EP0947409B1 - Railway vehicle with a vertical supporting actuator - Google Patents

Railway vehicle with a vertical supporting actuator Download PDF

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Publication number
EP0947409B1
EP0947409B1 EP99102508A EP99102508A EP0947409B1 EP 0947409 B1 EP0947409 B1 EP 0947409B1 EP 99102508 A EP99102508 A EP 99102508A EP 99102508 A EP99102508 A EP 99102508A EP 0947409 B1 EP0947409 B1 EP 0947409B1
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EP
European Patent Office
Prior art keywords
support
actuator
emergency spring
spring
rail vehicle
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.)
Expired - Lifetime
Application number
EP99102508A
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German (de)
French (fr)
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EP0947409A1 (en
Inventor
Ulrich Dr. Hachmann
Uwe Schüller
Thomas Benker
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Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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Publication date
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Publication of EP0947409A1 publication Critical patent/EP0947409A1/en
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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
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • 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
    • 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
    • B61F5/14—Side bearings
    • B61F5/144—Side bearings comprising fluid damping devices

Definitions

  • the invention relates to a rail vehicle according to the Preamble of the first claim.
  • the invention is based, with one Rail vehicle according to the preamble of the first claim Measures to be taken by under-crowded construction normal operating conditions, but only one suspension element is effective even if the support function of a support fails is.
  • the emergency spring When building a rail vehicle according to the invention the emergency spring is in effect parallel assignment to operational actuator used only then if the support actuator at least its resilient support function largely loses. Only then does the stop that comes with the opposite of the emergency spring adjustable end of the support actuator is connected to the facing end of the emergency spring. So, under normal operating conditions, none Influencing the function of the support actuator. On the other hand the emergency spring takes over in the event of failure of the support actuator full load originating from the car body, the The body only drops to a lower level.
  • the Emergency spring can thus be based on the actual load on the Car body tuned and mechanical for this purpose biased and limited in the longitudinal stroke, so that for the normal working stroke required free space between the Emergency spring and the stop is guaranteed.
  • the actuator is especially a hydropneumatically controlled cylinder that accordingly has suspension properties and depending on the Operating conditions with regard to the force to be exerted or stretch is controlled.
  • the cylinder housing this Actuator is preferably rigid on the chassis frame fixed, on which also sits one end of the emergency spring.
  • the the piston rod associated with the actuator can stop be attached directly to the piston rod. Is preferred However, he has a trained in the manner of a ball joint Articulated connector connected to the free end of the piston rod. This allows the stop to be firmly attached to a plate Sliding adapters are connected, the opposite in a Level freely adjustable counter plate fixed to the bottom of the Car body is connected.
  • the sliding adapter can in particular be designed as a ball table. He is also only adjustable parallel to the level of the car body floor.
  • the emergency spring is preferably cylindrical and arranged concentrically to the cylinder housing. Even the attack is cylindrical and adjusted in diameter, so that it does not tilt in the event of actuator failure the facing end of the emergency spring touches down and on the Outer lateral surface of the cylinder housing past the one sitting there Can press down the emergency spring.
  • the invention is based on sketches Embodiment explained in more detail.
  • a drive From a vehicle, especially a rail vehicle a car body 1 schematically indicated, under which Bottom wall 2 a drive is arranged.
  • the drive points at least one axle or two wheels 3, in the present case two parallel axes or four wheels 3.
  • the wheels 3 are as Rail wheels trained.
  • a drive frame 4 is supported while running in the direction of travel of the drive
  • Side members 5, which have at least one cross member 6 are connected to each other by means of primary springs 7 Wheel bearing elements 8 of the wheels 3 and thus couples the wheels 3 stable among themselves.
  • About in the middle of two Wheels 3 arranged one behind the other stands on each side member 5 perpendicular to that through this side member 5 level formed on each of the longitudinal beams 5 a Connecting device 9, 10, 11, via which the car body 1 is supported with its bottom wall 2 on the drive.
  • the connecting device consists of an actuator 9, a in all directions tiltable joint connector 10 and one Sliding connector 11, all in the direction of action of the Actuators 9 are arranged mechanically in series.
  • the hinge connector 10 can be used as a universal or ball joint, as a rubber elastic Articulated or designed in the manner of a spring bar to only Swivel movements with limited swivel deflection after all To be able to execute directions in one plane.
  • the Sliding connector 11 has only translational degrees of freedom in a plane parallel to the bottom wall 2 of the body 1 lies.
