• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Rail vehicle portal landing gear, comprising a gantry frame (1) consisting of a horizontal (2) and two vertical sections (3) and wheels (5) arranged on these vertical sections, said vertical sections (3) being fixedly and detachably connected by means of a transverse bracket (7) ,
    公开号:AT515911A4
    申请号:T50422/2014
    申请日:2014-06-17
    公开日:2016-01-15
    发明作者:Andreas Dipl Ing Rittenschober
    申请人:Siemens Ag Österreich；
    IPC主号:
    专利说明:

    Confession
    Rail vehicle chassis Portal
    Technical area
    The invention relates to a gantry for a rail vehicle, in particular for a tram.
    State of the art
    Gantry undercarriages are preferably used in slow-moving rail vehicles for local traffic with a high passenger turnover rate, since they have specific, advantageous for this purpose properties. With gantry undercarriages, flat and very low passenger compartment floors can be realized throughout. Alternatively, gantry axles can be used, which have a center part offset in the direction of the rail plane and individually mounted wheels on short vertical sections of the axle. By means of gantry axles, however, it is not possible to achieve such a low-lying passenger compartment floor as is often desired in modern trams. The use of portal trolleys on a tram can achieve a typical passenger compartment floor height of 20 cm above the top of the rail, which means particularly good entry comfort for the passengers. For driving safety, it is essential that the wheels are guided sufficiently stable around the vertical and the global longitudinal axis of the vehicle. Portal trolleys have wheels which are rotatably mounted on short axle stubs or by means of shafts, wherein the support elements for the stub axle (or shafts) are usually vertically displaceable but not rotatably connected to the global axis of the vehicle with the portal frame to a suspension and at the same time To be able to realize stable guidance of the wheel. In addition, the gauge should be kept constant during the ferry service. For this purpose, a mechanical cross-connection is provided in known portal trolleys, which connects the support elements for the stub axle (or shafts) or the rail-side ends of the portal frame and thus prevents a change in the gauge. This cross-connection is connected by means of a torque-free bearing (spherical bearing) with the support elements for the stub axle or the rail-side ends of the portal frame and connected via handlebars (tie rods) to the car body. This complex construction requires a high maintenance and further requires an extremely large effort during installation and commissioning.
    Presentation of the invention
    The invention is therefore an object of the invention to provide a gantry for a rail vehicle, which ensures a stable guidance of the wheels and the maintenance of the gauge under all operating conditions and is simpler and less expensive constructed as portal trolleys according to the prior art.
    The object is achieved by a rail vehicle portal drive with the features of claim 1. Advantageous embodiments are the subject of the subordinate claims.
    According to the basic idea of the invention, a railway vehicle gantry is constructed, which has a gantry frame made of a horizontal and two vertical
    Sections and arranged at these vertical sections wheels, wherein the vertical sections are fixedly and detachably connected by means of a crossbar.
    In this case, the horizontal portion is disposed at the, the rail level facing away from the end of the portal frame and the vertical sections extend from the center of the portal furthest point. As a result, the portal frame on a sufficient inner width, so that a car body, or a passenger crossing can be passed through it. The wheels can be arranged on axle stubs, which are fastened by means of support elements on the vertical sections.
    As a result, the advantage can be achieved to maintain the track safely under all operating loads and thereby can be omitted costly and expensive spherical joints.
    According to the portal landing gear is equipped with a crossbar which connects the vertical sections of the portal frame (the support members for the stub axle). This connection is conveniently made at the rail level ends of the stub axle support members (or the vertical sections of the gantry frame, this connection being releasable and rigid.) Thus, the ends of the crossbar at these connections can experience torsions about the longitudinal axis of the rail vehicle. These distortions occur in particular in asymmetric compression (by asymmetric loading or cornering) of a commonly existing suspension between the support elements for the stub axle and the portal frame
    Connecting points between the crossbar and the vertical sections is eliminated. This connection can preferably be designed as a screw connection and is to be dimensioned such that the tensile forces guided via the crossbar can be introduced into the vertical sections of the portal frame or the support elements for the stub axle. The stable guidance of the wheels around the global longitudinal axis of the rail car portal chassis is sufficiently ensured by the portal frame in conjunction with the support elements for the stub axle, so that the crossbar does not have to contribute to it.
