EP2524849B1 - Railway crane - Google Patents

Description

The present invention relates to a rail vehicle, in particular for receiving a crane, in particular a railway crane, with an undercarriage, which is supported at its two longitudinal ends by a respective drive with at least one axis, according to the features of the preamble of independent claim.

The drives can be fixed or at least rotatable about an axis and / or slidably connected to the undercarriage.

The closest prior art according to the non-optional features of the preamble of claim 1, EP 1 078 838 discloses a chassis for rail-mounted vehicle for transporting freely movable loads with a plurality of accommodated in bogies curved gear sets. To relieve the wheelsets at least one of two support wheels existing Stützradsatz is provided, which is mounted on the vehicle raised and lowered and the support wheels can be lowered from a rest position above the rail in an operative position in which each support wheel with adjustable pressure on a track of the rail rests. The support of the Stützradsatzes takes place on the one hand via a hydraulic cylinder and on the other hand via a fixed Traverse.

EP 0 528 783 A1 discloses a device for supporting a car body on a drive with at least three controllable actuators.

Railway vehicles of the aforesaid kind, in particular rail vehicles for receiving a crane, which are also referred to as railway cranes, are well known. From the publication DE 42 37 948 C2 For example, such a railway crane is known. Also from the publication DE 10 2005 027 596 A1 is a railway crane known.

The basic structure of such a rail vehicle has a chassis which carries an undercarriage. The chassis includes at least two drive units, each with at least one axis. The drive units are positively connected mechanically to the undercarriage. About this linkage in certain cases, the compensation of a transverse inclination of the rail vehicle is possible. If several axes of a drive unit are mechanically combined in a frame (bogie), a rotational movement about the vertical axis (z) is possible at the point of articulation of this drive unit on the undercarriage.

Problems in the development of such railway cranes, which are designed especially for very large loads, represent the rail load on the one hand and the turnability on the other hand.

The object of the present invention is, inter alia, to develop a rail vehicle of the aforementioned type so that cranes with high variability are possible, which in particular concerns compliance with the permissible axle loads (when traveling by train) and the permissible wheel riot forces (in crane operation).

This object is achieved by the rail vehicle mentioned above in that at least one central drive and a hydraulic cylinder unit are provided, wherein the hydraulic cylinder unit is connected on the one hand to the central drive and on the other hand to the undercarriage, so that the central drive the lower carriage in the vertical direction alone supported by the hydraulic cylinder unit.

The provision of at least one further drive in the middle (seen in the longitudinal direction) of the undercarriage allows an overall greater load capacity, without exceed the single permissible wheel load. By coupling via a hydraulic cylinder unit can be a very low height compared to purely mechanical connections achieve, so that the rail vehicle itself can remain within the allowable heights even with larger crane body.

In addition, the coupling of the center drive on the hydraulic cylinder unit allows different modes, since a change in the supporting forces on the control of the hydraulic cylinder unit is possible.

This can be used, for example, to actively adjust the wheel contact forces of the middle drive.

In a preferred development, the hydraulic cylinder unit has at least one support cylinder and at least two roll cylinders. Preferably, support cylinders are provided, which run obliquely to each other.

In particular, the roll cylinders and the support cylinders are coupled to the center drive and the undercarriage such that relative movement between the center drive and the undercarriage across the longitudinal direction (i.e., direction of travel) of the rail vehicle is possible. More preferably, they are coupled so that the middle drive can rotate relative to the undercarriage about an axis extending in the longitudinal direction.

Such an arrangement of the individual cylinders allows a high degree of flexibility to be achieved. In particular, the trackability of such a rail vehicle remains the same as in a rail vehicle that has no center drive. If the rail vehicle is equipped with a tilt compensation, the function of the tilt compensation can continue to be ensured with the aid of this arrangement of support cylinder and roll cylinder, which is also advantageous.

In the preferred embodiment, each cylinder (roll cylinder, support cylinder) is associated with a pressure accumulator. Thus, the spring action of the middle drive can be adapted to the spring behavior of the entire vehicle.

In the preferred embodiment, the entire support force is divided between the support and roll cylinder. Due to the special geometric arrangement of the cylinder in conjunction with the associated accumulators influence on the roll behavior of the entire vehicle is possible.

In other words, this means that a central drive has a total of four axes, wherein a hydraulic cylinder unit with preferably two roll cylinders and two support cylinders is provided for every two axes. Each of these cylinders is assigned a pressure accumulator.

