EP0975503A1 - Rail vehicle with coupling element unit between the body of the wagon and the chassis - Google Patents

Rail vehicle with coupling element unit between the body of the wagon and the chassis

Info

Publication number
EP0975503A1
EP0975503A1 EP98965174A EP98965174A EP0975503A1 EP 0975503 A1 EP0975503 A1 EP 0975503A1 EP 98965174 A EP98965174 A EP 98965174A EP 98965174 A EP98965174 A EP 98965174A EP 0975503 A1 EP0975503 A1 EP 0975503A1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
vehicle according
sliding
car body
coupling element
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
EP98965174A
Other languages
German (de)
French (fr)
Other versions
EP0975503B1 (en
Inventor
Uwe Schüller
Thomas Benker
Ulrich Hachmann
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
DaimlerChrysler AG
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 DaimlerChrysler AG, Bombardier Transportation GmbH filed Critical DaimlerChrysler AG
Publication of EP0975503A1 publication Critical patent/EP0975503A1/en
Application granted granted Critical
Publication of EP0975503B1 publication Critical patent/EP0975503B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • B61F5/14—Side bearings

Definitions

  • the invention relates to a rail vehicle according to the preamble of the first claim.
  • the invention has for its object to take measures in a rail vehicle according to the preamble of the first claim, by means of which a coupling element designed with spring action is relieved of forces acting transversely to its spring direction.
  • a sliding adapter integrated in the coupling element unit takes the under permissible
  • This sliding adapter can be designed with very little friction and therefore has a high level of reliability and is largely maintenance-free. A jam-free compensation of the pushing movements that occur is thus ensured.
  • the sliding adapter does not have a translatory degree of freedom for two coinciding axes and is mounted so that its displacement plane is parallel to the plane that either receives the floor of the car body or the chassis frame.
  • the element of the coupling element unit which has the spring action can be a component which only has to be movable in one direction, as is the case with hydropneumatic actuators.
  • the cylinder of this actuator can be immovably fixed on the chassis frame or on the floor of the car body, that is to say screwed or welded to it, after movements transverse to its direction of adjustment are absorbed by the sliding adapter.
  • the sliding adapter is designed, for example, as a ball roller table in order to keep the friction between the adapter members low and thus to minimize the load on the spring element transverse to its direction of suspension. So that driving noises of the drive are not transmitted to the car body undamped via the coupling element units, at least one of the adapter members of the sliding adapter which can be displaced relative to one another is provided with noise insulation means.
  • this adapter member can have two plates which are connected to one another only via an insulation layer.
  • This insulating layer is parallel to the sliding plane of the sliding adapter and can be designed as a solid disc, from several discs arranged next to one another or in particular as an annular disc.
  • the insulation layer with its end faces facing the plates is immersed in correspondingly adapted receiving recesses in these plates.
  • the slide adapter assigned to a car can not only the transverse movements occurring during the run of the rail vehicle within the
  • Compensate vertical support serving coupling element units they could also be used, for example, to push the car body opposite the drive when stopping at a platform close to the platform edge to reduce the gap between the car body and the platform edge. It can also be expedient to provide an optionally controllable locking device between the adapter members in order to at least partially reduce or completely prevent the free mobility depending on the operating conditions.
  • longitudinal forces such as transverse forces can be bearing journals fixed to the car body are transferred to a correspondingly adapted counter bearing on the drive frame.
  • a coupling rod can also be provided as a longitudinal force coupling element.
  • Shear forces can be absorbed via at least one shear force coupling element, which can optionally be designed as an actively controllable actuator, with which the transverse displacement between the car body and the drive is controlled in accordance with the operating requirements.
  • the displacement paths between the car body and the drive determined by the power coupling elements are smaller than the permissible displacement path of the respective displacement adapter.
  • the spring element inserted into the respective coupling element unit can be passive and can be designed, for example, as a steel coil spring or solid rubber spring.
  • the spring element is preferably actively controllable and in particular is designed as a hydropneumatically controlled hydraulic cylinder which can only be changed in length in one direction.
  • the coupling element unit is equipped with a joint connector designed in the manner of a ball joint. This joint connector is preferably installed between the spring element and the sliding adapter and has only one joint.
  • FIG. 1 shows a rail vehicle with sliding adapters partially shown in the area of a running gear
  • FIG. 2 shows a side view of the arrangement according to FIG. 1 in the area of a coupling element unit with a sliding adapter and
  • Figure 3 shows a detail of the sliding adapter in Cross-section.
  • a vehicle body 1 of a vehicle, in particular a rail vehicle, is indicated schematically, at least one drive being arranged under the bottom wall 2 of the vehicle body.
  • the drive has at least one axle or two wheels 3, in the present case two axles or four wheels 3.
  • the wheels 3 are designed as rail wheels.
  • a drive frame 4 is supported with longitudinal beams 5 running in the direction of travel of the drive, which are connected to one another via at least one cross member 6, by means of primary springs 7 on wheel bearing elements 8 of the wheels 3 and thus couples the wheels 3 to one another in a stable manner.
