Running gear, car body with running gear, and rail vehicle with car body

Abstract

The invention relates to a chassis (5) with inclined wheel discs (11) and a car body (3) with at least one such chassis (5) as well as a rail vehicle (1) with at least one such designed car body (3), wherein the rail vehicle (1) is particularly preferably designed in a low-floor design, and by inclined the wheel discs (11) of the associated chassis(s) (5) outwards and thus a positive camber angle (23) of the wheel discs (11), in particular the passage width, for example of a passage between the standing and / or seating places, in the interior of the car body (3) in the chassis area can be increased comparatively significantly (25).

Description

[0001] The invention relates to a running gear for a car body of a rail vehicle, a car body with at least one such running gear, and a rail vehicle with at least one such car body.

[0002] The space available for passengers in the interior of a rail vehicle body is essentially determined by its width. The wider the body, the larger or wider the movement space or passageway width can be designed for passengers, i.e. in particular the width of the aisle between the standing and / or seating areas, so that they can move around inside the vehicle when boarding or alighting, for example to the seats or standing places, or to the doors. The larger or wider the passageway width can be made, the greater the comfort of movement for passengers. The available passageway width in the area of ​​the floor of the body, i.e. in the passengers' footwell, is particularly crucial in this regard.

[0003] The width available inside the car body of a rail vehicle, in particular the aisle width, is influenced not only by external but also by technical constraints, particularly by the rail vehicle's running gear. The running gear used each requires a corresponding amount of space, for example by means of lined wheel arches that protrude into the interior of the car body and accordingly restrict or narrow it. The interior paneling of the side walls of the car body in question is therefore usually pulled far inwards in the area of ​​the running gear, in contrast to the other areas of the car body, and thus significantly narrows the footwell and thus the aisle width between the standing and / or seating areas for passengers, especially in this area.The passage width of a car body therefore generally has the narrowest passage cross-section for passengers in these areas, i.e. in the area of ​​the respective running gear, transverse to the vehicle's longitudinal direction between the left and right part of the respective running gear.

[0004] The bogies used or deployed can be differentiated, for example, by the type of mounting, such as external or internal. Externally mounted bogies, especially in low-floor vehicles, generally offer a wide passageway, particularly in the bogie area inside the corresponding car bodies, thus providing ample space and ample movement and comfort for passengers. However, externally mounted bogies may not be suitable for narrow vehicles and / or tight clearances around the vehicle and / or tight curves in the track.

[0005] In these cases, therefore, internally mounted bogies are usually used, which, however, due to the design, due to the required width of the internal bearings, in particular the width of the passage area in the bogie area of ​​the car body and thus the passage width is significantly restricted.

[0006] The invention is based on the object of providing an improved chassis.

[0007] The problem is solved by the features of independent patent claim 1. Further developments and embodiments of the invention can be found in the features of the dependent patent claims.

[0008] For this purpose, a running gear with at least one wheel disc for a rail vehicle is specified, wherein the at least one wheel disc is inclined with respect to the perpendicular to the direction of travel of the rail vehicle and has a camber angle. By inclining the wheel disc(s), not only the passage width, i.e. in particular the width of the passage area in the running gear area of ​​the car body of a rail vehicle, but also the driving or running characteristics and / or the wear behavior of the wheel discs and thus of the rail vehicle are controlled. For example, if the wheel disc(s), in particular the opposite wheel discs of an axle, are inclined inwards with respect to the perpendicular to the direction of travel of the rail vehicle, i.e. the respective wheel disc has a negative camber angle or camber, a higher maximum cornering force is brought about, which is particularly advantageous in curves, especially tight curves.

[0009] According to a particularly preferred embodiment of the invention, the at least one wheel disc is inclined outwards with respect to the perpendicular to the direction of travel of the rail vehicle and has a positive camber angle.

[0010] According to a further preferred embodiment of the invention, the at least one wheel disc has a positive camber angle which is greater than zero degrees and less than or equal to ten degrees with respect to the perpendicular to the direction of travel of the rail vehicle.

[0011] Particularly preferably, the at least one wheel disc has a camber angle of 5 degrees with a deviation therefrom of a maximum of 10% with respect to the perpendicular to the direction of travel of the rail vehicle.