  • the displaceability in one plane that is not tied to any direction this sliding connector is at predetermined values limited.
  • the assignment of the individual components 9, 10, 11 of the Connection device has the effect that only the actuator Distance differences between the bogie 4 and the Car body 1 can compensate that the hinge connector 10th can only compensate for tilting movements regardless of the direction and that the sliding connector 11 only transversely to the direction of adjustment or Compensate positioning axis 15 of actuator 9 for directed movements can.
  • it is independent of the principle in which Order the components 9, 10, 11 are joined together, if each of the two terminal elements on the one hand Chassis 4 and on the other hand are fixed to the body 1.
  • the other actuator 9.2 of the actuator 9 a straight line can only be moved along the actuating axis 15 Push rod of the cylinder piston guided in the actuator 9.1, the free end of this actuator 9.2 with the first Swivel member 10.1 of the swivel connector 10 is rigidly connected, while the second pivot link 10.2 with the primary Sliding member 11.1 of the sliding element 11 is rigidly connected.
  • the formed as a ball joint connector 10 can only Tilting movements between the through the side members 5 and the bottom wall 2 levels occur.
  • the actuator 9 can have resilient elements replace that act as secondary suspension. He is one of them especially as a hydropneumatically operated cylinder trained and does not only allow a height compensation between Car body and bogie frame too, but can also Have spring properties that are otherwise coil springs, Have air springs or the like. Here is the Spring characteristics controllable according to needs.
  • the power coupling between the body and the bogie to support longitudinal and transverse forces can conventionally z. B. via handlebar, pivot or Lemniskaten coupling elements or elastic buffer or spring elements respectively.
  • the connecting device 9, 10, 11 can of course also installed overturned between car body 1 and drive 4 become.
  • a passive emergency spring 12 is arranged.
  • the Emergency spring 12 sits like the cylinder housing 9.1 of the Support actuator 9 with an axial end on a side member 5 of the chassis 4. The opposite, to the body 1 directed end 12.1. the emergency spring 12 is axially spaced a ring stop 13 opposite, which is also concentric with Support actuator 9 is located and the emergency spring 12 facing free ring face 13.1 the same diameter as that Emergency spring 12 has.
  • the ring stop 13 is at the other end the primary sliding member 11.1 of the sliding element 11 rigid connected. Since the primary sliding member 11.1 none Lateral displacement with respect to the longitudinal central axis 15 of the Carries out actuator actuator remains its axial assignment to Emergency spring 12 always received.
  • the free axial distance between the upper end 12.1 Emergency spring 12 and the free ring end face facing the annular support stop 13 is dimensioned so that at the stroke of the under normal operating conditions Support actuator 9 no contact between support stop 13 and Emergency spring 12 enters. With very large loads or with a failure of the support actuator 9, however, lowers Support stop 13 by the guidance of the support actuator 9 axially on the upper free end of the emergency spring 12.
  • the emergency spring is dimensioned so that they in normal operation occurring static and dynamic forces between Drive 4 and body 1 can accommodate, among them Operating conditions of the stroke of the actuator 9 are not yet on its lower limit is reduced.
  • the Suspension behavior thus remains with only lowered Obtain car body 1.
  • the inner diameter of the annular Support stop 13 is larger than the outer diameter of the Cylinder housing 9.1 to over travel the suspension to be able to exploit accordingly.
  • the towards the emergency spring 12 open support stop can thus coincide axially with the Kick the jacket of the piston cylinder 9.
  • the emergency spring 12 In order to keep the emergency spring 12 axially short, it is mechanically pre-tensioned in the axial direction. For this its free end 12.1 facing the support stop 13 is in contact at least one limit stop 14 on the Chassis frame 5 is fixed.
  • the stop 14 is made in two parts and provided on half-shells 14.1, which in the area of the outer surface of the emergency spring 12 in diametrical arrangement are fixed on the long beam 5.
  • the stops 14 protrude as annular surface sections in radial direction horizontally in front of the outer edge of the free upper end 12.1 of the emergency spring 12. Between the two Limiting stops 14 remain in the circumferential direction free area in which the support stop 13 at least over the entire radial width of the emergency spring 12 at diametrically can touch opposite sections.
  • the free length between the contact point of the emergency spring 12 on the Drive frame 4 and the limit stop 14 is smaller than the axial length of the relaxed emergency spring.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

A rail vehicle equipped with a support actuator of variable vertical length mounted between a vehicle body and a running gear located underneath. In order to maintain an operational supporting device and adequate ride comfort after a failure or overload of the support actuator, an emergency spring coaxial with the support actuator is provided, which only becomes effective when the stroke of the support actuator falls short of a preset value.

Description

Die Erfindung betrifft ein Schienenfahrzeug gemäß dem Oberbegriff des ersten Anspruchs.The invention relates to a rail vehicle according to the Preamble of the first claim.

