EP2544939B1 - Device for limiting a pitching movement in rail vehicles - Google Patents

Device for limiting a pitching movement in rail vehicles Download PDF

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Publication number
EP2544939B1
EP2544939B1 EP11706807.2A EP11706807A EP2544939B1 EP 2544939 B1 EP2544939 B1 EP 2544939B1 EP 11706807 A EP11706807 A EP 11706807A EP 2544939 B1 EP2544939 B1 EP 2544939B1
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Prior art keywords
stop
counter
bogie
rail vehicle
spring
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EP11706807.2A
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German (de)
French (fr)
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EP2544939A1 (en
Inventor
Gerd Löffler
Heiko Meyer
Hans Jürgen MÄRKL
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Priority to PL11706807T priority Critical patent/PL2544939T3/en
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    • 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
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies

Definitions

  • the invention relates to a device for limiting a pitching movement between a bogie of a rail vehicle and a supported on the bogie car body with a fastened to the bogie or to the car body stop and a fastened to the car body or on the bogie counter-stop, the stop a the counter-stop facing stop surface is formed, which gets in contact with the counter-stop during operation of the device.
  • the object of the invention is to provide a device of the type mentioned, with which the usable space of a rail vehicle can be increased.
  • the invention solves this problem by a device having the features of claim 1.
  • a circular arc-dependent pitch stop is provided.
  • the device according to the invention consists of a transversely to the direction of travel on the car body or on the landing gear to be mounted counter-attack with a ramp in this transverse direction stop contour, which can also be referred to as a backdrop.
  • the designated as a stop counterpart is attached to the respective other component of the rail vehicle, ie on the bogie or on the car body, and gets in a correspondingly large pitching movement in contact with the counter-stop.
  • a Fahra rotation of the car body relative to the bogies which occurs regularly when cornering, stop and counter-attack in a horizontal direction at right angles to the direction of travel, ie in the Y direction, offset from each other.
  • the maximum possible pitching motion is dependent on the degree of offset and thus on the degree of boring.
  • the scenery of the counter-attack is designed so that the maximum pitching movement is the smaller, the greater the rotation of the car body relative to the respective bogie.
  • the counter-attack is attached to the car body.
  • the stop is mounted on the bogie so as to effectively limit a pitching motion.
  • multiple stops and counter-stops can be provided. Due to the limitation of the relative vertical movement between the bogie and car body depending on the transverse offset, ie the traveled horizontal arc, less space is free to allow the pitching movement. This has an enlargement of the installation spaces in the wake, which can then be used for other purposes. In addition, there is also a cost reduction in terms of maintenance of the rail vehicle, since only limited bogie movements and impact forces arise.
  • the counter-stop is designed mirror-symmetrically in the side view. The mirror-symmetrical design provides the same circular arc-dependent limitation in right and left turns.
  • the abutment is rib-shaped in a cross-sectional view, wherein the abutment surface is formed on the rib tip, which faces the counter-stop during operation.
  • the rib-shaped stop consists for example of a bent sheet metal.
  • the stop and the counter-stop are fastened to the rail vehicle by means of screw connections, for example.
  • the stop has a wear plate which covers at least the abutment surface.
  • the formation of the attack as a simple emergency stop in the form of a rib is particularly cost.