This embodiment has proven to be particularly advantageous and allows in particular cranes with very high possible payloads. In addition, the weight of such a central drive can be partially used as a stable safety mass in supported crane operation. In addition, the dead weight of the entire rail vehicle is distributed on train to many axes, with a compensation of the axle loads while maintaining the previous parameters of derailment safety and the curvature remains possible.

In a preferred embodiment, the middle drive is coupled to the undercarriage in the longitudinal direction (x) via a mechanical coupling rod.

The advantage of this measure is the fact that the vertical support of the undercarriage is still achieved alone on the hydraulic cylinder unit, while a support in the longitudinal direction via the mechanical coupling rod. Consequently, the hydraulic cylinder unit does not have to absorb large forces in the longitudinal direction.

In a preferred development, the two roll cylinders are arranged in the two outer longitudinal regions and the at least one support cylinder in a central region.

In other words, this means that the at least one support cylinder is arranged in the longitudinal direction between the two outer roll cylinders. If two support cylinders are provided, they lie with respect to a longitudinal center plane mirror-symmetrical to one another, wherein they preferably extend obliquely to this longitudinal center plane.

This special arrangement of the roll and support cylinder allows sufficient relative mobility between the center drive and undercarriage.

In a preferred development, the hydraulic cylinder unit has at least one hydraulic pump.

In a preferred development, the support cylinders and the roll cylinders of the hydraulic cylinder unit are each equipped with at least one pressure sensor, wherein the pressure sensors are connected to a control unit.

Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

• Fig. 1 verschiedene schematische Ansichten eines Schienenfahrzeugs mit Kranaufbau;
• Fig. 2 mehrere schematische Ansichten eines erfindungsgemäßen Schienenfahrzeugs;
• Fig. 3 eine schematische Querschnittsansicht eines Mittellaufwerks des in Fig. 2 gezeigten Schienenfahrzeugs; und
• Fig. 4 eine schematische Darstellung des Hydraulikkreislaufs.

The invention will now be described with reference to an embodiment with reference to the figures. Showing:

• Fig. 1 various schematic views of a rail vehicle with crane structure;
• Fig. 2 several schematic views of a rail vehicle according to the invention;
• Fig. 3 a schematic cross-sectional view of a central drive of the in Fig. 2 shown rail vehicle; and
• Fig. 4 a schematic representation of the hydraulic circuit.

In Fig. 1 a rail vehicle is shown schematically and designated by the reference numeral 10. The railway vehicle 10 is a railway crane 11 in the following embodiment. It should be noted, however, that the present invention could be applied not only to railway cranes but also to other railway vehicles.

The basic structure of such a railway crane 11 is known per se from the prior art, so that it should be discussed only briefly. The railway crane 11 essentially consists of an undercarriage 12 and an uppercarriage 14. The undercarriage 12 can be moved by means of chassis 16 on rails 18. On the undercarriage 12 of a vertical and perpendicular to the undercarriage 12 aligned axis H of the upper carriage 14 is pivotally mounted. On the upper carriage 14, a boom 20 is articulated, which extends parallel to the longitudinal direction L of the upper carriage 14. The boom 20 may be telescopic in its longitudinal direction and is pivotable relative to the superstructure 14 about an axis y *, which is perpendicular to the longitudinal axis of the upper carriage. Further, a counterweight 22 is provided on an opposite end of the boom 20, wherein the counterweight 22 relative to the superstructure 14 about a vertical axis pivotally and / or about its longitudinal axis by means of a telescoping device can be displaced. On the long sides of the undercarriage 12 Abstützarme 24 may be appropriate, which should allow for crane operation support against the ground.

The rail vehicle 10 has, as already mentioned, landing gears 16 which are grouped into a plurality of drive units 30, 32 and 36. The two drive units 30, 32 at the two longitudinal end regions of the undercarriage 12 each comprise two axles and are connected via a common bogie 33 (FIG. Fig. 2 ) connected to the undercarriage 12. In other words, that the two drive units 30, 32 in the front longitudinal region of the undercarriage 12 via a bogie 33 are connected thereto, and that also provided in the rear longitudinal portion of the undercarriage 12 two drive units 30, 32 via a bogie 33 with the Undercarriage 12 are connected. The support of the undercarriage 12 to these drive units 30, 32 takes place in the vertical direction positively, stably and mechanically. Also in the horizontal direction a positive mechanical connection is provided. The connection between a bogie 33 carrying the two drive units 30, 32 and the undercarriage 12 permits rotational movement about a vertical axis z * and to a lesser extent about the crane longitudinal axis (x) and about an axis y transverse to the track , All three translatory degrees of freedom (displacements in the x, y and z directions) are mechanically determined with this connection.