  • the direction of rotation of the wheels 3 arranged one behind the other is on each side member 5 perpendicular to the plane formed by these side members 5 on each of the side members 5, a coupling element unit, via which the car body 1 is supported with its bottom wall 2 on the running gear.
  • the coupling element unit consists of an actuator 9 acting as a spring element, an articulated connector 10 which can be tilted in all directions and a sliding connector 11, which are arranged mechanically in series in the direction of action of the actuator 9.
  • the joint connector 10 can be designed as a universal or ball joint, as a rubber-elastic joint or in the manner of a spring rod, in order to be able to carry out only swiveling movements with a limited swiveling deflection in all directions.
  • the sliding connector 1 1 has only translational degrees of freedom in a plane that is parallel to the bottom wall 2 of the
  • Car body 1 is located.
  • the displaceability of this sliding connector, which is non-directional in one plane, is limited to predetermined values.
  • the assignment of the individual components 9, 10, 11 of the connecting device has the effect that only the actuator can compensate for differences in distance between the bogie 4 and the car body 1, that the hinge connector 10 only independent of direction
  • the sliding connector 1 1 can only compensate for movements directed transversely to the adjustment direction or to its actuating axis 12. It is independent of the principle in which order the components 9, 10, 11 are joined together if the two end components are fixed on the chassis 4 on the one hand and on the car body 1 on the other hand.
  • the cylinder housings 9.1 of, for example, hydropneumatic actuators 9 with a vertical actuating axis 12 are each rigidly fixed on one of the side members 5.
  • the other actuator 9.2 of the actuator 9 is a linearly displaceable only in the actuator 9.1 along the actuating axis 12
  • the sliding connector 1 1 is provided, the primary sliding member 1 1.1 of which with the second pivoting member 10.2 of the articulated connector 10 and its secondary sliding member 1 1.2 is in firm connection with the bottom wall 2 of the body 1.
  • At least one sliding member 1.1 consists of two plates 11.3 and 11.4 lying parallel to one another, which consist of dimensionally stable material, in particular metal, and between which an insulating layer 11.5 is arranged.
  • the panels 11.3 and 11.4 are firmly connected to one another by means of the insulating layer made of elastic, vibration-damping material.
  • the insulation layer 1 1.5 is therefore parallel to the sliding plane of the sliding adapter 1 1.
  • the insulation layer 11.5 is preferably formed as a ring which is arranged axially with the adjustment axis of the actuator 9 and the joint connector 10.
  • adapted receiving recesses 12 are incorporated in the two plates 11.3 and 11.4, the depth of which in the axial direction is substantially less than the thickness of the insulation layer 11 .5.
  • the actuator 9 can replace resilient elements which act as secondary suspension.
  • it is designed in particular as a hydropneumatically operated cylinder and thus not only permits height compensation between the body and the bogie frame, but can also have spring properties which would otherwise have helical springs, air springs or the like.
  • the force coupling between the car body and the bogie to support longitudinal and transverse forces can conventionally z. B. on handlebars, pivot or Lemniskaten coupling elements or elastic buffer or spring elements.
  • the connecting device 9, 10, 1 1 can of course also be installed overturned between car body 1 and drive 4.
  • the sliding connector 1 1 can also be installed, for example, between the respective longitudinal beam 5 and the facing actuator 9.1 of the actuator 9 without impairing the function and safety.
  • the secondary link 10.2 is firmly connected to the car body 1.
  • the sliding connector 11 can of course also be installed between the actuator 9 and the articulated connector 10.
  • the actuator 9 retains its vertical position with respect to the drive 4 under all operating conditions provided that it is connected directly to the long beams 5 or via the sliding connector 11. If the actuator 9 is seated directly or via the sliding connector 11 on the car body 1, it also maintains its vertical position with respect to the plane thus specified under all normal operating conditions.
  • the sliding adapter used according to the invention is required especially in the case of a hydropneumatic secondary spring, so that despite the vertically fixed actuator on the bogie frame and only vertically movable in one axis and a joint between the piston rod of the actuator and the sliding adapter, the mobility of the car body necessary for operation and safety to the drive in a plane parallel to the car body floor is guaranteed.
  • the structure-borne noise transmission from the drive to the car body structure is minimized with the sliding adapter by arranging additional parts arranged in the transmission direction.
  • the insulation layer with vibration-isolating properties is provided, which fully transfers the existing forces in the vertical direction and the horizontal forces that are necessary to overcome the friction of the sliding members.
  • the sliding adapter can be fitted with rolling links instead of sliding links, similar to a ball table.
  • Advantages of the invention also consist in the fact that the sliding adapter enables a firmly clamped position of the vertical actuator and the car body is thereby always stable against tipping away but in turn is freely displaceable in the car body level, which is necessary in order to enable transverse play and sheet travel. Appropriate selection and design, in particular the friction components of the sliding members, can optimize the transverse comfort.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)
  • Handcart (AREA)
  • Springs (AREA)

Abstract

A coupling element unit (9, 10, 11) with a damping effect is arranged between a body and the chassis in a rail vehicle. In order to amply relieve the coupling element of forces acting in transversal direction relative to the direction of damping, a slide adapter (11) is provided having two sliding members (11.1 and 11.2) than can slide towards each other parallel to the bottom of the wagon body (1).