Es ist bei Schienenfahrzeugen ganz allgemein bekannt, zur Abstützung eines Wagenkastens auf einem darunter angeordneten Laufwerk mechanisch parallel zueinander oder in Serie zueinander angeordnete Federelemente vorzusehen. Versagt eines dieser Federelemente, bleibt die Wirkung des zugeordneten zweiten Federelementes erhalten. Bei Parallelschaltung tritt dabei jedoch eine wesentliche Verminderung der Stützkraft ein, während bei einer Serienanordnung eine große Baulänge in Wirkrichtung die Folge ist.It is generally known in rail vehicles for Support of a car body on an arranged below Mechanically parallel to each other or in series to provide mutually arranged spring elements. One fails of these spring elements, the effect of the assigned remains received second spring element. When connected in parallel however, a significant reduction in the supporting force while in a series arrangement a large length in Direction of action is the result.

Der Erfindung liegt die Aufgabe zugrunde, bei einem Schienenfahrzeug gemäß dem Oberbegriff des ersten Anspruchs Maßnahmen zu treffen, durch die bei gedrängter Bauweise unter üblichen Betriebsbedingungen aber auch bei Ausfall der Stützfunktion einer Stützjeder nur ein Federungselement wirksam ist.The invention is based, with one Rail vehicle according to the preamble of the first claim Measures to be taken by under-crowded construction normal operating conditions, but only one suspension element is effective even if the support function of a support fails is.

Die Lösung dieser Aufgabe erfolgt gemäß der Erfindung durch die kennzeichnenden Merkmale des ersten Anspruchs.This object is achieved according to the invention by characteristic features of the first claim.

Bei einem Aufbau eines Schienenfahrzeugs gemäß der Erfindung wird die Notfeder bei wirkungsmäßig parallel Zuordnung zum betriebsmäßig genutzten Stützaktuator nur dann beansprucht, wenn der Stützaktuator seine federnde Stützfunktion zumindest weitgehend verliert. Nur dann setzt der Anschlag, der mit dem gegenüber der Notfeder verstellbaren Ende des Stützaktuators verbunden ist, auf die zugewandte Stirnseite der Notfeder auf. Unter üblichen Betriebsbedingungen erfolgt also keine Beeinflussung der Funktion des Stützaktuators. Dagegen übernimmt die Notfeder im Versagensfalle des Stützaktuators die volle, vom Wagenkasten herrührende Belastung, wobei der Wagenkasten lediglich auf ein niedrigeres Niveau absinkt. Die Notfeder kann somit auf die tatsächliche Belastung des Wagenkastens abgestimmt und zu diesem Zweck mechanisch vorgespannt und im Längshub begrenzt sein, so daß der für den normalen Arbeitshub erforderliche freie Abstand zwischen der Notfeder und dem Anschlag gewährleistet ist. Der Aktuator ist insbesondere ein hydropneumatisch gesteuerter Zylinder, der demgemäß Federungseigenschaften aufweist und je nach den Betriebsbedingungen hinsichtlich der von ihm auszuübenden Kraft oder Streckung gesteuert wird. Das Zylindergehäuse dieses Aktuators ist vorzugsweise starr auf dem Fahrwerkrahmen festgesetzt, auf dem auch ein Ende der Notfeder aufsitzt. Der der Kolbenstange des Aktuators zugeordnete Anschlag kann dabei unmittelbar an der Kolbenstange befestigt sein. Bevorzugt ist er jedoch über einen nach Art eines Kugelgelenks ausgebildeten Gelenkverbinder mit dem freien Ende der Kolbenstange verbunden. Dadurch kann der Anschlag fest mit einer Platte eines Schiebeadapters verbunden werden, dessen demgegenüber in einer Ebene frei verstellbare Gegenplatte fest mit dem Boden des Wagenkastens verbunden ist. Der Schiebeadapter kann dabei insbesondere als Kugeltisch ausgebildet sein. Er ist zudem nur parallel zur Ebene des Wagenkastenbodens verstellbar.When building a rail vehicle according to the invention the emergency spring is in effect parallel assignment to operational actuator used only then if the support actuator at least its resilient support function largely loses. Only then does the stop that comes with the opposite of the emergency spring adjustable end of the support actuator is connected to the facing end of the emergency spring. So, under normal operating conditions, none Influencing the function of the support actuator. On the other hand the emergency spring takes over in the event of failure of the support actuator full load originating from the car body, the The body only drops to a lower level. The Emergency spring can thus be based on the actual load on the Car body tuned and mechanical for this purpose biased and limited in the longitudinal stroke, so that for the normal working stroke required free space between the Emergency spring and the stop is guaranteed. The actuator is especially a hydropneumatically controlled cylinder that accordingly has suspension properties and depending on the Operating conditions with regard to the force to be exerted or stretch is controlled. The cylinder housing this Actuator is preferably rigid on the chassis frame fixed, on which also sits one end of the emergency spring. The the piston rod associated with the actuator can stop be attached directly to the piston rod. Is preferred However, he has a trained in the manner of a ball joint Articulated connector connected to the free end of the piston rod. This allows the stop to be firmly attached to a plate Sliding adapters are connected, the opposite in a Level freely adjustable counter plate fixed to the bottom of the Car body is connected. The sliding adapter can in particular be designed as a ball table. He is also only adjustable parallel to the level of the car body floor.

