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

Definitions

• Rail vehicle with car body and at least one undercarriage
• Rail vehicle with car body and at least one undercarriage
• the invention relates to a rail vehicle with a car body and at least one chassis according to the preamble of claim 1.
• Multi-unit rail vehicles such as trams
• These wheelset managers increase with increasing driving speed and decreasing length of the transition curve.
• a reduction of the wheelset guidance forces is achieved with an elastic coordination of the torsional stiffness between the chassis and the body.
• the difficulty here is to realize the necessary elasticity with the required force level and the high power density in the limited space available.
• the invention has for its object to provide an improved rotary coupling of the at least one undercarriage with the car body or a suitable rotary coupling element for a rail vehicle.
• the advantages that can be achieved with the invention are, in particular, that the proposed rotary coupling element realizes the necessary elasticity with the required high force level and the high power density in the limited space available and at the same time a long service life having.
• the dynamic of the vehicle is significantly improved by damping the relative movement.
• the proposed friction rings of the link rods realize spring stiffness and damping in a single element.
• Another alternative to this is the design of the rotary coupling element as a fluid suspension and damping element.
• the link rods proposed as rotary coupling elements additionally fulfill the function of transmitting the longitudinal forces from the acceleration and deceleration of the vehicle.
• FIG. 1 is a view of a chassis of a rail vehicle
• FIG. 2 is a side view of a chassis of a rail vehicle according to FIG. 1 (partially cut),
• FIG. 4 is a view of a chassis of a rail vehicle, which is an alternative to the object of FIG. 1 and
• Fig. 5 shows a longitudinal section through a link rod of the second embodiment.
• 1 shows a view of a chassis of a rail vehicle.
• the chassis 1 has a chassis frame in a generally known manner - a cross member of this chassis frame being designated by number 2.
• Spring elements 3 of the undercarriage and the shafts 4 with wheels 5 guided by the undercarriage can be seen.
• two articulation rods 6, 7 with a given spring stiffness and a given damping are provided as rotary coupling elements between the chassis 1 and the car body. Seen in the transverse direction of the vehicle, they are arranged at a distance from one another. The articulation of these link rods 6, 7 takes place on the one hand via first mounting devices 8 on brackets 9 of the car body and on the other hand via second mounting devices
• FIG. 2 shows a side view of the chassis of the rail vehicle according to FIG. 1 (partially cut).
• the cross member 2 of the undercarriage frame or undercarriage 1 with the second mounting device 10 and a console 9 of the car body with the first mounting device 8 can be seen, the articulation rod 7 and 6 being articulatedly connected to both mounting devices 8, 10.
• the shafts 4 with wheels 5 can be seen.
• a section through a link rod 6, 7 of the first embodiment is shown.
• the link rod 7 has a pull / push rod guided in a universal housing
• the universal housing consists essentially of a sleeve 12, which is closed on both ends by means of a first head piece 13 and a second head piece 14.
• the first head piece 13 has an integrated rod guide 15, in which the inner end of the pull / push rod 11 engages with respect to the housing.
• a movement space 25 in the first head piece 13 ensures the free translational mobility of the pull / push rod 11.
• the first head piece 14 has a first fastening device 16 which is suitable for the articulated engagement of the above-mentioned first mounting device 8.
• the second head piece 14 has a bore for guiding the pull / push rod 11.
• the end of the pull / push rod 11 which extends through this bore has a second fastening device 17 which is suitable for the articulated engagement of the aforementioned second mounting device 10.
• the section of the pull / push rod 11 which is guided within the universal housing is provided in the center with a pull / push piece 18 which has an outer diameter which is matched to the inner diameter of the sleeve 12.
• the interior of the universal housing is divided into two subspaces of approximately the same size by the pull / pressure piece 18.
• First outer friction rings or a first outer friction ring set 19 and first inner friction rings or a first inner friction ring set 20 are arranged in the first partial space, the two first friction ring sets 19, 20 being arranged concentrically and being separated from one another by means of an intermediate sleeve 21.
• second outer friction rings or a second outer friction ring set 22 and second inner friction rings or a second inner friction ring set 23 are arranged in the second partial space, the two second friction ring sets 22, 23 being arranged concentrically and being separated from one another by means of an intermediate sleeve 24 ,
• the deflecting rod 6 or 7 is compressed as shown in FIG. 3, it reduces the movement space 25.
