21).
9. A rail vehicle according to one of claims 1 to 8, characterised in that the two-armed lever (13) is supported via spring packages (47) on the bogie frame, particularly on its transverse bridge (6).
10. A rail vehicle according to one of claims 1 to 9, characterised in that the distance ü from the middle of the bogie (4) (real or ideal vertical pivot axis of the bogie in relation to the coach body) to the free end of the last coach body (1) amounts to ü = a1 + 2b/a in which a is the distance from the articulated coupling (9) located adjacent the bogie (4) to the middle of the bogie (4) and b is the distance from the articulated coupling (9) to the middle of the bridge (3) which is coupled to the last coach body (1).

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