Die Notfeder wird bevorzugt zylindrisch ausgebildet und konzentrisch zum Zylindergehäuse angeordnet. Auch der Anschlag ist dabei zylindrisch ausgeführt und im Durchmesser angepaßt, so daß er im Versagensfall des Aktuators verkantungsfrei auf die zugewandte Stirnseite der Notfeder aufsetzt und an der Außenmantelfläche des Zylindergehäuses vorbei die dort sitzende Notfeder niederdrücken kann. The emergency spring is preferably cylindrical and arranged concentrically to the cylinder housing. Even the attack is cylindrical and adjusted in diameter, so that it does not tilt in the event of actuator failure the facing end of the emergency spring touches down and on the Outer lateral surface of the cylinder housing past the one sitting there Can press down the emergency spring.

Um die Notfeder im Falle ihrer mechanischen Vorspannung hubbegrenzt festlegen zu können, ist ein gegebenenfalls mehrteiliger Begrenzungsanschlag vorgesehen, der vor das dem Anschlag zugewandten Ende der Notfeder greift und der andererseits auf dem Fahrwerkrahmen festsitzt. Bei dieser Anordnung wird die Notfeder sowohl vom Zylindergehäuse des Stützaktuators als auch von den im Außenbereich der Notfeder angeordneten Teilen des Stützanschlags gegen seitliches Ausknicken geführt.To the emergency spring in the event of its mechanical preload To be able to specify a stroke-limited setting is an option Multi-part limit stop provided before the Stop facing end of the emergency spring engages and the on the other hand stuck on the chassis frame. At this Arrangement is the emergency spring from both the cylinder housing Support actuator as well as the outside of the emergency spring arranged parts of the support stop against lateral Buckling led.

Die Erfindung ist nachfolgend anhand von Skizzen eines Ausführungsbeispiels näher erläutert.The invention is based on sketches Embodiment explained in more detail.

Es zeigen:

Figur 1
in einer perspektivischen Prinzipskizze ein Laufwerk mit Verbindungsvorrichtungen zu einem darüber angeordneten Wagenkasten,
Figur 2
eine Verbindungsvorrichtung in Seitenansicht mit zugeordneter Notfeder und
Figur 3
eine Schnittaufsicht gemäß Schnittlinie I - I in Figur 2.
Show it:
Figure 1
a perspective schematic diagram of a drive with connecting devices to a car body arranged above it,
Figure 2
a connecting device in side view with associated emergency spring and
Figure 3
a sectional view according to section line I - I in Figure 2.

Von einem Fahrzeug, insbesondere einem Schienenfahrzeug, ist ein Wagenkasten 1 schematisch angedeutet, unter dessen Bodenwand 2 ein Laufwerk angeordnet ist. Das Laufwerk weist zumindest eine Achse bzw. zwei Räder 3, vorliegend zwei parallele Achsen bzw. vier Räder 3 auf. Die Räder 3 sind als Schienenräder ausgebildet. Ein Laufwerkrahmen 4 stützt sich dabei mit in Fahrtrichtung des Laufwerks verlaufenden Längsträgern 5, welche über zumindest einen Querträger 6 miteinander verbunden sind, mittels Primärfedern 7 auf Radlagerelementen 8 der Räder 3 ab und verkoppelt so die Räder 3 laufstabil untereinander. Etwa in der Mitte von zwei in Laufrichtung hintereinander angeordneten Rädern 3 steht auf jedem Längsträger 5 senkrecht zu der durch diese Längsträger 5 gebildeten Ebene auf jedem der Längsträger 5 eine Verbindungsvorrichtung 9, 10, 11, über welche der Wagenkasten 1 mit seiner Bodenwand 2 auf dem Laufwerk abgestützt ist.From a vehicle, especially a rail vehicle a car body 1 schematically indicated, under which Bottom wall 2 a drive is arranged. The drive points at least one axle or two wheels 3, in the present case two parallel axes or four wheels 3. The wheels 3 are as Rail wheels trained. A drive frame 4 is supported while running in the direction of travel of the drive Side members 5, which have at least one cross member 6 are connected to each other by means of primary springs 7 Wheel bearing elements 8 of the wheels 3 and thus couples the wheels 3 stable among themselves. About in the middle of two Wheels 3 arranged one behind the other stands on each side member 5 perpendicular to that through this side member 5 level formed on each of the longitudinal beams 5 a Connecting device 9, 10, 11, via which the car body 1 is supported with its bottom wall 2 on the drive.

