EP0947409B1 - Véhicule ferroviaire avec un vérin vertical de support - Google Patents

Véhicule ferroviaire avec un vérin vertical de support 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
Authority
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
Other languages
German (de)
English (en)
Other versions
EP0947409A1 (fr
Inventor
Ulrich Dr. Hachmann
Uwe Schüller
Thomas Benker
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP0947409A1 publication Critical patent/EP0947409A1/fr
Application granted granted Critical
Publication of EP0947409B1 publication Critical patent/EP0947409B1/fr
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
    • B61F5/04—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.

Landscapes

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

Claims (6)

  1. Véhicule ferroviaire comportant au moins un module de soutien (9) prolongeable en longueur dans le sens vertical et fonctionnant comme module de soutien (9) entre un caisson de wagon (1) et un cadre de train de roulement (5) d'un train de roulement disposé dessous, caractérisé en ce qu'est disposé concentriquement autour du module de soutien (9) un ressort d'urgence (12), que le ressort d'urgence (12) et le module de soutien (9) reposent par une extrémité sur le cadre du train de roulement (5), qu'au niveau de l'autre extrémité du module de soutien (9), sur le module de soutien, est disposée une butée de soutien (13) servant à soutenir le caisson de wagon (1) sur le ressort d'urgence (12) et que la butée de soutien (13) se trouve, lorsque le module de soutien (9) est étiré au moins dans une large mesure en cours de fonctionnement, à une distance libre de l'extrémité tournée vers elle (12.1) du ressort d'urgence (12).
  2. Véhicule ferroviaire selon la revendication 1, caractérisé en ce que le module (9) est un vérin à commande hydropneumatique, dont le boítier de vérin (9.1) est fixé rigidement sur le cadre de train de roulement (5), que la butée (13) est fixée par un joint à rotule (10) à l'extrémité libre de la tige de piston (9.1) du vérin et que le ressort d'urgence (12) est disposé concentriquement par rapport au boítier du vérin (9.1)
  3. Véhicule ferroviaire selon la revendication 2, caractérisé en ce que la butée de soutien (13) présente un collier de vérin disposé concentriquement par rapport à la tige de piston (9.2) et dont le diamètre intérieur est plus grand que le diamètre extérieur du boítier du vérin et qui est ouvert en direction du ressort d'urgence (12) ainsi que dans le prolongement axial de l'extrémité tournée vers lui (12.1) du ressort d'urgence (12).
  4. Véhicule ferroviaire selon au moins une des revendications 1 à 3, caractérisé en ce que le ressort d'urgence (12) est précontraint mécaniquement dans le sens axial.
  5. Véhicule ferroviaire selon la revendication 4, caractérisé en ce que l'extrémité (12.1) tournée vers la butée (13) du ressort d'urgence (12) touche au moins une butée de limitation (14) qui est fixée sur le cadre du train de roulement (5).
  6. Véhicule ferroviaire selon au moins une des revendications 1 à 5, caractérisé en ce que la butée de soutien (13) est maintenue par un connecteur articulé (10) conçu à la manière d'un joint à rotule sur le module (9) et est d'autre part fixée rigidement à une plaque (11.1) d'un adaptateur coulissant (11) dont l'autre plaque (11.2) déplaçable corrélativement en parallèle est fixée rigidement à la face inférieure du caisson de wagon (1).
EP99102508A 1998-04-04 1999-02-10 Véhicule ferroviaire avec un vérin vertical de support Expired - Lifetime EP0947409B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19815197A DE19815197C1 (de) 1998-04-04 1998-04-04 Schienenfahrzeug mit einem verikalen Stützaktuator
DE19815197 1998-04-04

Publications (2)

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

Family

ID=7863636

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99102508A Expired - Lifetime EP0947409B1 (fr) 1998-04-04 1999-02-10 Véhicule ferroviaire avec un vérin vertical de support

Country Status (10)

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

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10238059B4 (de) 2002-08-20 2014-02-13 Liebherr-Aerospace Lindenberg Gmbh Federelement
CN1678484B (zh) * 2002-09-05 2012-05-30 勃姆巴迪尔运输有限公司 有轨车辆的行走装置
DE10316497A1 (de) * 2003-04-09 2005-01-05 Bombardier Transportation Gmbh Fahrwerk für ein Schienenfahrzeug mit verbesserter Querfederung
DE10360516C5 (de) * 2003-12-22 2010-12-16 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Vorrichtung zur Sekundärfederung eines Wagenkastens bei einem Schienenfahrzeug mit einem aktiven Federelement
DE10360517B4 (de) * 2003-12-22 2006-08-31 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Vorrichtung zur Sekundärfederung eines Wagenkastens bei einem Schienenfahrzeug mit einem aktiven Federelement
DE10360518B4 (de) 2003-12-22 2007-08-23 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Vorrichtung zur Sekundärfederung eines Wagenkastens bei einem Schienenfahrzeug mit einem passiven Federelement
CN100465019C (zh) * 2007-09-05 2009-03-04 西南交通大学 移动式、空气弹簧中置的中低速磁浮列车走行模块牵引机构
CZ301278B6 (cs) * 2008-01-14 2009-12-30 Inekon Group, A. S. Podvozek kolejového trakcního vozidla
DE102009014866A1 (de) * 2009-03-30 2010-10-28 Bombardier Transportation Gmbh Fahrzeug mit Wankkompensation
CA2807223C (fr) * 2010-10-15 2014-05-13 Nippon Sharyo, Ltd. Dispositif d'inclinaison de carrosserie de vehicule pour vehicule ferroviaire
JP4850978B1 (ja) * 2011-05-09 2012-01-11 ピー・エス・シー株式会社 車体傾斜装置及び車体傾斜装置に用いられる二層三方弁
JP5539590B2 (ja) * 2011-06-23 2014-07-02 三菱電機株式会社 列車運行制御システム
EP3280642B1 (fr) * 2015-04-09 2020-09-23 B/E Aerospace, Inc. Dispositif réglable de cloison coulissante
CN108248627B (zh) * 2018-03-06 2019-06-07 中车株洲电力机车有限公司 一种二系悬挂装置及构架
CN108996412B (zh) * 2018-09-25 2023-01-20 程力专用汽车股份有限公司 一种起重车智能应急防翻装置

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US2988015A (en) * 1957-10-07 1961-06-13 Gen Steel Castings Corp Railway car suspension systems
DE1206464C2 (de) * 1960-07-14 1973-07-19 Wegmann & Co Halterung fuer eine aus Haupt- und Zusatzfeder bestehende Federung fuer Fahrzeuge, insbesondere Schienenfahrzeuge
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US3343830A (en) * 1966-01-18 1967-09-26 Budd Co Spring apparatus for railway cars
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DE4136926A1 (de) * 1991-11-11 1993-05-13 Abb Henschel Waggon Union Fahrwerk fuer niederflurbahnen
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DE4234523A1 (de) * 1992-10-13 1994-04-14 Knorr Bremse Ag Niveau- und Neigungssteuerung eines Wagenkastens

Also Published As

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

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