[0012] If the wheel disc(s), in particular the opposite wheel discs of an axle, are inclined outwards with respect to the perpendicular to the direction of travel of the rail vehicle, i.e. the respective wheel disc has a positive camber angle or camber, the opposite axle bearings of the relevant bogie(s) of a car body move geometrically apart so that the corresponding cladding wheel housings protrude less extensively into the interior of the car body, and thus the respective inner cladding of the corresponding opposite side walls of the car body in question can move further outwards, whereby the passage width in the area of ​​the bogie(s) of the car body increases accordingly depending on the positive camber angle.This allows the passage area in the running gear area, in particular the width of the aisle in the footwell between the standing and / or seating areas in the interior, to be increased accordingly, thus providing more space for passengers. The larger the camber angle can be selected, the larger or wider the passage width in the running gear area of ​​the car body can be. However, with excessively large camber angles, the technical disadvantages outweigh the advantages, in particular poorer running characteristics and / or greater wear on the wheel discs. If the positive camber angle is set between zero and ten degrees, including ten degrees, these disadvantages essentially do not occur or are at least negligible.A positive camber angle setting of 5 degrees with a maximum deviation of 10% from the perpendicular to the direction of travel of the rail vehicle is particularly advantageous, as this setting already significantly increases the passage width in the bogie area without causing the described technical disadvantages. The ratio of the space gained in terms of the passage width of the car body compared to the disadvantages that become increasingly apparent with larger camber angles is therefore essentially ideal for this camber angle.

[0013] According to a further preferred embodiment of the invention, the profile of the running surface of at least one wheel disc is adapted to the rail depending on the camber angle. By adapting the profile of the running surface of the respective wheel disc to the rail depending on the camber angle, the required and optimal contact area between the running surface of the wheel disc and the rail is ensured, so that the running properties and wear behavior of correspondingly inclined wheel discs remain essentially unchanged.

[0014] According to another particularly preferred embodiment of the invention, the two axle bearings are designed as internal axle bearings. The use of bogies with internal axle bearings can be particularly effective in significantly widening the passage width in the bogie area of ​​the car body, thus significantly improving passenger comfort.

[0015] According to a further preferred embodiment of the invention, at least one axle of the running gear is designed as a portal axle to lower the floor level of the rail vehicle. This allows rail vehicles, such as trams, to be designed with a low-floor construction, particularly with internal axle bearings. The inclination of the wheel discs or the positive camber angle(s) reduce the otherwise high bending moments in the offset area of ​​the portal axle. This, in turn, requires a smaller overall width of the portal axle, particularly in the offset area, due to the reduced moment load, thus further contributing to an increase in the passage width in the running gear area of ​​the car body.

[0016] According to a further preferred embodiment of the invention, a car body for a rail vehicle has at least one chassis according to one of claims 1 to 7. Particularly preferably, the car body has a larger passage width in the region of the at least one chassis depending on the positive camber angle of the at least one wheel disc of the at least one chassis.

[0017] As a result, the passage width in the running gear area, for example an aisle between the standing and / or seating areas, in the interior of the car body can be adjusted accordingly within certain limits depending on the positive camber angle, in particular increased, thus providing more space for the passengers.

[0018] Particularly preferably, a rail vehicle has at least one car body according to one of claims 8 or 9.

[0019] According to a particularly preferred embodiment of the invention, the rail vehicle is designed as a low-floor vehicle.

[0020] According to a further preferred embodiment of the invention, the rail vehicle is designed as a tram.

[0021] In summary, the invention relates to a running gear with inclined wheel discs, a car body with at least one such running gear and a rail vehicle with at least one car body designed in this way, wherein the rail vehicle is particularly preferably designed in a low-floor design, and in such a design by inclining the wheel discs of the associated running gear(s) outwards and thus a positive camber angle of the wheel discs, in particular the passage width, for example of an aisle between the standing and / or seating areas, in the interior of the car body in question in the running gear area can be increased comparatively particularly significantly.

[0022] Preferred embodiments of the invention will be explained in more detail below with reference to the drawings. They show: Fig. 1 shows a cross-section of part of a running gear of a rail vehicle from the prior art and Fig. 2 shows the cross-section of the Figure 1 shown part of a running gear of a rail vehicle in an embodiment according to the invention with inclined wheel discs.

[0023] To clarify the difference to the state of the art, the Figures 1 and 2 The same components are designated by the same reference numbers, even if the components are Figure 2 according to the invention may be different from the prior art according to Figure 1 The representation in the Figures 1 and 2 is not to scale.

[0024] Figure 1 shows a cross-section of part of a chassis 5 of a rail vehicle 1 from the prior art.

[0025] Figure 1shows a wheel disc 11 which is mounted internally by means of the axle bearing 9 and is connected above it to the axle 7, here designed as a portal axle. Connected via the portal axle 7 (not shown here for reasons of clarity) is another wheel disc opposite the wheel disc 11 shown, which is mounted in a similar manner to the wheel disc 11 shown and which together form the running gear 5. The running gear 5 carries the car body 3, which is only partially shown here with the lower corner formed by the side part 17 with the floor 19 of the car body 3.