    A preferred embodiment of the invention provides to form the transverse bar leaf-like, wherein it may be shaped plate-shaped. Alternatively, an embodiment in the form of one or more bending bars is advantageous. A sufficiently elastic design of the crossbar is essential, so that a rotation of the crossbar around the vehicle longitudinal axis can already be done by small moments. The occurring rotation angle at the ends of the crossbar reach in typical vehicles (standard gauge) up to 1 ° during normal ferry operation.
    Typically, the wheels are arranged in a respective vertical section of the rail vehicle portal chassis associated wheel well and these wheel arches are mounted vertically displaceable relative to the respective vertical portion. As a result, a suspension of the portal chassis can be realized. In this case, the tilting moments acting on the wheels, caused by transverse forces in the wheel contact point (in particular when cornering) are absorbed by the wheel arches and introduced into the portal frame.
    Another advantage of this invention is the ability to compensate for any tolerances of the portal frame and to be able to set the track very accurately after the installation of the portal chassis. For this purpose, a gage adjustment device can be provided which is advantageously arranged at the attachment points of the transverse bracket to the vertical sections of the portal frame (or the wheel arches). For example, this gage adjustment device can be made of corresponding tooth plates, which allow adjustment of the gauge in stages, according to the tooth pitch.
    The gantry invention according to the invention is particularly advantageous to use in trams, as it allows on the one hand an extremely low passenger compartment floor level with the largest possible passage width and on the other hand extremely easy to manufacture and assemble and in operation, the crossbar requires no maintenance.
    Brief description of the drawings
    They show by way of example:
    Fig.l A railway vehicle gantry.
    Embodiment of the invention
    Fig.l shows an example and schematically a rail car portal landing gear. It is a
    Rail vehicle gantry in a section normal to the longitudinal axis of a rail vehicle in installation position.
    The railway vehicle gantry comprises a portal frame 1 of a horizontal section 2 and two vertical sections 3. The vertical sections 3 are shown horizontally cut. At the top of the rail 9 facing ends of the vertical sections 3 are each a wheel housing 4 (support member for the stub axle) vertically displaceable and arranged around the global longitudinal axis of the rail car portal chassis against the portal frame 1 torsionally rigid and a suspension 8 is between the vertical sections of the portal frame 3 and the respective associated wheel housing 4 is provided. This suspension 8 is shown in the exemplary embodiment, the primary suspension of a rail vehicle. A car body 6 is arranged in the space enclosed by the portal frame 1 space and connected to the portal frame. These connection points, which are designed in concrete embodiments as a secondary suspension, are not shown in Fig.l. In each wheel well 4, a wheel 5 is mounted in each case. This wheel bearing transmits the forces and moments occurring via the wheel arches to the portal frame 1 and the crossbar 7. Transverse forces in Radaufstandspunkt cause an expansion of this substantially U-shaped structure of the portal frame 1, which leads to a change in the gauge. In order to counteract this disadvantageous effect, the transverse bracket 7 is provided, which connects the rail upper edge 9 facing ends of the wheel arches 4 and transmits tensile or compressive forces between the wheel arches 4. Compared with bending loads around the global longitudinal axis of the rail vehicle portal chassis, the transverse bracket 7 is made yielding, so that it can absorb elastically the deformations occurring in asymmetric compression. The joints between the crossbar 7 and the rail upper edge 9 facing ends of the wheel arches 4 is fixed and detachable, preferably by means of a screw connection.
    List of designations 1 Portal frame 2 Horizontal section 3 Vertical section 4 Wheel arch 5 Wheel 6 Car body 7 Crossbar 8 Suspension 9 Upper edge of rail
    权利要求:
    Claims (10)
    [1]
    1. rail vehicle gantry comprising a gantry frame (1) of a horizontal (2) and two vertical sections (3) and arranged on these vertical sections wheels (5), characterized in that the vertical sections (3) by means of a transverse bracket (7 ) are firmly and detachably connected.