Description

Schienenfahrzeug mit Koppelelementeinheiten zwischen Wagenkasten und FahrwerkRail vehicle with coupling element units between the body and chassis
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, einen Wagenkasten mittels Koppelelementeinheiten auf einem Fahrwerksrahmen eines unter dem Wagenkasten angeordneten Laufwerks federelastisch abzustützen. Hierbei müssen die die Federwirkung aufweisenden Koppelelemente in der Weise mit dem Wagenkasten und dem Fahrgestellrahmen verbunden sein, daß sie den zwischen Wagenkasten und Fahrwerksrahmen auftretenden Bewegungen folgen können.It is very well known in rail vehicles to support a car body by means of coupling element units on a chassis frame of a running gear arranged under the car body. Here, the coupling elements having the spring action must be connected to the body and the chassis frame in such a way that they can follow the movements occurring between the body and the chassis frame.
Der Erfindung liegt die Aufgabe zugrunde, bei einem Schienenfahrzeug gemäß dem Oberbegriff des ersten Anspruchs Maßnahmen zu treffen, durch die ein mit Federwirkung ausgebildetes Koppelelement von quer zu seiner Federrichtung wirkenden Kräften entlastet wird.The invention has for its object to take measures in a rail vehicle according to the preamble of the first claim, by means of which a coupling element designed with spring action is relieved of forces acting transversely to its spring direction.
Die Lösung dieser Aufgabe erfolgt gemäß der Erfindung durch die kennzeichnenden Merkmale des ersten Anspruchs.This object is achieved according to the invention by the characterizing features of the first claim.
Bei einer Ausbildung eines Schienenfahrzeugs gemäß der Erfindung nimmt ein in die Koppelelementeinheit integrierter Schiebeadapter die unter zulässigenIn a design of a rail vehicle according to the invention, a sliding adapter integrated in the coupling element unit takes the under permissible
Betriebsbedingungen auftretenden lateralen oder Drehbewegungen auf, die zwischen dem Wagenkasten und dem Fahrwerksrahmen auftreten. Dabei kann dieser Schiebeadapter mit sehr geringer Reibung ausgebildet werden und weist dadurch eine hohe Ausfallsicherheit sowie eine weitgehende Wartungsfreiheit auf. Ein klemmfreier Ausgleich der auftretenden schiebenden Bewegungen ist somit sichergestellt. Der Schiebeadapter weist dabei je einen translatorischen Freiheitsgrad bei zwei nicht zusammenfallenden Achsen auf und wird so montiert, daß seine Verschiebeebene parallel zu der Ebene verläuft, die entweder den Boden des Wagenkastens oder den Fahrwerksrahmen aufnimmt. Dadurch kann das die Federwirkung aufweisende Element der Koppelelementeinheit ein Bauteil sein, welches nur in einer Richtung beweglich sein muß, wie es bei hydropneumatischen Aktuatoren der Fall ist. Dadurch kann der Zylinder dieses Aktuators unbeweglich auf dem Fahrwerksrahmen bzw. am Boden des Wagenkastens festgesetzt werden, daran also festgeschraubt oder festgeschweißt werden, nachdem Bewegungen quer zu seiner Verstellrichtung vom Schiebeadapter aufgenommen werden. Der Schiebeadapter wird beispielsweise als Kugelrolltisch ausgebildet, um die Reibung zwischen den Adaptergliedern gering zu halten und damit die Belastung des Federelements quer zu seiner Federungsrichtung zu minimieren. Damit Fahrgeräusche des Laufwerks nicht ungedämpft über die Koppelelementeinheiten auf den Wagenkasten übertragen werden, ist zumindest eines der gegeneinander verschiebbaren Adapterglieder des Schiebeadapters mit Geräuschdämmmitteln versehen. Hierzu kann dieses Adapterglied zwei Platten aufweisen, die nur über eine Dämmschicht miteinander verbunden sind. Diese Dämmschicht liegt parallel zur Verschiebeebene des Schiebeadapters und kann als Vollscheibe, aus mehreren nebeneinander angeordneten Scheiben oder insbesondere als Ringscheibe ausgebildet sein. Um dabei die aus der Reibung des Schiebeadapters herrührenden Kräfte ohne die Gefahr einer Verschiebung zwischen diesen Platten aufnehmen zu können, taucht die Dämmschicht mit ihren den Platten zugewandten Stirnseiten in entsprechend angepaßte Aufnahmevertiefungen dieser Platten.Operating conditions occurring lateral or rotary movements that occur between the body and the chassis frame. This sliding adapter can be designed with very little friction and therefore has a high level of reliability and is largely maintenance-free. A jam-free compensation of the pushing movements that occur is thus ensured. The sliding adapter does not have a translatory degree of freedom for two coinciding axes and is mounted so that its displacement plane is parallel to the plane that either receives the floor of the car body or the chassis frame. As a result, the element of the coupling element unit which has the spring action can be a component which only has to be movable in one direction, as is the case with hydropneumatic actuators. As a result, the cylinder of this actuator can be immovably fixed on the chassis frame or on the floor of the car body, that is to say screwed or welded to it, after movements transverse to its direction of adjustment are absorbed by the sliding adapter. The sliding adapter is designed, for example, as a ball roller table in order to keep the friction between the adapter members low and thus to minimize the load on the spring element transverse to its direction of suspension. So that driving noises of the drive are not transmitted to the car body undamped via the coupling element units, at least one of the adapter members of the sliding adapter which can be displaced relative to one another is provided with noise insulation means. For this purpose, this adapter member can have two plates which are connected to one another only via an insulation layer. This insulating layer is parallel to the sliding plane of the sliding adapter and can be designed as a solid disc, from several discs arranged next to one another or in particular as an annular disc. In order to be able to absorb the forces resulting from the friction of the sliding adapter without the risk of displacement between these plates, the insulation layer with its end faces facing the plates is immersed in correspondingly adapted receiving recesses in these plates.
