EP0975503B1 - Schienenfahrzeug mit koppelelementeinheiten zwischen wagenkasten und fahrwerk - Google Patents

Schienenfahrzeug mit koppelelementeinheiten zwischen wagenkasten und fahrwerk Download PDF

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Publication number
EP0975503B1
EP0975503B1 EP98965174A EP98965174A EP0975503B1 EP 0975503 B1 EP0975503 B1 EP 0975503B1 EP 98965174 A EP98965174 A EP 98965174A EP 98965174 A EP98965174 A EP 98965174A EP 0975503 B1 EP0975503 B1 EP 0975503B1
Authority
EP
European Patent Office
Prior art keywords
adapter
rail vehicle
vehicle according
sliding
chassis
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
EP98965174A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0975503A1 (de
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
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 EP0975503A1 publication Critical patent/EP0975503A1/de
Application granted granted Critical
Publication of EP0975503B1 publication Critical patent/EP0975503B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings

Definitions

  • the invention relates to a rail vehicle according to the preamble of the first Claim.
  • a rail vehicle of the generic type is known from US Pat. No. 3,212,460 known in which the car body arranged over two on the chassis Coupling element units is supported on the chassis. Is located between the coupling element units and the car body a sliding adapter with two mutually displaceable adapter links, between those for damping relative movements between car body and chassis a friction pairing with comparatively there is high friction.
  • a sliding adapter with two mutually displaceable adapter links between those for damping relative movements between car body and chassis a friction pairing with comparatively there is high friction.
  • Relieving acting transverse forces is one of the adapter links arranged on a rocker that can be pivoted about a horizontal axis, which rests on the coupling element unit.
  • the present invention is therefore based on the object to provide a generic rail vehicle, which, with less construction work, improves noise behavior guaranteed.
  • a rail vehicle takes one in Coupling element unit integrated sliding adapter under permissible Operating conditions occurring lateral or rotational movements between the body and the chassis frame occur.
  • This can Sliding adapters are formed with very little friction and therefore has one high reliability and extensive freedom from maintenance. A jam-free Compensation for the pushing movements that occur is thus ensured.
  • the sliding adapter does not have a translational degree of freedom for two coinciding axes and is mounted so that its displacement plane parallel to the plane that is either the floor of the car body or the Chassis frame. This allows the spring action Element of the coupling element unit be a component that is only in one direction must be movable, as is the case with hydropneumatic actuators.
  • the sliding adapter is, for example, as Ball roller table designed to low the friction between the adapter members hold and thus the load on the spring element transverse to its direction of suspension to minimize. So that driving noises of the drive are not damped over the Coupling element units are transferred to the car body, is at least one the mutually displaceable adapter members of the sliding adapter Provide noise insulation.
  • this adapter link can have two plates have that are connected to each other only via an insulation layer.
  • This Insulation layer is parallel to the sliding plane of the sliding adapter and can be used as Solid disc, from several discs arranged side by side or in particular be designed as an annular disc. To avoid the friction of the sliding adapter resulting forces without the risk of displacement between these plates to be able to absorb, the insulation layer with its facing the panels End faces in appropriately adapted recesses in these plates.
  • the slide adapter assigned to a car can not only be used during the Run of the rail vehicle occurring transverse movements within the as Compensate coupling element units serving vertical supports, they could can also be used, for example, to replace the car body Drive when stopping at a platform near the edge of the platform push in to close the gap between the body and the edge of the platform reduce. It may also be useful to have a between the adapter members optionally controllable locking device to provide free mobility depending on the operating conditions at least partially to reduce or completely to prevent.
  • 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 as hydropneumatically controlled hydraulic cylinder designed that only in one direction is variable in length.
  • Coupling element unit with a ball joint type Joint connector equipped. This hinge connector is preferably between the spring element and the sliding adapter installed and has only one joint.
  • a vehicle body 1 is of a vehicle, in particular a rail vehicle schematically indicated, under the bottom wall 2 at least one drive is arranged.
  • 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 as rail wheels educated.
  • a drive frame 4 is supported in the direction of travel of the drive extending longitudinal beams 5, which with each other via at least one cross member 6 are connected 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 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 a cross or Ball joint, as a rubber-elastic joint or in the manner of a spring bar be designed to only swivel movements with limited swivel deflection to be able to execute in all directions.
  • the sliding connector 11 only has translational degrees of freedom in a plane that is parallel to the bottom wall 2 of the Car body 1 is located.