Die Verbindungsvorrichtung besteht aus einem Aktuator 9, einem in alle Richtungen kippbaren Gelenkverbinder 10 und einem Gleitverbinder 11, die alle in der Wirkungsrichtung des Aktuators 9 mechanisch in Serie angeordnet sind. Die Aktuatoren 9, die insbesondere als Hydraulikzylinder ausgebildet sein können, weisen zwei axial nur geradlinig gegeneinander verstellbare Stellglieder 9.1 und 9.2 auf. Die Gelenkverbinder 10 können als Kreuz- oder Kugelgelenk, als gummielastisches Gelenk oder nach Art eines Federstabes ausgebildet sein, um nur Schwenkbewegungen mit begrenztem Schwenkausschlag nach allen Richtungen in einer Ebene ausführen zu können. Der Gleitverbinder 11 besitzt nur translatorische Freiheitsgrade in einer Ebene, die parallel zur Bodenwand 2 des Wagenkastens 1 liegt. Die in einer Ebene richtungsungebundene Verschiebbarkeit dieses Gleitverbinders ist dabei auf vorbestimmte Werte begrenzt. Die Zuordnung der einzelnen Bauelemente 9, 10, 11 der Verbindungsvorrichtung hat zur Wirkung, daß nur der Aktuator Abstandsdifferenzen zwischen dem Drehgestell 4 und dem Wagenkasten 1 ausgleichen kann, daß der Gelenkverbinder 10 richtungsunabhängig nur Kippbewegungen ausgleichen kann und daß der Gleitverbinder 11 nur quer zur Verstellrichtung bzw. zur Stellachse 15 des Aktuators 9 gerichtete Bewegungen ausgleichen kann. Hierbei ist es vom Grundsatz unabhängig, in welcher Reihenfolge die Bauelemente 9, 10, 11 aneinandergefügt sind, wenn jeweils die beiden endständigen Elemente einerseits am Fahrwerk 4 und andererseits am Wagenkasten 1 festgesetzt sind.The connecting device consists of an actuator 9, a in all directions tiltable joint connector 10 and one Sliding connector 11, all in the direction of action of the Actuators 9 are arranged mechanically in series. The actuators 9, which are designed in particular as a hydraulic cylinder can, two point axially against each other in a straight line adjustable actuators 9.1 and 9.2. The hinge connector 10 can be used as a universal or ball joint, as a rubber elastic Articulated or designed in the manner of a spring bar to only Swivel movements with limited swivel deflection after all To be able to execute directions in one plane. The Sliding connector 11 has only translational degrees of freedom in a plane parallel to the bottom wall 2 of the body 1 lies. The displaceability in one plane that is not tied to any direction this sliding connector is at predetermined values limited. The assignment of the individual components 9, 10, 11 of the Connection device has the effect that only the actuator Distance differences between the bogie 4 and the Car body 1 can compensate that the hinge connector 10th can only compensate for tilting movements regardless of the direction and that the sliding connector 11 only transversely to the direction of adjustment or Compensate positioning axis 15 of actuator 9 for directed movements can. Here it is independent of the principle in which Order the components 9, 10, 11 are joined together, if each of the two terminal elements on the one hand Chassis 4 and on the other hand are fixed to the body 1.

Beim Ausführungsbeispiel sind die Zylindergehäuse 9.1 von beispielsweise hydraulischen Aktuatoren 9 mit senkrecht stehender Stellachse 15 jeweils auf einem der Längsträger 5 starr festgesetzt. Das andere Stellglied 9.2 des Aktuators 9 ist eine geradlinig nur entlang der Stellachse 15 verschiebbar im Stellglied 9.1 geführte Stösselstange des Zylinderkolbens, wobei das freie Ende dieses Stellgliedes 9.2 mit dem ersten Schwenkglied 10.1 des Schwenkverbinders 10 starr verbunden ist, während das zweite Schwenkglied 10.2 mit dem primären Gleitglied 11.1 des Gleitelements 11 starr verbunden ist. Der als Kugelgelenk ausgebildete Gelenkverbinder 10 läßt nur Kippbewegungen zu, die zwischen den durch die Längsträger 5 und die Bodenwand 2 gebildeten Ebenen auftreten. Um dabei auch laterale Bewegungen zwischen den Fahrzeugteilen 1, 3, 4 oder aus einer Verwindung der Ebenen die sich ergebende laterale Verstellung ausgleichen zu können, ist der Gleitverbinder 11 vorgesehen, dessen primäres Gleitglied 11.1 mit dem zweiten Schwenkglied 10.2 des Gelenkverbinders 10 und dessen sekundäres Gleitglied 11.2 in fester Verbindung mit der Bodenwand 2 des Wagenkastens 1 steht.In the embodiment, the cylinder housing 9.1 of for example, hydraulic actuators 9 with vertical standing actuating axis 15 in each case on one of the longitudinal beams 5 rigidly fixed. The other actuator 9.2 of the actuator 9 a straight line can only be moved along the actuating axis 15 Push rod of the cylinder piston guided in the actuator 9.1, the free end of this actuator 9.2 with the first Swivel member 10.1 of the swivel connector 10 is rigidly connected, while the second pivot link 10.2 with the primary Sliding member 11.1 of the sliding element 11 is rigidly connected. The formed as a ball joint connector 10 can only Tilting movements between the through the side members 5 and the bottom wall 2 levels occur. To do it too lateral movements between vehicle parts 1, 3, 4 or the resulting lateral from a twisting of the planes To be able to compensate for the adjustment is the sliding connector 11 provided, the primary sliding member 11.1 with the second Swivel member 10.2 of the articulated connector 10 and its secondary Sliding member 11.2 in firm connection with the bottom wall 2 of the Car body 1 stands.

