EP0412065A1 - Pneumatisch gesteuerter seitlicher Anschlag für Schienenfahrzeuge - Google Patents

Pneumatisch gesteuerter seitlicher Anschlag für Schienenfahrzeuge Download PDF

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Publication number
EP0412065A1
EP0412065A1 EP90830356A EP90830356A EP0412065A1 EP 0412065 A1 EP0412065 A1 EP 0412065A1 EP 90830356 A EP90830356 A EP 90830356A EP 90830356 A EP90830356 A EP 90830356A EP 0412065 A1 EP0412065 A1 EP 0412065A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
buffer
attachment part
bogie
lateral
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP90830356A
Other languages
English (en)
French (fr)
Other versions
EP0412065B1 (de
Inventor
Roberto Casalone Rinaldi
Luciano Quirighetti
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Fiat Ferroviaria SpA
Original Assignee
Fiat Ferroviaria SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fiat Ferroviaria SpA filed Critical Fiat Ferroviaria SpA
Priority to AT90830356T priority Critical patent/ATE97073T1/de
Publication of EP0412065A1 publication Critical patent/EP0412065A1/de
Application granted granted Critical
Publication of EP0412065B1 publication Critical patent/EP0412065B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/12—Buffers with fluid springs or shock-absorbers; Combinations thereof

Definitions

  • the present invention relates to lateral buffers for railway vehicle suspension systems, the buffer being fixed at one end to the body of the vehicle or to the bogie and interposed between the body and the bogie to limit their transverse relative displacement.
  • Known lateral buffers usually have resilient members constituted by helical-spring or rubber devices which act in parallel with the secondary suspension of the vehicle.
  • a lateral buffer is precisely the object of the present invention and this is achieved by virtue of the fact that the movable part of the buffer can be positioned relative to the attachment part, against the action of resilient return means, between an advanced position in which it is spaced from the attachment part, and a retracted position in which it is against the attachment part, and that selectively-operable, pressurised-fluid control means are provided for positioning the movable part in the retracted position, against the action of the resilient return means, under static conditions.
  • the lateral buffer according to the invention can be set in two different operating modes which have different intervention levels and resilience characteristics.
  • the first mode which corresponds to the activated condition of the pressurised-fluid control means
  • the position of the buffer allows a larger lateral displacement of the body relative to the bogie before it intervenes.
  • the intervention of the buffer is advanced since the movable part of the buffer is spaced from the attachment part, and the buffer also has a different lateral resilience characteristic due to the resilient return means interposed between the attachment part and the movable part of the buffer.
  • the lateral buffer according to the invention can be combined, to particular advantage, with active lateral suspension systems: in this case, the operation of the buffer is such that the first mode (pressurised-fluid control means activated) corresponds to the activated condition of the active lateral suspension system and the second mode (pressurised-fluid control means deactivated) corresponds to the deactivation of the active lateral suspension system.
  • a rod connected to the attachment part carries a fixed piston on which a cylinder is sealingly slidable axially, the cylinder carrying an external buffer plate at one end and being reacted against at its opposite end by the resilient return means, and the stationary piston defining in the cylinder a pressure chamber connected to a compressed-air source.
  • the cylinder is supported by the body or by the bogie of the vehicle by means of a pair of perpendicular connecting rods provided with respective resilient joints.
  • a lateral buffer for railway vehicles is intended to act in parallel with the secondary suspension system of the vehicle, in generally known manner.
  • the buffer 1 comprises essentially an attachment structure 2 and a movable part 3 carried by a cylindrical body 4 which is connected to the attachment structure 2 in the manner made clear below.
  • the buffer 1 is carried by the structure of the body C beside the respective bogie with the movable part 3 facing the latter.
  • the attachment structure 2 is connected rigidly, being fixed to the body C in a stationary condition by means of a pair of lateral flanges 5, whilst the cylinder 4 is connected to the body C so as to be movable in a direction A parallel to the transverse axis of the vehicle.
  • the cylinder 4 is connected by means of a pair of perpendicular connecting rods 6, each articulated at one end to the cylinder 4 and at the opposite end to the body C by means of respective resilient joints, schematically indicated 7 and 8 respectively.
  • the movable part 3 carries a circular metal element 9 which bears against the end wall 10 of the cylinder 4 with the interposition of a block 11 of elastomeric material.
  • the element 9 can therefore be retracted along the axis A against the resilient reaction of the block 11.
  • the configuration of the element 11 may differ from that shown: it could, for example, be constituted by a resilient member with a helical spring or be eliminated.
  • the cylinder 4 is sealingly slidable along a rod 12 articulated at 13 to the attachment structure 2 and extending along the axis A.
  • the rod 12 carries a stationary piston 14 relative to which the cylinder 4 can slide sealingly and which defines a thrust chamber 16 with the wall 15 of the cylinder opposite its end 10.
  • the thrust chamber 16 is connected to a compressed-air supply by means of a connector, indicated 16a in Figure 3.
  • Conventional valve means (not shown) are inserted between the supply (not shown) and the pressure chamber 16 for selectively controlling the supply and the discharge of the chamber 16.
  • a helical compression spring, indicated 17, is interposed axially between the wall 15 of the cylinder 4 and the attachment structure 2 and normally keeps the cylinder 4 and the attachment structure 2 spaced apart by an axial distance, indicated H.
  • helical spring 17 could be replaced, by resilient members with an equivalent function.
  • the buffer 1 operates as follows.
  • the configuration is that shown in the drawings: the cylinder 4 is acted on by the spring 17 with its wall 15 bearing substantially against the piston 14, and is therefore spaced from the attachment structure 2 by the distance H.
  • the resilience of the buffer is first afforded by the series consisting of the helical spring 17 and the element 11, if present, until the distance H is reduced to zero, that is, until the cylinder 4 bears frontally against the attachment structure 2.
  • the resilience of the buffer is afforded only by the element 11, if present.
  • the cylinder 4 In the condition in which the thrust chamber 16 is supplied by the pneumatic supply, however, the cylinder 4 is displaced from the opposite end and is kept in frontal contact with the attachment structure 2 against the action of the spring 17. When it bears against the bogie, the resilience of the buffer 1 therefore corresponds to that of the element 11, if present, since the spring 17 does not intervene.
  • both the intervention level and the resilience characteristic of the buffer 1 can be varied by changing the supply and discharge conditions of the thrust chamber 16.
  • This variability makes the use of the buffer 1 on railway vehicles with active lateral suspension systems particularly advantageous: in this case, when the active lateral suspension system is engaged, the thrust chamber 16 is supplied by the pneumatic supply whilst, when the active lateral suspension system is disengaged, the chamber 16 is kept discharged so that, as explained above, the intervention of the buffer 1 is advanced and the element 11, if present, operates in series with the spring 17.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Springs (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Braking Arrangements (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Dampers (AREA)
EP90830356A 1989-08-04 1990-07-31 Pneumatisch gesteuerter seitlicher Anschlag für Schienenfahrzeuge Expired - Lifetime EP0412065B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT90830356T ATE97073T1 (de) 1989-08-04 1990-07-31 Pneumatisch gesteuerter seitlicher anschlag fuer schienenfahrzeuge.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT8967687A IT1234639B (it) 1989-08-04 1989-08-04 Tampone laterale a comando pneumatico per veicoli ferroviari
IT6768789 1989-08-04