As it turned out Fig. 1 clearly results, belongs to the chassis 16 and a so-called center drive 34, which here includes two drive units 36, each with two axes 37. The middle drive 34 is arranged symmetrically to the vertical axis z, so that the distances to a center plane M, which extends through the vertical axis z and perpendicular to the longitudinal axis x, are the same.

Overall, the rail vehicle 10 thus has a total of six drive units 30, 32, 36, each with two axes, so that the rail vehicle 10 has a total of twelve axes. In comparison to the previously known rail vehicles, in particular railway cranes, these are four additional axles which are provided in a middle region of the undercarriage 12.

With reference to the Fig. 2 and 3 will now be discussed below on the particular structure of the center drive 34, and there in particular the storage of a drive unit 36.

In Fig. 2 the undercarriage 12 is shown together with the chassis 16, wherein the superstructure 14 has been omitted for clarity. In the in Fig. 2 As shown in the sectional view above, an axis 37 of a drive unit 36 of the middle drive 34 can be seen. The drive unit 36 is supported in the vertical direction via two support cylinders 40. The two hydraulically operating support cylinders 40 are each mounted with their cylinder side on the upper carriage 14 and with its rod side on the drive 36. The arrangement of the two support cylinders 40 is seen in the longitudinal direction V-shaped to the longitudinal center plane M. The vertical support of the undercarriage 12 on this drive 36 via this support cylinder 40th

In addition to this support cylinder pair 40, as is apparent from Fig. 3 very good results, two more hydraulically operating cylinder 46 are provided, which are referred to as roll cylinder 46 below. The two roll cylinders 46 are also arranged symmetrically with respect to the center plane M and also extend V-shaped, wherein the angle of inclination with respect to a vertical axis is less than in the support cylinders 40th

Fig. 3 shows further that the two roll cylinders 46 are also mounted with their cylinder part on the undercarriage 12 and with its rod part on the chassis 36. The attachment of the support cylinder 40 and the roll cylinder 46 on the undercarriage 12 takes place approximately in the same plane, while the attachment of the support cylinder 40 on the chassis 36 is slightly deeper than the attachment of the roll cylinder 46 on the chassis 36th Die Anbringung der Ausstützzylinder 40 und Wankzylinder 46 is carried on the undercarriage 12 and the chassis 36, so that in each case a rotational movement about an axis parallel to the longitudinal axis x is possible, at least to a small extent.

The selected arrangement geometry of the two support cylinders 40 and the two rolling cylinders 46 and the mounted mounting on undercarriage 12 or chassis 36 allows that the chassis 36 can move in the y-direction, which is especially important when cornering. In addition, the chassis 36 can be tilted relative to the undercarriage 12 about an axis (x) parallel to the longitudinal axis L, so that, for example, a roll compensation is possible. In the longitudinal direction, the chassis 36 is connected to the undercarriage 12 via a mechanical coupling rod 42.

The support of a chassis 36 of the middle drive 34 thus takes place in the vertical direction (z) and in the transverse direction (y) alone on the support cylinder 40 and the roll cylinder 46, but not via other mechanical positive connections. The support of the chassis 36 in the longitudinal direction via the mechanical coupling rod 42nd

As it turned out Fig. 2 and 3 further, two support cylinders 40 and two roll cylinders 46 are provided per drive unit 36 of the middle drive 34, which are located between the two axles 37 of a drive unit 36.

The required for controlling the jacking and rolling cylinder hydraulic circuit is now based on the in Fig. 4 are shown in more detail, for clarity in Fig. 4 only one landing gear 36 are shown. It is understood that the other suspension is driven or operated in the same way.

The hydraulic system includes various pumps, with in Fig. 4 a pump is shown and designated by the reference numeral 101. The oil supply of the hydraulic system of the center drive can also be taken over by other pumps of the entire hydraulic system alternatively or in summary. Likewise, the hydraulic pump shown here can be used in other operating situations for other functionalities.

To secure the maximum pressure pressure relief valves are provided in Fig. 4 designated by the reference numeral 102. Furthermore, the hydraulic circuit is equipped with a pressure filter (reference numeral 103).

The support cylinders 40 and the roll cylinders 46 are acted upon according to the respective operating situation (eg crane travel, crane operation without support, crane operation with supports) with a predetermined pressure. This pressure is adjusted via the electrically controlled proportional pressure control valves associated with the respective cylinders. In Fig. 4 the support cylinders are denoted by the reference numeral 105 and the associated proportional pressure control valves by the reference numeral 108, further, the rolling cylinder 46 with the reference numeral 110 and the proportional pressure control valves associated with these cylinders with the reference numeral 113.