    [2]
    2. Schienenfahrzeugportalfahrwerk according to claim 1, characterized in that the transverse bracket (7) is formed like a leaf spring and subjected to operating loads of the rail vehicle of an elastic deformation.
    [3]
    3. Schienenfahrzeugportalfahrwerk according to one of claims 1 or 2, characterized in that the wheels (5) in each one, a vertical section (3) of the rail vehicle trolley associated wheel arch (4) are arranged and these wheel arches (4) relative to the respective vertical section (3) of the portal frame (1) are vertically displaceable and mounted torsionally rigid about the longitudinal axis of the rail vehicle portal landing gear.
    [4]
    4. Schienenfahrzeugportalfahrwerk according to one of claims 1 to 3, characterized in that the ends of the transverse bracket (7) are subjected to operating loads of the rail vehicle twists of up to 1 °.
    [5]
    5. Schienenfahrzeugportalfahrwerk according to one of claims 1 to 4, characterized in that the transverse bracket (7) is plate-shaped.
    [6]
    6. Schienenfahrzeugportalfahrwerk according to one of claims 1 to 4, characterized in that the transverse bracket (7) is designed as a bending rod.
    [7]
    7. Schienenfahrzeugportalfahrwerk according to one of claims 1 to 4, characterized in that the transverse bracket (7) is constructed of a plurality of bending bars.
    [8]
    8. Schienenfahrzeugportalfahrwerk according to one of claims 1 to 7, characterized in that at the wheel arches (4) and at the corresponding attachment points on the transverse bracket (7) is arranged a gage adjustment device.
    [9]
    9. rail vehicle, comprising a plurality of successive, mutually coupled car, characterized in that at least one Schienenfahrzeugportalfahrwerk is arranged according to one of claims 1 to 8 at a coupling point, wherein a passenger passage between these cars is given by the portal frame.
    [10]
    10.Schienenfahrzeug according to claim 9, characterized in that the rail vehicle is a tram.
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    同族专利:
    公开号 | 公开日
    EP3157795A1|2017-04-26|
    WO2015193236A1|2015-12-23|
    EP3157795B1|2020-04-22|
    AT515911B1|2016-01-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP0018036A1|1979-04-12|1980-10-29|Pvba Van Mullem En Zonen|Motorbus or similar vehicle|
    US4986190A|1986-03-25|1991-01-22|Sig Schweizerische Industrie-Gesellschaft|Vehicle, particularly track vehicle|
    EP1180462A2|2000-08-14|2002-02-20|Patentes Talgo, S.A.|Single-axle wheel set with outer suspension supports for railway vehicles with pendulum-type suspension|
    US2954746A|1956-01-10|1960-10-04|Chesapeake & Ohio Railway|Radially guided, single axle, above center of gravity suspension for articulated trains|
    ES424615A1|1974-03-25|1976-06-01|Talgo Patentes|Train having a pendular suspension system|
    EP0443309B1|1990-02-22|1994-08-03|SGP Verkehrstechnik Gesellschaft m.b.H.|Carriage set|CN108248702B|2018-02-06|2021-03-26|郑牧之|Air bus and fire-fighting and disaster-relief automobile not afraid of traffic jam|
    法律状态:
    2019-09-15| PC| Change of the owner|Owner name: SIEMENS MOBILITY GMBH, AT Effective date: 20190814 |
    2021-12-15| HC| Change of the firm name or firm address|Owner name: SIEMENS MOBILITY AUSTRIA GMBH, AT Effective date: 20211108 |
    2022-02-15| MM01| Lapse because of not paying annual fees|Effective date: 20210617 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50422/2014A|AT515911B1|2014-06-17|2014-06-17|Rail vehicle chassis Portal|ATA50422/2014A| AT515911B1|2014-06-17|2014-06-17|Rail vehicle chassis Portal|
    PCT/EP2015/063331| WO2015193236A1|2014-06-17|2015-06-15|Rail vehicle gantry chassis|
    EP15729163.4A| EP3157795B1|2014-06-17|2015-06-15|Rail vehicle gantry chassis|
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