Publications (2)

Publication Number Publication Date
EP0412065A1 true EP0412065A1 (de) 1991-02-06
EP0412065B1 EP0412065B1 (de) 1993-11-10

Family

ID=11304503

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90830356A Expired - Lifetime EP0412065B1 (de) 1989-08-04 1990-07-31 Pneumatisch gesteuerter seitlicher Anschlag für Schienenfahrzeuge

Country Status (5)

Country Link
EP (1) EP0412065B1 (de)
AT (1) ATE97073T1 (de)
DE (1) DE69004519T2 (de)
ES (1) ES2045887T3 (de)
IT (1) IT1234639B (de)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1063632B (de) * 1957-05-08 1959-08-20 Deutsche Bundesbahn In der Stossrichtung verschiebbarer Puffertraeger, insbesondere fuer Schienenfahrzeuge, zur Aufnahme uebernormaler Pufferkraefte
CH521872A (de) * 1969-02-26 1972-04-30 Schenkir Dipl Ing Ludwig Einrichtung zum Stabilisieren der Querbewegungen zwischen dem Drehgestell und dem Wagenkasten eines Schienenfahrzeuges

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1063632B (de) * 1957-05-08 1959-08-20 Deutsche Bundesbahn In der Stossrichtung verschiebbarer Puffertraeger, insbesondere fuer Schienenfahrzeuge, zur Aufnahme uebernormaler Pufferkraefte
CH521872A (de) * 1969-02-26 1972-04-30 Schenkir Dipl Ing Ludwig Einrichtung zum Stabilisieren der Querbewegungen zwischen dem Drehgestell und dem Wagenkasten eines Schienenfahrzeuges

Also Published As

Publication number Publication date
EP0412065B1 (de) 1993-11-10
DE69004519T2 (de) 1994-03-03
ES2045887T3 (es) 1994-01-16
IT1234639B (it) 1992-05-26
ATE97073T1 (de) 1993-11-15
IT8967687A0 (it) 1989-08-04
DE69004519D1 (de) 1993-12-16

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