The proportional pressure control valves 108 and 113 are driven with a certain electric current proportional to this current, the corresponding pressure is set in these valves. The corresponding setpoints for these currents are stored in the electronic control or are generated in this.

When the predetermined pressure in the cylinders is reached, it is trapped via the electrically controlled directional control valves in the cylinders and the pressure accumulators connected thereto. The respective cylinder cycle is virtually blocked off by the crane hydraulics. The associated with the support cylinders 105 way-seat valves are designated by the reference numeral 109, the pressure accumulator for the support cylinder with the reference numeral 107. Accordingly, belonging to the roll cylinders 110 way-seat valves with the reference numeral 111 and the pressure accumulator with designated by the reference numeral 112.

It is achieved via the pressure accumulators 107 and 112 that even when cylinder strokes occur (for example due to driving vibrations), the set pressure can be kept almost constant.

The possibility of subjecting the support cylinders 105 and the roll cylinders 110 to different pressures may influence the roll behavior of the overall system in connection with their different force-action directions.

With the appropriate electrical control, the caged pressure from the cylinders to the tank 116 can be relieved via the directional seat valves on the cylinders. For this purpose, the associated proportional pressure control valves 108 and 113 must not be electrically driven, so they must be in the through state.

For certain operating conditions, it may be necessary to set a support force that is smaller than the weight of the respective drive. The support cylinders 40 and the rolling cylinders 46 must therefore apply tensile forces in order to at least partially raise the drive 36 located underneath. For this purpose, the cylinders 105 and 110 are to be subjected to pressure on the rod side. This pressurization is carried out in the same manner as previously described for the piston side, but it is switched between the piston and rod side. For this purpose, the support cylinders 105 switching valves assigned and the rolling cylinders associated valves. Rod side, however, no pressure accumulator are provided here, they are not required for the relevant operating conditions here.

With the system shown, any support force adjustment in the given work area is possible. About the accumulator, the applied support force - here at least on the piston side - be kept almost constant in the respective operating state.

Claims (12)

1. Rail vehicle, in particular for holding a crane, with an undercarriage (12) which is supported on both its longitudinal ends by in each case one travel gear unit (30) with at least one axle, and at least one centre running gear set (34), and a hydraulic cylinder unit (40, 46), which is connected to the centre running gear (34) at one end and to the undercarriage (12) at the other,
   characterized in that the centre running gear (34) supports the undercarriage (12) in the vertical direction solely by means of the hydraulic cylinder unit (40, 46).
2. Rail vehicle according to Claim 1, characterized in that the hydraulic cylinder unit (40, 46) has at least one supporting cylinder (40) and at least two rolling cylinders (46).
3. Rail vehicle according to Claim 2, characterized in that two supporting cylinders (40) are provided which are arranged obliquely with respect to one another.
4. Rail vehicle according to one of the preceding claims, characterized in that the centre running gear (34) has two running gear sets (36).
5. Rail vehicle according to Claim 4, characterized in that each running gear has two axles.
6. Rail vehicle according to Claim 4 or 5, characterized in that each running gear set (36) of the centre running gear (34) is assigned a hydraulic cylinder unit (40, 46).
7. Rail vehicle according to one of the preceding claims, characterized in that the centre running gear (34) is coupled to the undercarriage (12) in the longitudinal direction by means of a mechanical coupling rod (42), and vertically and in the transverse direction by means of a hydraulic rocker which is made available by the hydraulic cylinder unit (40, 46).
8. Rail vehicle according to one of the preceding claims, characterized in that the two rolling cylinders (46) are arranged in the two outer longitudinal regions, and in that the at least one supporting cylinder (40) is arranged in a central region.
9. Rail vehicle according to Claim 8, characterized in that the rolling cylinders and the at least one supporting cylinder (40) are coupled to the centre running gear and to the undercarriage in such a way that a relative movement between the centre running gear and the undercarriage is possible transversely with respect to the longitudinal direction, the direction of travel, the direction of the rail vehicle.
10. Rail vehicle according to Claim 8 or 9, characterized in that the rolling cylinders (46) and the at least one supporting cylinder (40) are coupled to the centre running gear and to the undercarriage in such a way that the centre running gear can rotate relative to the undercarriage, about an axis running in the longitudinal direction.
11. Rail vehicle according to one of the preceding claims, characterized in that the hydraulic cylinder unit has at least one hydraulic pump (101).
12. Rail vehicle according to one of the preceding claims, characterized in that each supporting cylinder (40) and rolling cylinder (46) is connected in each case directly to a piston-type accumulator (107, 112).

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