Die einem Wagen zugeordneten Schiebeadapter können nicht nur die während des Laufs des Schienenfahrzeugs auftretenden Querbewegungen innerhalb der alsThe slide adapter assigned to a car can not only the transverse movements occurring during the run of the rail vehicle within the
Vertikalstützen dienenden Koppelelementeinheiten ausgleichen, sie könnten beispielsweise auch dafür verwendet werden, den Wagenkasten gegenüber dem Laufwerk bei einem Halt an einem Bahnsteig nahe an die Bahnsteigkante heranzuschieben, um den Spalt zwischen Wagenkasten und Bahnsteigkante zu verringern. Auch kann es zweckmäßig sein, zwischen den Adaptergliedern eine wahlweise steuerbare Verriegelungseinrichtung vorzusehen, um die freie Beweglichkeit abhängig von den Betriebsbedingungen zumindest teilweise zu vermindern oder ganz zu unterbinden.Compensate vertical support serving coupling element units, they could also be used, for example, to push the car body opposite the drive when stopping at a platform close to the platform edge to reduce the gap between the car body and the platform edge. It can also be expedient to provide an optionally controllable locking device between the adapter members in order to at least partially reduce or completely prevent the free mobility depending on the operating conditions.
Zur Kraftübertragung zwischen Wagenkasten und Laufwerk sind im übrigen gesonderteFor the power transmission between the car body and the drive are separate
Kraftkoppelelemente vorgesehen. So können Längskräfte wie Querkräfte über einen am Wagenkasten festgesetzten Lagerzapfen auf ein entsprechend angepaßtes Gegenlager am Laufwerksrahmen übertragen werden. Zur Übertragung von Längskräften kann jedoch auch eine Koppelstange als Längskraftkoppelelement vorgesehen werden. Querkräfte können dagegen über mindestens ein Querkraftkoppelelement aufgenommen werden, das gegebenenfalls als aktiv steuerbarer Aktuator ausgebildet sein kann, mit dem die Querverschiebung zwischen Wagenkasten und Laufwerk entsprechend den Betriebserfordernissen gesteuert wird. Die durch die Kraftkoppelelemente bestimmten Verschiebewege zwischen Wagenkasten und Laufwerk sind dabei kleiner als der zulässige Verschiebeweg des jeweiligen Verschiebeadapters.Power coupling elements provided. For example, longitudinal forces such as transverse forces can be bearing journals fixed to the car body are transferred to a correspondingly adapted counter bearing on the drive frame. For the transmission of longitudinal forces, however, a coupling rod can also be provided as a longitudinal force coupling element. Shear forces, on the other hand, can be absorbed via at least one shear force coupling element, which can optionally be designed as an actively controllable actuator, with which the transverse displacement between the car body and the drive is controlled in accordance with the operating requirements. The displacement paths between the car body and the drive determined by the power coupling elements are smaller than the permissible displacement path of the respective displacement adapter.
Das in die jeweilige Koppelelementeinheit eingefügte Federelement kann passiv sein und beispielsweise als Stahlwendelfeder oder Vollgummifeder ausgebildet sein. Vorzugsweise ist das Federelement jedoch aktiv steuerbar und insbesondere als hydropneumatisch gesteuerter Hydraulikzylinder ausgebildet, der nur in einer Richtung längenveränderbar ist. Um im übrigen aus Verwindungen oder Neigung des Wagenkastens oder des Gleiskörpers resultierende Kippbewegungen zwischen Wagenkasten und Laufwerksrahmen ausgleichen zu können, ist die Koppelelementeinheit mit einem nach Art eines Kugelgelenks ausgebildeten Gelenkverbinder ausgestattet. Dieser Gelenkverbinder wird vorzugsweise zwischen das Federelement und den Schiebeadapter eingebaut und besitzt nur ein Gelenk.The spring element inserted into the respective coupling element unit can be passive and can be designed, for example, as a steel coil spring or solid rubber spring. However, the spring element is preferably actively controllable and in particular is designed as a hydropneumatically controlled hydraulic cylinder which can only be changed in length in one direction. In order to be able to compensate for the tilting movements between the car body and the running gear frame resulting from twisting or inclination of the car body or the track body, the coupling element unit is equipped with a joint connector designed in the manner of a ball joint. This joint connector is preferably installed between the spring element and the sliding adapter and has only one joint.
Die Erfindung ist nachfolgend anhand der Zeichnungen eines Ausführungsbeispiels näher erläutert.The invention is explained below with reference to the drawings of an embodiment.
Es zeigen:Show it:
Figur 1 ein im Bereich eines Laufwerks teilweise dargestelltes Schienenfahrzeug mit Schiebeadaptern,FIG. 1 shows a rail vehicle with sliding adapters partially shown in the area of a running gear,
Figur 2 eine Seitenansicht der Anordnung nach Figur 1 im Bereich einer Koppelelementeinheit mit Schiebeadapter undFIG. 2 shows a side view of the arrangement according to FIG. 1 in the area of a coupling element unit with a sliding adapter and
Figur 3 eine Einzelheitdarstellung des Schiebeadapters im Querschnitt.Figure 3 shows a detail of the sliding adapter in Cross-section.
Von einem Fahrzeug, insbesondere einem Schienenfahrzeug, ist ein Wagenkasten 1 schematisch angedeutet, unter dessen Bodenwand 2 wenigstens ein Laufwerk angeordnet ist. Das Laufwerk weist zumindest eine Achse bzw. zwei Räder 3, vorliegend zwei 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 inA vehicle body 1 of a vehicle, in particular a rail vehicle, is indicated schematically, at least one drive being arranged under the bottom wall 2 of the vehicle body. The drive has at least one axle or two wheels 3, in the present case two axles or four wheels 3. The wheels 3 are designed as rail wheels. A drive frame 4 is supported with longitudinal beams 5 running in the direction of travel of the drive, which are connected to one another via at least one cross member 6, by means of primary springs 7 on wheel bearing elements 8 of the wheels 3 and thus couples the wheels 3 to one another in a stable manner. About in the middle of two