  • the stop surface prevents too rapid wear of the stop, so that the replacement intervals are extended.
  • the stop on a spring With a reversible deformable spring is a particularly gentle power and even longer replacement intervals are provided.
  • the spring allows the setting of a defined force-displacement curve.
  • the stopper according to the invention has a reversibly deformable energy dissipation element.
  • the use of an energy dissipation element allows, in particular in combination with a spring, a defined limitation of the impact forces to an admissibly defined maximum.
  • the stop has an end stop for limiting a spring or Verformweges.
  • the pitching motion is permitted, for example, until a spring and / or an irreversible energy dissipation element are maximally compressed or deformed. Only then is a further pitching motion made impossible by a hard stop between the car body and bogie.
  • a force limit is provided against excessive overuse of the vehicle structure, since the forces are recorded in front of the hard stop controlled by spring and / or energy dissipation element.
  • the invention also relates to a rail vehicle with bogies and at least one car body, wherein between each bogie and each car body, a device according to the preceding kind is mounted.
  • FIG. 1 shows an embodiment of the rail vehicle 1 according to the invention in a side view.
  • the rail vehicle 1 has a car body 2 and two bogies 3, each having two wheelsets 4, each with two wheels, which are guided by rails 5.
  • the number of wheelsets per bogie is not essential to the invention.
  • a bogie frame 6 is supported via first spring means 7.
  • the car body 2 is supported via second spring means 8 on the bogie frame 6.
  • FIG. 3 shows a front view of a no longer claimed embodiment of the rail vehicle 1 and the device 12, which has a stop 13 and a counter-stop 14.
  • the counter-stop 14 is mounted transversely to the direction of travel X to the car body 2 and extends In the direction of Y. He has a respect to the Z-axis mirror-symmetrical backdrop-shaped contour, so that with a displacement of the car body 2 with respect to the bogie 3 in the Y direction, the distance DZ between stop 13 and counter-stop 14 and thus the maximum possible Nick movement reduced.
  • the maximum pitching movement is due to the backdrop-shaped configuration of the counter-stop of the circular arc of the curve, which passes through the rail vehicle. This dependence of the pitch stop on the transverse offset between car body 2 and bogie 3 in the Y direction is described by f (y).
  • the stop 13 is in the form of a rib, wherein on the counter-stop 14 facing the tip of the rib, a stop surface is formed, with which the stop 13 comes into contact with the rib 14.
  • the stop 13 consists of a metal sheet, wherein the sheet metal material is, for example, stainless steel.
  • FIG. 4 shows the no longer claimed embodiment according to FIG. 3 ,
  • the stop 13 has a stop roller 15, with which the stop 13 is controlled on the backdrop-shaped outer contour of the counter-stop 14 and rolls with defined forces. Due to this configuration, an even more gentle force absorption is possible.
  • FIG. 5 shows the embodiment according to FIG. 1 However, wherein the stop 13 has a spring 16 and an irreversible force element 17.
  • the irreversible force element 17 is rib-shaped and mounted on a U-profile 18, between the free legs, the spring 16 extends.
  • the device 12 has a defined Force-displacement curve so long until the spring 16 is completely compressed and the U-profile 18 his free legs in contact with the support frame 6 device.
  • the irreversible energy dissipation element 17 is irreversibly deformed, wherein the kinetic energy of the car body 2 is recorded by the energy absorbing element 17 controlled by deformation. In this way, the body and bogie frame structure is effectively protected against accidental deformation and damage.
  • FIG. 6 shows a no longer claimed further embodiment according to FIG. 5 , wherein the stop 13 instead of the energy dissipation element 17 has a stop roller 15.