  • the displaceability in one plane that is not tied to any direction this sliding connector 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 distance differences between the bogie 4 and the car body 1 can compensate that the hinge connector 10 only direction-independent Can compensate for tilting movements and that the sliding connector 11 is only transverse to Compensate the adjustment direction or movements directed towards its adjusting axis can. It is independent of the principle in which order the Components 9, 10, 11 are joined together when the two ends are in each case Components on the one hand on the chassis 4 and on the other hand on the car body 1 are fixed.
  • the cylinder housing 9.1 is, for example hydropneumatic actuators 9 each with a vertical positioning axis 12 one of the side members 5 rigidly fixed.
  • the other actuator 9.2 of the actuator 9 is a straight in the actuator 9.1 slidably only along the actuating axis 12 Push rod of the cylinder piston, the free end of this actuator 9.2 with the first swivel link 10.1 of the swivel connector 10 is rigidly connected, while the second pivot member 10.2 with the primary sliding member 11.1 of Sliding element 11 is rigidly connected.
  • the trained as a ball joint Hinged connector 10 only allows tilting movements between those by the Side members 5 and the bottom wall 2 formed levels occur.
  • 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 is firmly connected to the bottom wall 2 of the car body 1.
  • At least one sliding member 11.1 consists of two plates lying parallel to one another 11.3 and 11.4, which consist of dimensionally stable material, in particular metal and between which an insulation layer 11.5 is arranged.
  • the plates 11.3 and 11.4 are made of elastic, vibration-damping material Insulation layer firmly connected.
  • the insulation layer 11.5 is therefore parallel to the sliding plane of the sliding adapter 11.
  • the insulation layer 11.5 formed as a ring, the same axis with the adjustment axis of the actuator 9 and the joint connector 10 is arranged.
  • Receiving wells 12 incorporated the depth of which is significant in the axial direction is less than the thickness of the insulation layer 11.5.
  • the actuator 9 can replace spring elements in this structure, which as Secondary suspension act.
  • it is particularly operated as a hydropneumatic Cylinder formed and so does not only allow a height compensation between Car body and bogie frame too, but can also have spring properties have, which otherwise have coil springs, air springs or the like.
  • the power coupling between the body and the bogie to support longitudinal and Shear forces can conventionally z. B. on handlebars, pivot or Lemniscate coupling elements or elastic buffer or spring elements.
  • the connecting device 9, 10, 11 can of course also be dropped between Car body 1 and drive 4 can be installed.
  • the sliding connector 11 without impairing function and security, for example between the respective longitudinal member 5 and the facing actuator 9.1 of the actuator 9 installed become.
  • the secondary link 10.2 is fixed to the body 1 connected.
  • the sliding connector 11 can of course be used can also be installed between the actuator 9 and the joint connector 10.
  • the actuator 9 retains its design variants under all operating conditions vertical position opposite the drive 4 if it is directly on the long beams 5 or connected to it via the sliding connector 11. Does the actuator 9 sit directly or Via the sliding connector 11 on the car body 1, it retains its vertical position compared to the level specified thereby, also under all usual Operating conditions.
  • the sliding adapter used in accordance with the invention is used especially for a hydropneumatic secondary spring is required, so that despite the vertically fixed on the Bogie frame standing and only vertically movable actuator 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 sliding adapter by arranging additional in Direction of parts arranged the structure-borne noise transmission from the drive in minimized the body structure.
  • the insulation layer is included Vibration isolating properties are provided, which the existing forces in vertical direction fully and the horizontal forces used to overcome the friction the sliding members are necessary.
  • the sliding adapter can be fitted with rolling links instead of sliding links be like a ball table.
  • Advantages of the invention also consist in the fact that the sliding adapter is fixed allows the clamped position of the vertical actuator and thereby the body stable at all times against tipping over, but also free in the body level is slidably mounted, which is necessary to cross games and sheet run too enable.
  • the sliding adapter is fixed allows the clamped position of the vertical actuator and thereby the body stable at all times against tipping over, but also free in the body level is slidably mounted, which is necessary to cross games and sheet run too enable.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)
  • Handcart (AREA)
  • Springs (AREA)
EP98965174A 1998-02-13 1998-11-24 Schienenfahrzeug mit koppelelementeinheiten zwischen wagenkasten und fahrwerk Expired - Lifetime EP0975503B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19805895 1998-02-13
DE19805895A DE19805895C1 (de) 1998-02-13 1998-02-13 Schienenfahrzeug mit Verbindungseinrichtungen zwischen Wagenkasten und Fahrwerk
PCT/EP1998/007583 WO1999041126A1 (de) 1998-02-13 1998-11-24 Schienenfahrzeug mit koppelelementeinheiten zwischen wagenkasten und fahrwerk

Publications (2)

Publication Number Publication Date
EP0975503A1 EP0975503A1 (de) 2000-02-02
EP0975503B1 true EP0975503B1 (de) 2004-04-14

Family

ID=7857598

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98965174A Expired - Lifetime EP0975503B1 (de) 1998-02-13 1998-11-24 Schienenfahrzeug mit koppelelementeinheiten zwischen wagenkasten und fahrwerk