Laufrichtung hintereinander angeordneten Rädern 3 steht auf jedem Längsträger 5 senkrecht zu der durch diese Längsträger 5 gebildeten Ebene auf jedem der Längsiräger 5 eine Koppelelementeinheit, über welche der Wagenkasten 1 mit seiner Bodenwand 2 auf dem Laufwerk abgestützt ist.The direction of rotation of the wheels 3 arranged one behind the other is on each side member 5 perpendicular to the plane formed by these side members 5 on each of the side members 5, a coupling element unit, via which the car body 1 is supported with its bottom wall 2 on the running gear.
Die Koppelelementeinheit besteht aus einem als Federelement wirkenden Aktuator 9, einem in alle Richtungen kippbaren Gelenkverbinder 10 und einem Gleitverbinder 1 1 , die in der Wirkungsrichtung des Aktuators 9 mechanisch in Serie angeordnet sind. Die Aktuatoren 9, die insbesondere als hydropneumatisch gesteuerter 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 ausführen zu können. Der Gleitverbinder 1 1 besitzt nur translatorische Freiheitsgrade in einer Ebene, die parallel zur Bodenwand 2 desThe coupling element unit consists of an actuator 9 acting as a spring element, an articulated connector 10 which can be tilted in all directions and a sliding connector 11, which are arranged mechanically in series in the direction of action of the actuator 9. The actuators 9, which can be designed in particular as a hydropneumatically controlled hydraulic cylinder, have two actuators 9.1 and 9.2 that can only be adjusted axially in a straight line. The joint connector 10 can be designed as a universal or ball joint, as a rubber-elastic joint or in the manner of a spring rod, in order to be able to carry out only swiveling movements with a limited swiveling deflection in all directions. The sliding connector 1 1 has only translational degrees of freedom in a plane that is parallel to the bottom wall 2 of the
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 nur richtungsunabhängigeCar body 1 is located. The displaceability of this sliding connector, which is non-directional in one plane, is limited to predetermined values. The assignment of the individual components 9, 10, 11 of the connecting device has the effect that only the actuator can compensate for differences in distance between the bogie 4 and the car body 1, that the hinge connector 10 only independent of direction
Kippbewegungen ausgleichen kann und daß der Gleitverbinder 1 1 nur quer zur Verstellrichtung bzw. zu seiner Stellachse 12 gerichtete Bewegungen ausgleichen kann. Hierbei ist es vom Grundsatz unabhängig, in welcher Reihenfolge die Bauelemente 9, 10, 1 1 aneinandergefügt sind, wenn jeweils die beiden endständigen Bauelemente einerseits am Fahrwerk 4 und andererseits am Wagenkasten 1 festgesetzt sind. Beim Ausführungsbeispiel sind die Zylindergehäuse 9.1 von beispielsweise hydropneumatischen Aktuatoren 9 mit senkrecht stehender Stellachse 12 jeweils auf einem der Längsträger 5 starr festgesetzt. Das andere Stellglied 9.2 des Aktuators 9 ist eine geradlinig nur entlang der Stellachse 12 verschiebbar im Stellglied 9.1 geführteCan compensate for tilting movements and that the sliding connector 1 1 can only compensate for movements directed transversely to the adjustment direction or to its actuating axis 12. It is independent of the principle in which order the components 9, 10, 11 are joined together if the two end components are fixed on the chassis 4 on the one hand and on the car body 1 on the other hand. In the exemplary embodiment, the cylinder housings 9.1 of, for example, hydropneumatic actuators 9 with a vertical actuating axis 12 are each rigidly fixed on one of the side members 5. The other actuator 9.2 of the actuator 9 is a linearly displaceable only in the actuator 9.1 along the actuating axis 12
Stösselstange des Zylinderkolbens, wobei das freie Ende dieses Stellgliedes 9.2 mit dem ersten Schwenkgiied 10.1 des Schwenkverbinders 10 starr verbunden ist, während das zweite Schwenkglied 10.2 mit dem primären Gleitglied 1 1.1 des Gleitelements 1 1 starr verbunden ist. Der als Kugelgelenk ausgebildete Gelenkverbinder 10 läßt nur Kippbewegungen zu, die zwischen den durch diePush rod of the cylinder piston, the free end of this actuator 9.2 being rigidly connected to the first pivot member 10.1 of the pivot connector 10, while the second pivot member 10.2 is rigidly connected to the primary slide member 1.1 of the slide element 11. The articulated connector 10 designed as a ball joint allows only tilting movements between the through
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 1 1 vorgesehen, dessen primäres Gleitglied 1 1.1 mit dem zweiten Schwenkglied 10.2 des Gelenkverbinders 10 und dessen sekundäres Gleitglied 1 1.2 in fester Verbindung mit der Bodenwand 2 des Wagenkastens 1 steht.Side members 5 and the bottom wall 2 formed levels occur. In order to be able to compensate for lateral movements between the vehicle parts 1, 3, 4 or from a twisting of the planes the resulting lateral adjustment, the sliding connector 1 1 is provided, the primary sliding member 1 1.1 of which with the second pivoting member 10.2 of the articulated connector 10 and its secondary sliding member 1 1.2 is in firm connection with the bottom wall 2 of the body 1.
Zumindest ein Gleitglied 1 1.1 besteht aus zwei parallel zueinander liegenden Platten 1 1 .3 und 1 1 .4, die aus formsteifem Material, insbesondere aus Metall bestehen und zwischen welchen eine Dämmschicht 11.5 angeordnet ist. Die Platten 11.3 und 11.4 sind mittels der aus elastischem, schwingungsdämpfendem Werkstoff hergestellten Dämmschicht fest miteinander verbunden. Die Dämmschicht 1 1.5 liegt somit parallel zur Verschiebeebene des Schiebeadapters 1 1 . Vorzugsweise ist die Dämmschicht 1 1.5 als Ring ausgebildet, der achsengleich mit der Verstellachse des Aktuators 9 und dem Gelenkverbinder 10 angeordnet ist. Zur Sicherung der Dämmschicht 1 1 .5 gegen radiales Verschieben sind in den beiden Platten 11.3 und 11.4 angepaßte Aufnahmevertiefungen 12 eingearbeitet, deren Tiefe in Achsrichtung wesentlich geringer als die Dicke der Dämmschicht 11 .5 ist. Durch die Sicherung gegen radiales Verschieben wird erreicht, daß eine laterale Beweglichkeit des Schiebeadapters 1 1 nur zwischen den Gleitgliedern 1 1 .1 und 1 1 .2 stattfindet.At least one sliding member 1.1 consists of two plates 11.3 and 11.4 lying parallel to one another, which consist of dimensionally stable material, in particular metal, and between which an insulating layer 11.5 is arranged. The panels 11.3 and 11.4 are firmly connected to one another by means of the insulating layer made of elastic, vibration-damping material. The insulation layer 1 1.5 is therefore parallel to the sliding plane of the sliding adapter 1 1. The insulation layer 11.5 is preferably formed as a ring which is arranged axially with the adjustment axis of the actuator 9 and the joint connector 10. To secure the insulation layer 1 1 .5 against radial displacement, adapted receiving recesses 12 are incorporated in the two plates 11.3 and 11.4, the depth of which in the axial direction is substantially less than the thickness of the insulation layer 11 .5. By securing against radial displacement it is achieved that a lateral mobility of the sliding adapter 1 1 takes place only between the sliding members 1 1 .1 and 1 1 .2.