Description

Die Erfindung betrifft eine Vorrichtung zum Begrenzen einer Nickbewegung zwischen einem Drehgestell eines Schienenfahrzeugs und einem auf dem Drehgestell abgestützten Wagenkasten mit einem an dem Drehgestell oder an dem Wagenkasten befestigbaren Anschlag und einem an dem Wagenkasten beziehungsweise an dem Drehgestell befestigbaren Gegenanschlag, wobei der Anschlag eine dem Gegenanschlag zugewandte Anschlagsfläche ausbildet, die während des Betriebs der Vorrichtung in Kontakt mit dem Gegenanschlag gerät.The invention relates to a device for limiting a pitching movement between a bogie of a rail vehicle and a supported on the bogie car body with a fastened to the bogie or to the car body stop and a fastened to the car body or on the bogie counter-stop, the stop a the counter-stop facing stop surface is formed, which gets in contact with the counter-stop during operation of the device.

Eine solche Vorrichtung ist aus der Praxis bereits bekannt. Schienenfahrzeuge weisen in der Regel Drehgestelle und Wagenkästen auf, die über Federmittel an den Drehgestellen abgestützt sind. Aufgrund dieser federnden Aufhängung des Wagenkastens kann es zu Relativbewegungen zwischen den Drehgestellen und dem Wagenkasten kommen. Vertikale Relativbewegungen in Fahrtrichtung um die Querachse des Fahrzeugs werden auch als Nickbewegungen bezeichnet. Zur Begrenzung dieser Nickbewegungen ist gemäß dem Stand der Technik eine Vorrichtung bekannt, die einen Anschlag sowie einen Gegenanschlag aufweist, wobei der Gegenanschlag beispielsweise an dem Drehgestell und der Anschlag an dem Wagenkasten befestigt ist. Eine Nickbewegung ist damit so weit möglich, bis es zu einem Kontakt zwischen Anschlag und Gegenanschlag kommt. Bei Kurvenfahrten durchfährt das Schienenfahrzeug einen Kreisbogen, wobei es zu einer kreisbogenabhängigen Verdrehung des Wagenkastens bezüglich der Drehgestelle in einer horizontalen Ebene kommt. Um solche Verdrehungen zu ermöglichen, muss an dem Schienenfahrzeug ein ausreichender Bauraum zur Verfügung gestellt werden. Hierbei muss die maximale Nickbewegung mitberücksichtigt werden.Such a device is already known from practice. Rail vehicles usually have bogies and car bodies, which are supported by spring means on the bogies. Due to this resilient suspension of the car body, there may be relative movements between the bogies and the car body. Vertical relative movements in the direction of travel about the transverse axis of the vehicle are also referred to as pitching movements. To limit these pitching movements, a device is known according to the prior art, which has a stop and a counter-stop, wherein the counter-stop, for example, to the bogie and the stop is attached to the car body. A pitching motion is so far possible until it comes to a contact between the stop and counter-stop. When cornering, the rail vehicle passes through a circular arc, which leads to a circular arc-dependent rotation of the car body with respect to the bogies in a horizontal plane. In order to allow such twists, sufficient space must be provided on the rail vehicle. Here, the maximum pitching motion must be taken into account.

Aus der " Zeitschrift Eisenbahnwesen und Verkehrstechnik. Die Eisenbahntechnik + Glasers Annalen, Georg Siemens Verlagsbuchhandlung, Berlin, DE, Bd. 115, Nr. 1 / 02, 1. Januar 1991 (1991-01-01), Seiten 42-48, XP 000201496, ISSN: 0941-0589, Artikel von Vohla G et al, sind theoretische Untersuchungen zur gleisbogenabhängigen Wagenkastenneigung bekannt.From the " Journal of Railway Engineering and Traffic Engineering. Eisenbahntechnik + Glasers Annalen, Georg Siemens Verlagsbuchhandlung, Berlin, DE, Vol. 115, No. 1/02, 1 January 1991 (1991-01-01), pages 42-48, XP 000201496, ISSN: 0941-0589, Article by Vohla G et al, theoretical investigations are known to the track-dependent Wagenkastenneigung.

Aus der Druckschrift FR 1 162 388 A und aus der Druckschrift US 2 174 324 A sind weitere Beispiele zur gleisbogenabhängigen Wagenkastenneigung bekannt.From the publication FR 1 162 388 A and from the publication US 2 174 324 A Further examples of the track-dependent Wagenkastenneigung are known.

Aufgabe der Erfindung ist es, eine Vorrichtung der eingangs genannten Art bereitzustellen, mit der der nutzbare Bauraum eines Schienenfahrzeugs vergrößert werden kann.The object of the invention is to provide a device of the type mentioned, with which the usable space of a rail vehicle can be increased.

Die Erfindung löst diese Aufgabe durch eine Vorrichtung mit den Merkmalen des Anspruchs 1.The invention solves this problem by a device having the features of claim 1.