Der Aktuator 9 kann bei diesem Aufbau federnde Elemente ersetzen, die als Sekundärfederung wirken. Er ist dazu insbesondere als hydropneumatisch betriebener Zylinder ausgebildet und läßt so nicht nur einen Höhenausgleich zwischen Wagenkasten und Drehgestellrahmen zu, sondern kann auch Federeigenschaften aufweisen, die sonst Wendelfedern, Luftfedern oder dergleichen besitzen. Dabei ist die Federcharakteristik den Bedürfnissen entsprechend steuerbar. Die Kraftkopplung zwischen dem Wagenkasten und dem Drehgestell zur Abstützung von Längs- und Querkräften kann konventionell z. B. über Lenkerstangen-, Drehzapfen- oder Lemniskaten-Koppelelemente oder elastische Puffer- bzw. Federelemente erfolgen.In this construction, the actuator 9 can have resilient elements replace that act as secondary suspension. He is one of them especially as a hydropneumatically operated cylinder trained and does not only allow a height compensation between Car body and bogie frame too, but can also Have spring properties that are otherwise coil springs, Have air springs or the like. Here is the Spring characteristics controllable according to needs. The power coupling between the body and the bogie to support longitudinal and transverse forces can conventionally z. B. via handlebar, pivot or Lemniskaten coupling elements or elastic buffer or spring elements respectively.

Die Verbindungsvorrichtung 9, 10, 11 kann selbstverständlich auch gestürzt zwischen Wagenkasten 1 und Laufwerk 4 eingebaut werden.The connecting device 9, 10, 11 can of course also installed overturned between car body 1 and drive 4 become.

Um bei einem Versagen des Stützaktuators 9 ein in dieser Weise ausgebildetes Schienenfahrzeug mit ausreichendem Komfort und Sicherheit weiter betreiben zu können, ist konzentrisch zum Stützaktuator 9 eine passive Notfeder 12 angeordnet. Die Notfeder 12 sitzt dabei wie das Zylindergehäuse 9.1 des Stützaktuators 9 mit einem axialen Ende auf einem Längsträger 5 des Fahrwerks 4 auf. Das gegenüberliegende, zum Wagenkasten 1 gerichtete Ende 12.1. der Notfeder 12 steht mit axialem Abstand einem Ringanschlag 13 gegenüber, der ebenfalls konzentrisch zum Stützaktuator 9 liegt und dessen der Notfeder 12 zugewandte freie Ringstirnfläche 13.1 den gleichen Durchmesser wie die Notfeder 12 besitzt. Der Ringanschlag 13 ist anderenends mit dem primären Gleitglied 11.1 des Gleitelements 11 starr verbunden. Da das primäre Gleitglied 11.1 keine Lateralverschiebung gegenüber der Längsmittelachse 15 des Stützaktuators durchführt, bleibt seine axiale Zuordnung zur Notfeder 12 stets erhalten.In the event of a failure of the support actuator 9 in this way trained rail vehicle with sufficient comfort and Being able to continue to operate security is concentric with Support actuator 9, a passive emergency spring 12 is arranged. The Emergency spring 12 sits like the cylinder housing 9.1 of the Support actuator 9 with an axial end on a side member 5 of the chassis 4. The opposite, to the body 1 directed end 12.1. the emergency spring 12 is axially spaced a ring stop 13 opposite, which is also concentric with Support actuator 9 is located and the emergency spring 12 facing free ring face 13.1 the same diameter as that Emergency spring 12 has. The ring stop 13 is at the other end the primary sliding member 11.1 of the sliding element 11 rigid connected. Since the primary sliding member 11.1 none Lateral displacement with respect to the longitudinal central axis 15 of the Carries out actuator actuator remains its axial assignment to Emergency spring 12 always received.