• the outer friction rings 19 become in this movement like in the first partial ring Sliding on the inner friction rings 20 widened.
• the inner friction rings 20 run along the inclined contact surfaces on the outer friction rings 19, which leads to the aforementioned expansion of the friction rings 19.
• the kinetic energy is converted into thermal energy by friction in the desired manner.
• the friction rings 22, 23 of the second partial space remain unaffected.
• the proposed solution preferably provides that, in addition to the spring stiffness, damping parallel to the spring stiffness has a positive influence on the reduction of the wheel set guidance forces.
• the desired spring stiffness and the desired damping are advantageously realized by means of a single component, the friction rings or friction ring sets. This is a very space-saving and weight-saving solution.
• the friction rings provide the desired spring stiffness due to their elastic expansion and the desired damping due to the sliding action associated with friction.
• FIG. 3 corresponds to a variant with the use of two concentrically arranged friction ring sets.
• the desired spring characteristic can be variably set in a universal housing by selecting the type and number of the friction rings, whereby the available installation space can be variably addressed by arranging the friction rings (concentric or non-concentric, one-sided or double-sided).
• This variability achieved is very useful since, as a result of changes in the geometry and the mass distribution of the vehicle, different spring characteristics correspondingly coordinated are required for different vehicles. For example, a spring characteristic may be required in which the final force is increased with a longer spring travel. On the other hand, it may be required that the final force is reduced with greater spring travel. All combinations of spring travel to final force can thus be realized, ie the invention enables these different requirements, which are specific to the respective application, to be implemented cost-effectively.
• slotted friction rings or an additional spiral spring can be used to preload the friction rings.
• the slotted friction rings are friction rings that are not closed but slotted in the circumferential direction.
• the spiral spring would be centered in the space between the pull / push rod 11 and the inner friction rings (friction ring set 23) in the axial direction around the pull / push rod 11 on both sides. Number 20 marks this space for the arrangement of the spiral spring.
• FIG 4 shows the top view of an alternative rail vehicle.
• articulation rods 6 ', 7', 27 and 28 are in turn arranged between the chassis 26 and the car body as rotary coupling elements with respect to the transverse direction of the vehicle at a distance from one another in the chassis 26.
• the link rods 6 'and 7' are conventional dampers, which are used to achieve the desired damping.
• the desired spring stiffness is realized by means of known spring elements 27, 28, such as coil springs, disc springs or the like.
• the articulation of these link rods 6 ', 7', 27, 28 is in turn carried out on the one hand via the first mounting devices on brackets of the car body and on the other hand via the second Mounting devices on the cross member of the vehicle frame.
• This link rod 27 which can be used instead of the link rods 6, 7 with their friction rings, is hydraulically effective and has an outer housing 30, a pull housing 31, a pressure housing 32, a fluid housing 33 and a pull / push rod 34 with piston 35
• the fluid housing 33 and the piston crown limited interior space is filled with a fluid 36, which is compressible within certain limits.
• a low-viscosity silicone or a high-viscosity rubber can be used as the fluid 36.
• the for mounting on chassis and Car body suitable articulated fastening devices on the pull / push rod and housing are designed as under Fig. 3. This linkage rod in turn brings about damping and spring stiffness in a single component.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vibration Prevention Devices (AREA)
• Vehicle Body Suspensions (AREA)
• Vibration Dampers (AREA)
• Braking Arrangements (AREA)
• Body Structure For Vehicles (AREA)
• Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
• Vehicle Step Arrangements And Article Storage (AREA)

Priority Applications (1)

Applications Claiming Priority (3)

Publications (2)

Family

ID=7633515

Family Applications (1)

Country Status (8)

Families Citing this family (3)

Family Cites Families (12)

• 2000
  • 2000-03-03 DE DE10010610A patent/DE10010610A1/de not_active Ceased
• 2001
  • 2001-02-28 WO PCT/EP2001/002219 patent/WO2001064493A1/fr active IP Right Grant
  • 2001-02-28 CA CA002402006A patent/CA2402006C/fr not_active Expired - Fee Related
  • 2001-02-28 ES ES01931486T patent/ES2238045T3/es not_active Expired - Lifetime
  • 2001-02-28 EP EP01931486A patent/EP1259411B1/fr not_active Expired - Lifetime
  • 2001-02-28 AT AT01931486T patent/ATE285351T1/de active
  • 2001-02-28 PT PT01931486T patent/PT1259411E/pt unknown
  • 2001-02-28 US US10/220,420 patent/US6923125B2/en not_active Expired - Fee Related
  • 2001-02-28 DE DE50104880T patent/DE50104880D1/de not_active Expired - Lifetime

Non-Patent Citations (1)

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