Erfindungsgemäß ist ein kreisbogenabhängiger Nickanschlag bereitgestellt. Die erfindungsgemäße Vorrichtung besteht aus einem quer zur Fahrtrichtung am Wagenkasten oder am Fahrwerk anzubringenden Gegenanschlag mit einer in dieser Querrichtung rampenförmigen Anschlagskontur, die auch als Kulisse bezeichnet werden kann. Der als Anschlag bezeichnete Gegenpart ist an dem jeweiligen anderen Bauteil des Schienenfahrzeugs, also am Drehgestell beziehungsweise am Wagenkasten, angebracht und gerät bei einer entsprechend großen Nickbewegung in Kontakt mit dem Gegenanschlag. Bei einer Fahrausdrehung des Wagenkastens gegenüber den Drehgestellen, die bei Kurvenfahrten regelmäßig auftritt, werden Anschlag und Gegenanschlag in einer horizontalen Richtung rechtwinklig zur Fahrtrichtung, also in Y-Richtung, gegeneinander versetzt. Aufgrund der in Richtung dieses Versatzes kulissenförmigen Ausgestaltung des Gegenanschlags ist die maximal mögliche Nickbewegung vom Grad des Versatzes und somit vom Grad des Ausdrehens abhängig. Vorteilhafterweise ist die Kulisse des Gegenanschlags so ausgestaltet, dass die maximale Nickbewegung umso kleiner wird, je größer die Ausdrehung des Wagenkastens gegenüber dem jeweiligen Drehgestell ist.According to the invention, a circular arc-dependent pitch stop is provided. The device according to the invention consists of a transversely to the direction of travel on the car body or on the landing gear to be mounted counter-attack with a ramp in this transverse direction stop contour, which can also be referred to as a backdrop. The designated as a stop counterpart is attached to the respective other component of the rail vehicle, ie on the bogie or on the car body, and gets in a correspondingly large pitching movement in contact with the counter-stop. In a Fahra rotation of the car body relative to the bogies, which occurs regularly when cornering, stop and counter-attack in a horizontal direction at right angles to the direction of travel, ie in the Y direction, offset from each other. Due to the design of the counter-stop in the direction of this offset, the maximum possible pitching motion is dependent on the degree of offset and thus on the degree of boring. Advantageously, the scenery of the counter-attack is designed so that the maximum pitching movement is the smaller, the greater the rotation of the car body relative to the respective bogie.

Der Gegenanschlag wird am Wagenkasten angebracht. Dabei wird der Anschlag an dem Drehgestell montiert, um so eine Nickbewegung wirksam zu begrenzen. Es ist selbstverständlich darauf hinzuweisen, dass für jedes Drehgestell mehrere Anschläge und Gegenanschläge vorgesehen sein können. Aufgrund der Begrenzung der relativen vertikalen Bewegung zwischen Drehgestell und Wagenkasten in Abhängigkeit vom Querversatz, also vom befahrenen horizontalen Kreisbogen, ist weniger Bauraum frei zu halten, um die Nickbewegung zu ermöglichen. Dies hat eine Vergrößerung der Einbauräume im Gefolge, die dann für andere Zwecke genutzt werden können. Darüber hinaus ergibt sich auch eine Kostenreduktion hinsichtlich der Instandhaltung des Schienenfahrzeugs, da nur noch begrenzte Drehgestellbewegungen und Anschlagskräfte entstehen. Vorteilhafterweise ist der Gegenanschlag in der Seitenansicht spiegelsymmetrisch ausgestaltet. Die spiegelsymmetrische Ausgestaltung stellt bei Rechts- und Linkskurven die gleiche kreisbogenabhängige Begrenzung bereit.The counter-attack is attached to the car body. In this case, the stop is mounted on the bogie so as to effectively limit a pitching motion. It should be understood, of course, that for each bogie multiple stops and counter-stops can be provided. Due to the limitation of the relative vertical movement between the bogie and car body depending on the transverse offset, ie the traveled horizontal arc, less space is free to allow the pitching movement. This has an enlargement of the installation spaces in the wake, which can then be used for other purposes. In addition, there is also a cost reduction in terms of maintenance of the rail vehicle, since only limited bogie movements and impact forces arise. Advantageously, the counter-stop is designed mirror-symmetrically in the side view. The mirror-symmetrical design provides the same circular arc-dependent limitation in right and left turns.

Erfindungsgemäß ist der Anschlag in einer Querschnittsansicht rippenförmig ausgebildet, wobei die Anschlagsfläche an der Rippenspitze ausgebildet ist, welche dem Gegenanschlag im Betrieb zugewandt ist. Der rippenförmige Anschlag besteht beispielsweise aus einem gebogenen Blech.According to the invention, the abutment is rib-shaped in a cross-sectional view, wherein the abutment surface is formed on the rib tip, which faces the counter-stop during operation. The rib-shaped stop consists for example of a bent sheet metal.

Der Anschlag und der Gegenanschlag sind beispielsweise mittels Schraubverbindungen am Schienenfahrzeug befestigt. Gemäß einer bevorzugten Variante weist der Anschlag eine Verschleißplatte auf, welche zumindest die Anschlagsfläche bedeckt. Die Ausbildung des Anschlags als einfacher Notanschlag in Form einer Rippe ist besonders kostengünstig. Die Anschlagsfläche verhindert einen zu schnellen Verschleiß des Anschlags, so dass die Austauschintervalle verlängert sind.The stop and the counter-stop are fastened to the rail vehicle by means of screw connections, for example. According to a preferred variant, the stop has a wear plate which covers at least the abutment surface. The formation of the attack as a simple emergency stop in the form of a rib is particularly cost. The stop surface prevents too rapid wear of the stop, so that the replacement intervals are extended.