Der freie axiale Abstand zwischen dem oberen Ende 12.1 der Notfeder 12 und der zugewandten freien Ringstirnfläche des ringförmigen Stützanschlags 13 ist dabei so bemessen, daß bei dem unter üblichen Betriebsbedingungen auftretenden Hub des Stützaktuators 9 keine Berührung zwischen Stützanschlag 13 und Notfeder 12 eintritt. Bei sehr großen Belastungen oder bei einem Versagen des Stützaktuators 9 senkt sich dagegen der Stützanschlag 13 durch die Führung des Stützaktuators 9 axial auf das obere freie Ende der Notfeder 12 ab. Die Notfeder ist dabei so bemessen, daß sie die im normalen Betriebsfall auftretenden statischen und dynamischen Kräfte zwischen Laufwerk 4 und Wagenkasten 1 aufnehmen kann, wobei unter diesen Betriebsbedingungen der Hub des Aktuators 9 noch nicht auf seinen unteren Grenzwert zurückgeführt wird. Das Federungsverhalten bleibt somit bei lediglich abgesenktem Wagenkasten 1 erhalten. Der Innendurchmesser des ringförmigen Stützanschlags 13 ist dabei größer als der Außendurchmesser des Zylindergehäuses 9.1, um den Federweg durch Überfahren entsprechend weit ausnutzen zu können. Der zur Notfeder 12 hin offene Stützanschlag kann somit axial in überdeckung mit dem Mantel des Kolbenzylinders 9 treten. The free axial distance between the upper end 12.1 Emergency spring 12 and the free ring end face facing the annular support stop 13 is dimensioned so that at the stroke of the under normal operating conditions Support actuator 9 no contact between support stop 13 and Emergency spring 12 enters. With very large loads or with a failure of the support actuator 9, however, lowers Support stop 13 by the guidance of the support actuator 9 axially on the upper free end of the emergency spring 12. The emergency spring is dimensioned so that they in normal operation occurring static and dynamic forces between Drive 4 and body 1 can accommodate, among them Operating conditions of the stroke of the actuator 9 are not yet on its lower limit is reduced. The Suspension behavior thus remains with only lowered Obtain car body 1. The inner diameter of the annular Support stop 13 is larger than the outer diameter of the Cylinder housing 9.1 to over travel the suspension to be able to exploit accordingly. The towards the emergency spring 12 open support stop can thus coincide axially with the Kick the jacket of the piston cylinder 9.

Um die Notfeder 12 axial kurz halten zu können, ist sie vorliegend in axialer Richtung mechanisch vorgespannt. Hierzu liegt ihr freies, dem Stützanschlag 13 zugewandtes Ende 12.1 an wenigstens einem Begrenzungsanschlag 14 an, der am Fahrwerksrahmen 5 festgesetzt ist. Der Anschlag 14 ist zweiteilig ausgeführt und an Halbschalen 14.1 vorgesehen, welche im Bereich der Außenmantelfläche der Notfeder 12 in diametraler Anordnung auf dem Langträger 5 festgesetzt sind. Die Anschläge 14 ragen dabei als Ringflächenabschnitte in radialer Richtung horizontal vor den äußeren Rand des freien oberen Endes 12.1 der Notfeder 12. Zwischen den beiden Begrenzungsanschlägen 14 verbleibt in Umfangsrichtung ein freier Bereich, in welchem der Stützanschlag 13 jedenfalls über die gesamte radiale Breite der Notfeder 12 an diametral gegenüber liegenden Abschnitten aufsetzen kann. Die freie Länge zwischen dem Aufstandspunkt der Notfeder 12 auf dem Laufwerksrahmen 4 und dem Begrenzungsanschlag 14 ist kleiner als die axiale Länge der entspannten Notfeder. Durch Wahl des Abstandes zwischen Längsträger 5 und Begrenzungsanschlag 14 kann somit die Vorspannkraft der Notfeder 12 den Betriebsbedingungen angepaßt werden.In order to keep the emergency spring 12 axially short, it is mechanically pre-tensioned in the axial direction. For this its free end 12.1 facing the support stop 13 is in contact at least one limit stop 14 on the Chassis frame 5 is fixed. The stop 14 is made in two parts and provided on half-shells 14.1, which in the area of the outer surface of the emergency spring 12 in diametrical arrangement are fixed on the long beam 5. The stops 14 protrude as annular surface sections in radial direction horizontally in front of the outer edge of the free upper end 12.1 of the emergency spring 12. Between the two Limiting stops 14 remain in the circumferential direction free area in which the support stop 13 at least over the entire radial width of the emergency spring 12 at diametrically can touch opposite sections. The free length between the contact point of the emergency spring 12 on the Drive frame 4 and the limit stop 14 is smaller than the axial length of the relaxed emergency spring. By choosing the Distance between side member 5 and limit stop 14 can thus the biasing force of the emergency spring 12 Operating conditions are adjusted.