[0026] The wheel disc 11 rests, as shown, with a part of the running surface 13 on a rail 15. The wheel disc 11 is not inclined, so that the center plane of the wheel disc 11 perpendicular to the rail 15 in this embodiment according to the prior art coincides with the perpendicular 21 to the direction of travel of the rail vehicle 1. The direction of travel points in Figure 1 into the drawing plane.

[0027] The rail vehicle 1 shown is a low-floor design. In order to design a rail vehicle with a low floor, it is generally necessary to lower the floor level 19 of the car body 3 accordingly. For this purpose, a portal axle 7, which is of cranked design, is used and employed as shown. This creates high bending moments M on the cranked portal axle 7 with corresponding forces F on or in the running gear 5. The portal axle 7 must therefore be constructed to be correspondingly robust and have a correspondingly required width in the crank area. This means that the car body 3 cannot, however, be built to be as wide as it can be, which also limits the passage width, for example of an aisle between the standing and / or seating areas, in the interior of the car body 3 in the running gear area and therefore also the corresponding space or movement space for the passengers to get inside the car when boarding or alighting, for example to the seating orStanding places, or to the doors, are restricted accordingly.

[0028] The comments on the Figure 1 The parts of the chassis 5 shown in the drawing also apply to the part not shown in Figure 1 shown part of the chassis 5 on the opposite side.

[0029] Figure 2 shows the cross section of the Figure 1 shown part of a chassis 5 of a rail vehicle 1 of the prior art, here in an embodiment according to the invention with inclined wheel discs 11.

[0030] Via the portal axle 7 shown, a further wheel disc, opposite the wheel disc 11 shown, corresponding to the wheel disc 11 shown, is connected (also not shown here for reasons of clarity), which is inclined and mounted in accordance with the wheel disc 11 shown and which together form the chassis 5.

[0031] The direction of travel also shows in Figure 2 into the drawing plane.

[0032] To the Figure 2 The following statements apply analogously to the part of the chassis 5 shown in the figure, which is not shown in the figure. Figure 2 shown part of the chassis 5 on the opposite side.

[0033] In contrast to the state-of-the-art design according to Figure 1 is the Figure 2 The wheel disc 11 shown is inclined outward relative to the perpendicular to the direction of travel 21 of the rail vehicle 1 and has a positive camber angle 23. Accordingly, the axle bearing 9 and the part of the portal axle 7 connected to the axle bearing 9, in particular the offset part of the portal axle 7, are inclined outward in a similar manner.

[0034] As shown, the wheel disc 11 rests on the rail 15 with a portion of its running surface 13 in this embodiment as well. For this purpose, the profile of the running surface 13 of the wheel disc 11 is advantageously adapted accordingly depending on the camber angle 23, so that the required and optimal contact area between the running surface 23 of the wheel disc 11 and the rail 15 is ensured, and thus the running properties and wear behavior of the inclined wheel disc 11 are adapted accordingly.

[0035] Due to the outward inclination of the wheel disc 11 with respect to the perpendicular to the direction of travel 21 of the rail vehicle 1, i.e. due to the positive camber angle 23, the opposite axle bearings 9 belonging to the portal axle 7 move geometrically apart, so that the corresponding cladding wheel housings (not shown here for reasons of clarity) protrude less extensively into the interior of the car body 3, and thus the inner cladding of the side wall 17 can move further outwards. As a result, the passage width in the area of ​​the running gear 5 of the car body 3 increases accordingly depending on the positive camber angle 23. This applies analogously to the inner cladding of the corresponding opposite side wall of the car body 3, not visible here.As a result, the passage area in the chassis area, i.e. in particular the width of an aisle in the footwell between the standing and / or seating areas in the interior of the car body 3, not shown here for reasons of clarity, can be enlarged accordingly 25 and thus more space can be made available for the passengers.

[0036] The larger the camber angle 23 can be selected, the larger or wider the passage width in the running gear area of ​​the car body 3 of the rail vehicle 1 can be. However, with excessively large camber angles 23, starting at greater than ten degrees, the technical disadvantages, in particular poorer running characteristics and / or greater wear of the wheel discs 11, outweigh the increased width 25 of the car body 3.

[0037] Due to the symmetry, the magnification 25 shown corresponds to only half of the total enlargement of the passage width of the car body 3, since the corresponding opposite and not shown inner panel of the side wall moves geometrically outwards by the same magnification 25.