Erfindungsgemäß weist der Anschlag eine Feder auf. Mit einer reversibel verformbaren Feder ist eine besonders schonende Kraftaufnahme und sind noch längere Austauschintervalle bereitgestellt. Darüber hinaus ermöglicht die Feder das Einstellen einer definierten Kraft-Weg-Kennlinie.According to the invention, the stop on a spring. With a reversible deformable spring is a particularly gentle power and even longer replacement intervals are provided. In addition, the spring allows the setting of a defined force-displacement curve.

Ferner verfügt der Anschlag erfindungsgemäß, über ein reversibel verformbares Energieverzehrelement. Die Verwendung eines Energieverzehrelements ermöglicht insbesondere in Kombination mit einer Feder eine definierte Begrenzung der Anschlagskräfte auf ein zulässig definiertes Maximum.Furthermore, the stopper according to the invention has a reversibly deformable energy dissipation element. The use of an energy dissipation element allows, in particular in combination with a spring, a defined limitation of the impact forces to an admissibly defined maximum.

Erfindungsgemäß weist der Anschlag einen Endanschlag zum Begrenzen eines Feder- oder Verformweges auf. Auf diese Art und Weise wird die Nickbewegung beispielsweise so weit zugelassen, bis eine Feder und/oder ein irreversibles Energieverzehrelement maximal zusammengedrückt beziehungsweise verformt sind. Erst anschließend wird eine weitere Nickbewegung durch einen Hartanschlag zwischen Wagenkasten und Drehgestell unmöglich gemacht. Somit ist eine Kraftbegrenzung gegen unzulässige Überbeanspruchung der Fahrzeugstruktur bereitgestellt, da die Kräfte vor dem Hartanschlag kontrolliert von Feder und/oder Energieverzehrelement aufgenommen werden.According to the invention the stop has an end stop for limiting a spring or Verformweges. In this way, the pitching motion is permitted, for example, until a spring and / or an irreversible energy dissipation element are maximally compressed or deformed. Only then is a further pitching motion made impossible by a hard stop between the car body and bogie. Thus, a force limit is provided against excessive overuse of the vehicle structure, since the forces are recorded in front of the hard stop controlled by spring and / or energy dissipation element.

Wie bereits ausgeführt wurde, betrifft die Erfindung auch ein Schienenfahrzeug mit Drehgestellen und wenigstens einem Wagenkasten, wobei zwischen jedem Drehgestell und jedem Wagenkasten eine Vorrichtung gemäß der vorangehenden Art montiert ist.As already stated, the invention also relates to a rail vehicle with bogies and at least one car body, wherein between each bogie and each car body, a device according to the preceding kind is mounted.

Weitere zweckmäßige Ausgestaltungen und Vorteile der Erfindung sind Gegenstand der nachfolgenden Beschreibung von Ausführungsbeispielen der Erfindung unter Bezug auf die Figuren der Zeichnung, wobei gleiche Bezugszeichen auf gleich wirkende Bauteile verweisen und wobei

Figur 1
ein Ausführungsbeispiel eines erfindungsgemäßen Schienenfahrzeugs in einer Seitenansicht,
Figur 2
das Schienenfahrzeug gemäß Figur 1 von unten,
Figur 3
ein nicht mehr beanspruchtes Ausführungsbeispiel eines Schienenfahrzeugs und einer Vorrichtung in einer Stirnansicht,
Figur 4
ein nicht mehr beanspruchtes Ausführungsbeispiel des Schienenfahrzeugs und der Vorrichtung in einer Stirnansicht,
Figur 5
ein Ausführungsbeispiel des erfindungsgemäßen Schienenfahrzeugs und der erfindungsgemäßen Vorrichtung in einer Stirnansicht und
Figur 6
ein nicht mehr beanspruchtes Ausführungsbeispiel des Schienenfahrzeugs und der Vorrichtung zeigen.
Further expedient embodiments and advantages of the invention are the subject of the following description of embodiments of the invention with reference to the figures of the drawing, wherein like reference numerals refer to like-acting components and wherein
FIG. 1
An embodiment of a rail vehicle according to the invention in a side view,
FIG. 2
the rail vehicle according to FIG. 1 from underneath,
FIG. 3
a no longer claimed embodiment of a rail vehicle and a device in an end view,
FIG. 4
a no longer claimed embodiment of the rail vehicle and the device in an end view,
FIG. 5
an embodiment of the rail vehicle according to the invention and the device according to the invention in an end view and
FIG. 6
show a no longer claimed embodiment of the rail vehicle and the device.