Country Status (11)

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

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10316497A1 (de) * 2003-04-09 2005-01-05 Bombardier Transportation Gmbh Fahrwerk für ein Schienenfahrzeug mit verbesserter Querfederung
CZ301278B6 (cs) * 2008-01-14 2009-12-30 Inekon Group, A. S. Podvozek kolejového trakcního vozidla
DE102008008681A1 (de) * 2008-02-12 2009-09-03 Siemens Aktiengesellschaft Fahrwerkstraverse für ein Schienenfahrzeug
DE102008039821A1 (de) * 2008-08-27 2010-03-18 Bombardier Transportation Gmbh Drehhemmungseinrichtung für ein Fahrzeug
DE102009014866A1 (de) * 2009-03-30 2010-10-28 Bombardier Transportation Gmbh Fahrzeug mit Wankkompensation
US8667900B2 (en) * 2010-10-15 2014-03-11 Nippon Sharyo, Ltd. Vehicle body tilting device and vehicle body tilting method for rail vehicle
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
WO2012176348A1 (ja) * 2011-06-23 2012-12-27 三菱電機株式会社 列車運行制御システム
JP5778057B2 (ja) * 2012-02-24 2015-09-16 株式会社日立製作所 鉄道車両の車体制御装置
US8731781B2 (en) * 2012-03-06 2014-05-20 Michael Prentice Dynamically-supported movable downforce-generating underbody in a motor vehicle
JP6435169B2 (ja) * 2014-11-13 2018-12-05 川崎重工業株式会社 鉄道車両用ボルスタ付き台車の側受
AU2018371863B2 (en) 2017-11-27 2023-03-09 Bardex Corporation Systems, apparatus, and methods for transporting vessels
EP4028321A4 (en) 2019-09-09 2023-10-18 Bardex Corporation SHIP LIFT Elevation
CN113997029B (zh) * 2021-10-28 2024-02-20 中车南京浦镇车辆有限公司 一种转向架轮装阻尼环自动安装装置及安装方法
CN114670592B (zh) * 2022-03-25 2023-05-05 江苏徐工工程机械研究院有限公司 一种重载的公铁两用车转向架旁承机构及转向架

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1063196B (de) * 1956-10-13 1959-08-13 Mak Maschinenbau Kiel Ag Vorrichtung zum drehzapfenlosen Fuehren des Drehgestells am Rahmen eines Schienenfahrzeuges
FR1262730A (fr) * 1960-04-22 1961-06-05 Renault Suspension secondaire de bogie
US3957318A (en) * 1974-05-16 1976-05-18 A. Stuck, Company Elastomeric railway truck side bearing
HU185013B (en) * 1980-09-18 1984-11-28 Ganz Mavag Mozdony Vagon Cross arm being between bogie and waggon aody of railway vehicle
IT1135697B (it) * 1981-03-23 1986-08-27 Gomma Antivibranti Applic Sospensione secondaria per carrelli senza traversa oscillante di veicoli ferroviari
CH652669A5 (de) * 1981-11-09 1985-11-29 Inventio Ag Wagenkastenabstuetzung mit einstellbarer querfederung fuer drehgestell-schienenfahrzeuge.
DE3807547A1 (de) * 1988-03-08 1989-09-21 Waggon Union Gmbh Gleitstueck
DE4243886A1 (de) * 1992-12-23 1994-06-30 Rexroth Mannesmann Gmbh Aufhängung für einen Wagenkasten an einem Fahrgestell, insbesondere an einem Drehgestell eines schienengebundenen Fahrzeugs
DE9304837U1 (de) * 1993-03-30 1993-05-27 Knorr-Bremse AG, 8000 München Pendelstütze mit federndem Stützkörper und Zusatz- und Notfeder
US5682822A (en) * 1996-07-15 1997-11-04 Sunderman; John R. Railway car side bearing

Also Published As

Publication number Publication date
DE59811202D1 (de) 2004-05-19
DE19805895C1 (de) 1999-07-08
JP3383805B2 (ja) 2003-03-10
KR20010006079A (ko) 2001-01-15
CZ286362B6 (cs) 2000-03-15
EP0975503A1 (de) 2000-02-02
KR100356132B1 (ko) 2002-10-19
HU222126B1 (hu) 2003-04-28
HUP0001544A2 (hu) 2000-09-28
US6279488B1 (en) 2001-08-28
ATE264210T1 (de) 2004-04-15
CA2281728A1 (en) 1999-08-19
HUP0001544A3 (en) 2001-12-28
JP2000510417A (ja) 2000-08-15
CZ282399A3 (cs) 1999-12-15
ES2218879T3 (es) 2004-11-16
WO1999041126A1 (de) 1999-08-19

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