[0038] The camber angle 23 of the embodiment of the invention according to Figure 2corresponds to a particularly advantageous camber angle 23 of approximately 5 degrees. At this value of the camber angle 23, with a deviation of a maximum of 10%, the passage width in the area of ​​the running gear 5 of the car body 3 is already significantly increased, without any technical disadvantages occurring. The ratio of the space gain with regard to the passage width of the car body 3 compared to the disadvantages that become increasingly apparent with larger camber angles, is therefore for the camber angle 23 according to the present embodiment according to Figure 2 essentially ideal.

[0039] The Figure 2 The increase 25 of the passage width of the car body 3 in the area of ​​the running gear 5 shown at or for the camber angle 23, which is half as explained above, is completely present with regard to the floor in the interior of the car body 3.

[0040] The corresponding floor of the car body 3, on which the passengers move, is located above the floor or the lower edge 19 of the car body 3 and is not shown for reasons of clarity. The floor is arranged approximately at or above the height of the bend in the side wall 17, from which the side wall 17 of the car body 3 runs parallel to the floor or the lower edge 19 of the car body 3, following the inclination of the wheel disc 11 according to the camber angle 23. The floor in the interior of the car body 3, not shown, runs parallel to the floor or the lower edge 19 of the car body 3 and, particularly in low-floor rail vehicles, is generally arranged above the wheel height, but at least, as shown, at approximately 2 / 3 of the wheel height or above.

[0041] Furthermore, the inclination of the wheel disc 11 and the positive camber angle 23 also reduce the otherwise high bending moments that the offset of the portal axle 7 would normally have to absorb without the camber 23. This reduces the moment load, resulting in a smaller overall width, particularly in the area of ​​the offset of the portal axle 7. This allows the interior paneling of the side wall 17 to be moved geometrically even further outward, thus contributing to an additional increase in the passage width of the car body 3 in the running gear area. The same applies to the interior paneling of the corresponding opposite side wall of the car body 3, not visible here.

[0042] The portal axle 7 can be designed as a single piece or in multiple pieces, depending on the requirements, particularly with regard to the cranked part and the corresponding connection with the axle bearing 9. In particular, the design of the portal axle 7 is in no way limited to or by the Figures 1 or 2 shown embodiment.

[0043] The invention is in no way limited to the embodiments described and shown herein so far; rather, all possible further, useful embodiments or variations of the invention, for example embodiments with negative camber, are also included or can be derived therefrom by the person skilled in the art without departing from the scope of the invention.

Claims

1. Chassis (5) for a rail vehicle (1) having at least one axle (7) with two opposite axle bearings (9), each of the axle bearings (9) being connected to at least one wheel disc (11) with a running surface (13) for running on a rail (15), characterized in that the at least one wheel disc (11) is inclined relative to the perpendicular to the direction of travel (21) of the rail vehicle (1) and has a camber angle (23).

2. Chassis (5) according to claim 1, characterized in that the at least one wheel disc (11) is inclined outwards with respect to the perpendicular to the direction of travel (21) of the rail vehicle (1) and has a positive camber angle (23).

3. Chassis (5) according to claim 1 or 2, characterized in that the at least one wheel disc (11) has a camber angle (23) which is greater than 0 degrees and less than or equal to 10 degrees with respect to the perpendicular to the direction of travel (21) of the rail vehicle (1).

4. Chassis (5) according to claim 3, characterized in thatthe at least one wheel disc (11) has a camber angle (23) of 5 degrees with a deviation therefrom of a maximum of 10% with respect to the perpendicular to the direction of travel (21) of the rail vehicle (1).

5. Chassis (5) according to one of the preceding claims, characterized in that the profile of the running surface (13) of the at least one wheel disc (11) is adapted to the rail (15) depending on the camber angle (23).

6. Chassis (5) according to one of the preceding claims, characterized in that the two axle bearings (9) are designed as internal axle bearings (9).

7. Chassis (5) according to one of the preceding claims, characterized in that the at least one axle (7) of the chassis (5) for lowering the ground level (19) of the rail vehicle (1) is designed as a portal axle (7).

8. Car body (3) for a rail vehicle (1) with at least one chassis (5) according to one of claims 1 to 7.

9. Car body (3) according to claim 8, characterized in thatthe car body (3) has a larger passage width (25) in the region of the at least one chassis (5) depending on the positive camber angle (23) of the at least one wheel disc (11) of the at least one chassis (5).

10. Rail vehicle (1) with at least one car body (3) according to one of claims 8 or 9.

11. Rail vehicle (1) according to claim 10, characterized in that the rail vehicle (1) is designed as a low-floor vehicle.

12. Rail vehicle (1) according to claim 10 or 11, characterized in that the rail vehicle (1) is designed as a tram.

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