Railway rolling stock – Trains – Articulated
Reexamination Certificate
1999-11-24
2001-08-21
Morano, S. Joseph (Department: 3617)
Railway rolling stock
Trains
Articulated
C105S157100
Reexamination Certificate
active
06276282
ABSTRACT:
BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention concerns a rail vehicle, and more particularly a rail vehicle having a driver's cabin and at least one wagon that tilts during travel.
2. Description of the Prior Art
German Patent EP-A-0630781 discloses a rail vehicle having two car bodies in which their neighboring ends are supported on a common bogie and their outer ends are each supported on a drive bogie. The car bodies are substantially constructed the same and are arranged and supported on the common bogie symmetrically.
SUMMARY OF THE INVENTION
In the case of rail vehicles used for railway transport it is generally known to connect wagons to an independently operating locomotive, the bodies of which wagons tilt actively or passively when travelling through curves. The locomotive, used as the driving unit, has on this occasion at least two travelling gears, of which at least one is a driveable driving travelling gear. At the same time this driving unit is constructed without tilting technology, so that during the travel relatively large relative movements will occur between the driving unit and the following wagon body, since particularly passenger carriages have a different travelling pattern than a driving unit due to the high demands with regard to travelling comfort. This is also the case when the wagon bodies are not equipped with tilting technology. It is a disadvantage of this construction that the axle load on the driving unit is considerably greater than on the adjacent set of wheels of the adjoining wagon body.
The object of the invention is to provide measures for a rail vehicle having a driver's cabin and at least one wagon that tilts during travel, by which a compensation of the axle load is feasible in the region of the transition from the driving unit to the wagon body.
Accordingly, I have developed a rail vehicle having elastic support elements advantageously located between the traveling gear and the drive unit.
In a refinement of a rail vehicle according to the invention, by choosing the mounting position of the elastic support elements provided between the travelling gear and particularly the heavy driving unit, the axle load on the common travelling gear can be varied. The further the mounting position of the support elements of the driving unit is moved from one axle to the other axle in the direction of travel, the greater the axle load will be on the latter wheel axle. Since, as a rule, the wagon body is lighter than the driving unit, the mounting position for the wagon body, when viewed from above, is preferably above the wheel axle. If, accordingly, the mounting position of the support elements, carrying the driving unit, is moved towards the wagon body, the axle load on that set of wheels which is closer to the wagon body will increase and decrease correspondingly on that set of wheels which is closer to the driving unit. Consequently, an equalisation of the axle loads is feasible on the common travelling gear by appropriately choosing the mounting positions of the elastic support elements for the driving unit and the wagon body. Therefore the travelling gear has preferably a frame with two longitudinal beams extending in the direction of travel parallel to each other, on which the mounting positions can be chosen as a function of the supporting force required for the driving unit and the wagon body. In contrast to this, that end of the driving unit which is averted from it and is on the side of the driver's cabin is preferably mounted on a motor bogie.
The elastic support elements between the driving unit and the common travelling gear are constructed preferably as coil springs, which are particularly suitable for high loads. In contrast, the wagon body is supported on this common travelling gear preferably on two support columns provided transversely to the direction of travel at a distance next to each other, wherein on the top end of the support columns elastic intermediate layers, in particular pneumatic springs, are situated, on which the wagon body rests. At the same time the supporting positions of the wagon body are situated above the wagon body's centre of gravity, so that when travelling through a curve and at high speeds the wagon body can tilt relative the travelling gear by virtue of the centrifugal forces arising (Talgo technology).
The connection between the driving unit and the adjacent wagon body is facilitated by drawbars, which are connected by means of universal joints to the travelling gear on the one hand and to the driving unit and the wagon body on the other, so that forces occurring during braking, starting or in operation are transmitted not by the elastic support elements, but foremost by the travelling gear which is rigid at least in the longitudinal direction, without impairing the free mobility. At the same time the drawbar connected to the driving unit is preferably longer than the drawbar connected to the wagon body, while the latter extends almost horizontally and the drawbar on the side of the driving unit rises from the travelling gear towards the motor bogie in the front. When travelling straight, the drawbars are situated in a vertical plane which coincides with the longitudinal axis of the vehicle. The wheels of the individual sets of wheels are preferably fitted with a gauge-changing device, so that when the gauge changes the entire rail vehicle can be adjusted, especially when crossing borders. In addition to the secondary suspension formed by the elastic support elements, additional rubber-elastic intermediate layers may be provided between the wheel bearings and the frame of the travelling gear as primary suspension for the purpose of ensuring the quiet running of the entire travelling gear, constructed as a kind of Gresley twin coach system.
REFERENCES:
patent: 2217034 (1940-10-01), Van Dorn
patent: 4542699 (1985-09-01), Smith
patent: 5431110 (1995-07-01), Adams, Jr.
patent: 5921185 (1999-07-01), Hoyon et al.
patent: 6050197 (2000-04-01), Wicks
patent: 2289877 (1995-12-01), None
DaimlerChrysler AB
McCarry, Jr. Robert J.
Morano S. Joseph
Webb Ziesenheim & Logsdon Orkin & Hanson, P.C.
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