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 replace resilient elements which act as secondary suspension. For this purpose, it is designed in particular as a hydropneumatically operated cylinder and thus not only permits height compensation between the body and the bogie frame, but can also have spring properties which would otherwise have helical springs, air springs or the like. Here is the Spring characteristics controllable according to needs. The force coupling between the car body and the bogie to support longitudinal and transverse forces can conventionally z. B. on handlebars, pivot or Lemniskaten coupling elements or elastic buffer or spring elements.
Die Verbindungsvorrichtung 9, 10, 1 1 kann selbstverständlich auch gestürzt zwischen Wagenkasten 1 und Laufwerk 4 eingebaut werden. Dabei kann der Gleitverbinder 1 1 ohne Beeinträchtigung der Funktion und Sicherheit beispielsweise auch zwischen den jeweiligen Längsträger 5 und das zugewandte Stellglied 9.1 des Aktuators 9 eingebaut werden. Dann ist das sekundäre Gelenkglied 10.2 fest mit dem Wagenkasten 1 verbunden. Ohne Funktionsänderung kann der Gleitverbinder 1 1 selbstverständlich auch zwischen den Aktuator 9 und den Gelenkverbinder 10 eingebaut werden. In allen Ausführungsvarianten behält der Aktuator 9 unter allen Betriebsbedingungen seine senkrechte Stellung gegenüber dem Laufwerk 4 sofern er direkt auf den Langträgern 5 oder über den Gleitverbinder 1 1 damit verbunden ist. Sitzt der Aktuator 9 direkt oder über den Gleitverbinder 1 1 am Wagenkasten 1 , behält er seine senkrechte Stellung gegenüber der dadurch vorgegebenen Ebene ebenfalls unter allen üblichen Betriebsbedingungen.The connecting device 9, 10, 1 1 can of course also be installed overturned between car body 1 and drive 4. Here, the sliding connector 1 1 can also be installed, for example, between the respective longitudinal beam 5 and the facing actuator 9.1 of the actuator 9 without impairing the function and safety. Then the secondary link 10.2 is firmly connected to the car body 1. Without changing the function, the sliding connector 11 can of course also be installed between the actuator 9 and the articulated connector 10. In all design variants, the actuator 9 retains its vertical position with respect to the drive 4 under all operating conditions provided that it is connected directly to the long beams 5 or via the sliding connector 11. If the actuator 9 is seated directly or via the sliding connector 11 on the car body 1, it also maintains its vertical position with respect to the plane thus specified under all normal operating conditions.
Der erfindungsgemäß angewandte Schiebeadapter wird speziell bei einer hydropneumatischen Sekundärfeder benötigt, damit trotz des senkrecht fest auf dem Drehgestellrahmen stehenden und nur in einer Achse vertikal beweglichen Aktuators und eines Gelenkes zwischen Kolbenstange des Aktuators und dem Schiebeadapter die für den Betrieb und die Sicherheit notwendige Beweglichkeit des Wagenkastens zum Laufwerk in einer Ebene parallel zum Wagenkastenfußboden gewährleistet ist.The sliding adapter used according to the invention is required especially in the case of a hydropneumatic secondary spring, so that despite the vertically fixed actuator on the bogie frame and only vertically movable in one axis and a joint between the piston rod of the actuator and the sliding adapter, the mobility of the car body necessary for operation and safety to the drive in a plane parallel to the car body floor is guaranteed.
Zudem wird mit dem Schiebeadapter durch Anordnung zusätzlicher in Übertragungsrichtung angeordneter Teile die Körperschallübertragung vom Laufwerk in die Wagenkastenstruktur minimiert. Hierfür ist die Dämmschicht mit schwingungsisolierenden Eigenschaften vorgesehen, welche die anstehenden Kräfte in vertikaler Richtung voll und die horizontalen Kräfte, die zur Überwindung der Reibung der Gleitglieder notwendig sind, überträgt.In addition, the structure-borne noise transmission from the drive to the car body structure is minimized with the sliding adapter by arranging additional parts arranged in the transmission direction. For this purpose, the insulation layer with vibration-isolating properties is provided, which fully transfers the existing forces in the vertical direction and the horizontal forces that are necessary to overcome the friction of the sliding members.
Alternativ kann der Schiebeadapter an Stelle von Gleitgliedern mit Rollgliedern besetzt sein, ähnlich einem Kugeltisch. Vorteile der Erfindung bestehen auch darin, daß der Schiebeadapter eine fest eingespannte Position des Vertikalaktuators ermöglicht und der Wagenkasten dadurch jederzeit stabil gegen Wegkippen aber wiederum auch in der Wagenkastenebene frei verschieblich gelagert ist, was notwendig ist, um Querspiele und Bogenlauf zu ermöglichen. Durch geeignete Auswahl und Gestaltung , insbesondere der Reibungskomponenten der Gleitglieder kann der Querfahrkomfort optimiert werden. Alternatively, the sliding adapter can be fitted with rolling links instead of sliding links, similar to a ball table. Advantages of the invention also consist in the fact that the sliding adapter enables a firmly clamped position of the vertical actuator and the car body is thereby always stable against tipping away but in turn is freely displaceable in the car body level, which is necessary in order to enable transverse play and sheet travel. Appropriate selection and design, in particular the friction components of the sliding members, can optimize the transverse comfort.