Claims (6)

  1. A rail vehicle with at least one support actuator (3) acting as a support spring, being adjustable in length in the vertical direction and being arranged between a vehicle body (1) and the undercarriage frame (5) of an undercarriage situated underneath the vehicle body, characterized in that an emergency spring (12) is concentrically arranged around the support actuator (9), in that the emergency spring (12) and the support actuator (9) are seated on the undercarriage frame (5) with one end, in that a support buffer (13) for supporting the vehicle box body (1) on the emergency spring (12) is fixed on the support actuator in the region of the other end of the support actuator (9), and in that the support buffer (13) is spaced apart from the opposing end (12.1) of the emergency spring (12) by a clearance distance in an operating state, in which the support actuator (9) is at least largely extended.
  2. The rail vehicle according to Claim 1, characterized in that the actuator (9) consists of a hydropneumatically controlled cylinder, the cylinder housing (9.1) of which is rigidly fixed on the undercarriage frame (5), in that the buffer (13) is fixed on the free end of the piston rod (9.1) of the cylinder by means of a ball-and-socket joint (10), and in that the emergency spring (12) is arranged concentrically referred to the cylinder housing (9.1) .
  3. The rail vehicle according to Claim 2, characterized in that the support buffer (13) contains a cylindrical collar that is arranged concentric referred to the piston rod (9.2), wherein the inside diameter of the cylindrical collar is larger than the outside diameter of the cylinder housing, and wherein the cylindrical collar is open toward the emergency spring (12) and situated in an axial extension of the opposing end (12.1) of the emergency spring (12).
  4. The rail vehicle according to at least one of Claims 1 to 3, characterized in that the emergency spring (12) is mechanically prestressed in the axial direction.
  5. The rail vehicle according to Claim 4, characterized in that the end (12.1) of the emergency spring (12) which is situated opposite of the buffer (13) contacts at least one limit stop (14) that is fixed on the undercarriage frame (5).
  6. The rail vehicle according to at least one of Claims 1 to 5, characterized in that the support buffer (13) is held on the actuator (9) by means of an articulated connector (10) that is realized in the form of a ball-and-socket joint, wherein the support buffer is rigidly fixed on a plate (11.1) of a sliding adapter (11), and wherein a second plate (11.2) of said sliding adapter which can be displaced parallel to the first plate is rigidly fixed on the underside of the vehicle body (1).
EP99102508A 1998-04-04 1999-02-10 Railway vehicle with a vertical supporting actuator Expired - Lifetime EP0947409B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19815197A DE19815197C1 (en) 1998-04-04 1998-04-04 Bodywork support for railway vehicle
DE19815197 1998-04-04

Publications (2)

Publication Number Publication Date
EP0947409A1 EP0947409A1 (en) 1999-10-06
EP0947409B1 true EP0947409B1 (en) 2003-10-15

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EP99102508A Expired - Lifetime EP0947409B1 (en) 1998-04-04 1999-02-10 Railway vehicle with a vertical supporting actuator

Country Status (10)

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US (1) US6273002B1 (en)
EP (1) EP0947409B1 (en)
JP (1) JP3017731B2 (en)
KR (1) KR100294385B1 (en)
AT (1) ATE252011T1 (en)
CA (1) CA2266106C (en)
CZ (1) CZ286114B6 (en)
DE (2) DE19815197C1 (en)
ES (1) ES2209255T3 (en)
HU (1) HU221873B1 (en)

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Also Published As

Publication number Publication date
JP3017731B2 (en) 2000-03-13
KR19990082924A (en) 1999-11-25
CA2266106A1 (en) 1999-10-04
DE59907332D1 (en) 2003-11-20
CZ286114B6 (en) 2000-01-12
KR100294385B1 (en) 2001-07-12
ES2209255T3 (en) 2004-06-16
DE19815197C1 (en) 1999-07-22
HU221873B1 (en) 2003-02-28
HU9900866D0 (en) 1999-06-28
HUP9900866A2 (en) 2001-01-29
CZ106599A3 (en) 1999-10-13
CA2266106C (en) 2002-06-25
US6273002B1 (en) 2001-08-14
EP0947409A1 (en) 1999-10-06
ATE252011T1 (en) 2003-11-15
JPH11321645A (en) 1999-11-24

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