Claims

Patentansprüche claims
1. Schienenfahrzeug mit einem Fahrwerk und einem darüber angeordneten Wagenkasten, der mittels wenigstens einem Paar von Koppelelementeinheiten mit Federwirkung auf einem Fahrwerkrahmen des Fahrwerks vertikal abgestützt ist, dadurch gekennzeichnet, daß die Koppeielementeinheit (9, 10, 1 1 ) einen Schiebeadapter (1 1 ) mit zwei Gleitgliedern (1 1.1 , 1 1.2) aufweist, wobei ein Gleitglied (11.1 ) in einer parallel zum Boden des Wagenkastens (1 ) liegenden Ebene über begrenzte Wegstrecken gegenüber dem zugehörigen Gleitglied (11.2) frei verschiebbar ist.1. Rail vehicle with a chassis and a car body arranged above it, which is supported vertically by means of at least one pair of coupling element units with spring action on a chassis frame of the chassis, characterized in that the coupling element unit (9, 10, 1 1) has a sliding adapter (1 1) with two sliding members (1 1.1, 1 1.2), one sliding member (11.1) being freely displaceable in a plane lying parallel to the floor of the car body (1) over limited distances relative to the associated sliding member (11.2).
2. Schienenfahrzeug nach Anspruch 1 , dadurch gekennzeichnet, daß der Schiebeadapter (1 1 ) ein Kugelrolltisch ist.2. Rail vehicle according to claim 1, characterized in that the sliding adapter (1 1) is a ball rolling table.
3. Schienenfahrzeug nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß zumindest ein Gleitglied (1 1 .1 ) zwei Platten (1 1.3, 1 1 .4) aufweist, die über eine Dämmschicht3. Rail vehicle according to claim 1 or 2, characterized in that at least one sliding member (1 1 .1) has two plates (1 1.3, 1 1 .4) over an insulation layer
(1 1 .5) miteinander verbunden sind, welche parallel zur Verschiebeebene des Schiebeadapters (11) liegt.(1 1 .5) are connected to each other, which is parallel to the plane of displacement of the sliding adapter (11).
4. Schienenfahrzeug nach Anspruch 3, dadurch gekennzeichnet, daß die Dämmschicht (1 1 .5) ein Ring ist und daß an den Platten (11 .3, 1.4) angepaßte Aufnahmevertiefungen (12) vorgesehen sind, in weiche die Dämmschicht eingreift.4. Rail vehicle according to claim 3, characterized in that the insulating layer (1 1 .5) is a ring and that on the plates (11 .3, 1.4) adapted receiving recesses (12) are provided, into which the insulating layer engages.
5. Schienenfahrzeug nach wenigstens einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß ein Gleitglied (1 1.1 oder 1 1 .2) fest mit dem Wagenkasten (1 ) oder mit dem Fahrwerkrahmen (5) verbunden ist.5. Rail vehicle according to at least one of claims 1 to 4, characterized in that a sliding member (1 1.1 or 1 1 .2) is fixed to the car body (1) or to the chassis frame (5).
6. Schienenfahrzeug nach wenigstens einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß ein Gleitglied (1 1 .1 ) mit einem Federelement (9) verbunden ist, dessen Federweg senkrecht zur Verschiebeebene des Schiebeadapters (9, 10, 11) steht.6. Rail vehicle according to at least one of claims 1 to 5, characterized in that a sliding member (1 1 .1) is connected to a spring element (9), whose travel is perpendicular to the plane of displacement of the sliding adapter (9, 10, 11).
7. Schienenfahrzeug nach Anspruch 6, dadurch gekennzeichnet, daß das Federelement (9) passiv ist.7. Rail vehicle according to claim 6, characterized in that the spring element (9) is passive.
8. Schienenfahrzeug nach Anspruch 6, dadurch gekennzeichnet, daß das Federelement (9) aktiv gesteuert ist.8. Rail vehicle according to claim 6, characterized in that the spring element (9) is actively controlled.
9. Schienenfahrzeug nach Anspruch 8, dadurch gekennzeichnet, daß das9. Rail vehicle according to claim 8, characterized in that the
Federelement (9) ein hydropneumatisch gesteuerter Hydraulikzylinder ist.Spring element (9) is a hydropneumatically controlled hydraulic cylinder.
10. Schienenfahrzeug nach wenigstens einem der Ansprüche 4 bis 9, dadurch gekennzeichnet, daß das Federelement (9) auf dem Fahrwerkrahmen (5) oder am Wagenkasten (1 ) festgesetzt ist.10. Rail vehicle according to at least one of claims 4 to 9, characterized in that the spring element (9) on the chassis frame (5) or on the car body (1) is fixed.
11. Schienenfahrzeug nach wenigstens einem der Ansprüche bis 10, dadurch gekennzeichnet, daß die Koppelelementeinheit (9, 10, 11) einen nach Art eines Kugelgelenks ausgebildeten Gelenkverbinder (10) aufweist, der zumindest mit dem Schiebeadapter (11) und/oder dem Federelement (9) verbunden ist.11. Rail vehicle according to at least one of claims to 10, characterized in that the coupling element unit (9, 10, 11) has a joint connector (10) designed in the manner of a ball joint, which at least with the sliding adapter (11) and / or the spring element ( 9) is connected.
12. Schienenfahrzeug nach wenigstens einem der Ansprüche 1 bis 1 1 , dadurch gekennzeichnet, daß zwischen dem Wagenkasten (1) und dem Laufwerk (5) ein Längskraftkoppelelement angeordnet ist.12. Rail vehicle according to at least one of claims 1 to 1 1, characterized in that a longitudinal force coupling element is arranged between the car body (1) and the drive (5).
13. Schienenfahrzeug nach wenigstens einem der Ansprüche 1 bis 12, dadurch gekennzeichnet, daß zwischen dem Wagenkasten (1) und dem Laufwerk (5) ein Querkraftkoppelelement mit steuerbarem Querverstellweg angeordnet ist.13. Rail vehicle according to at least one of claims 1 to 12, characterized in that a transverse force coupling element with a controllable transverse adjustment path is arranged between the car body (1) and the drive (5).
14. Schienenfahrzeug nach Anspruch 13, dadurch gekennzeichnet, daß der14. Rail vehicle according to claim 13, characterized in that the
Querverstellweg des Querkraftkoppelelements kleiner als der freie Verschiebeweg des Schiebeadapters (11) ist. The transverse adjustment path of the transverse force coupling element is smaller than the free displacement path of the sliding adapter (11).
EP98965174A 1998-02-13 1998-11-24 Rail vehicle with coupling element unit between the body of the wagon and the chassis Expired - Lifetime EP0975503B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19805895 1998-02-13
DE19805895A DE19805895C1 (en) 1998-02-13 1998-02-13 Railway vehicle with connectors between superstructure and bogie
PCT/EP1998/007583 WO1999041126A1 (en) 1998-02-13 1998-11-24 Rail vehicle with coupling element unit between the body of the wagon and the chassis

Publications (2)

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EP0975503A1 true EP0975503A1 (en) 2000-02-02
EP0975503B1 EP0975503B1 (en) 2004-04-14

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US (1) US6279488B1 (en)
EP (1) EP0975503B1 (en)
JP (1) JP3383805B2 (en)
KR (1) KR100356132B1 (en)
AT (1) ATE264210T1 (en)
CA (1) CA2281728A1 (en)
CZ (1) CZ286362B6 (en)
DE (2) DE19805895C1 (en)
ES (1) ES2218879T3 (en)
HU (1) HU222126B1 (en)
WO (1) WO1999041126A1 (en)

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Also Published As

Publication number Publication date
WO1999041126A1 (en) 1999-08-19
HUP0001544A2 (en) 2000-09-28
CZ286362B6 (en) 2000-03-15
ATE264210T1 (en) 2004-04-15
JP2000510417A (en) 2000-08-15
HUP0001544A3 (en) 2001-12-28
JP3383805B2 (en) 2003-03-10
DE59811202D1 (en) 2004-05-19
HU222126B1 (en) 2003-04-28
CA2281728A1 (en) 1999-08-19
KR20010006079A (en) 2001-01-15
EP0975503B1 (en) 2004-04-14
US6279488B1 (en) 2001-08-28
CZ282399A3 (en) 1999-12-15
ES2218879T3 (en) 2004-11-16
KR100356132B1 (en) 2002-10-19
DE19805895C1 (en) 1999-07-08

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