Figur 1 zeigt ein Ausführungsbeispiel des erfindungsgemäßen Schienenfahrzeugs 1 in einer Seitenansicht. Es ist erkennbar, dass das Schienenfahrzeug 1 einen Wagenkasten 2 sowie zwei Drehgestelle 3 aufweist, die jeweils zwei Radsätze 4 mit jeweils zwei Rädern aufweisen, die von Schienen 5 geführt sind. Die Anzahl der Radsätze je Drehgestell ist jedoch nicht wesentlich für die Erfindung. An den Radsätzen 4 ist ein Drehgestellrahmen 6 über ersten Federmittel 7 abgestützt. Der Wagenkasten 2 ist über zweite Federmittel 8 an dem Drehgestellrahmen 6 abgestützt. FIG. 1 shows an embodiment of the rail vehicle 1 according to the invention in a side view. It can be seen that the rail vehicle 1 has a car body 2 and two bogies 3, each having two wheelsets 4, each with two wheels, which are guided by rails 5. However, the number of wheelsets per bogie is not essential to the invention. At the wheelsets 4 a bogie frame 6 is supported via first spring means 7. The car body 2 is supported via second spring means 8 on the bogie frame 6.

Aufgrund dieser federnden Lagerung kann es zu einer Drehbewegung 9 des Wagenkastens 2 um ein Drehzentrum 10 in einer Hochachse Z bezüglich des Drehgestellrahmens 6 kommen. Darüber hinaus kann es zu einer Drehbewegung des Drehgestellrahmens 6 bezüglich der Radsätze 4 kommen. Diese Drehbewegung ist in Figur 1 mit dem Bezugszeichen 11 bezeichnet. Beide Drehbewegungen 9, 11, die hier gemeinsam als Nickbewegung bezeichnet werden, sollen mit Hilfe der erfindungsgemäßen Vorrichtung begrenzt werden. Bei Kurvenfahrten kommt es ferner zu einem Ausdrehen oder Versatz des Drehgestells 6 bezüglich des Wagenkastens 2 in einer horizontalen Richtung Y, die rechtwinklig oder mit anderen Worten quer zur Fahrtrichtung X verläuft.Due to this resilient mounting, there may be a rotational movement 9 of the car body 2 about a center of rotation 10 in a vertical axis Z with respect to the bogie frame 6. In addition, there may be a rotational movement of the bogie frame 6 with respect to the wheelsets 4. This rotation is in FIG. 1 denoted by the reference numeral 11. Both rotational movements 9, 11, which are referred to collectively here as pitching motion, are to be limited by means of the device according to the invention. When cornering, there is also a turning or offset of the bogie 6 with respect to the car body 2 in a horizontal direction Y, which is perpendicular or in other words transverse to the direction of travel X.

Figur 3 zeigt in einer Vorderansicht ein nicht mehr beanspruchtes Ausführungsbeispiel des Schienenfahrzeugs 1 sowie der Vorrichtung 12, die einen Anschlag 13 sowie einen Gegenanschlag 14 aufweist. Der Gegenanschlag 14 ist quer zur Fahrtrichtung X an den Wagenkasten 2 montiert und erstreckt sich in Richtung Y. Dabei weist er eine bezüglich der eingezeichneten Z-Achse spiegelsymmetrische kulissenförmige Kontur auf, so dass bei einer Verschiebung des Wagenkastens 2 bezüglich des Drehgestells 3 in Richtung Y sich der Abstand DZ zwischen Anschlag 13 und Gegenanschlag 14 und somit die maximal mögliche Nickbewegung verringert. Mit anderen Worten ist die maximale Nickbewegung aufgrund der kulissenförmigen Ausgestaltung des Gegenanschlags vom Kreisbogen der Kurve abhängig, die das Schienenfahrzeug durchfährt. Diese Abhängigkeit des Nickanschlags von dem Querversatz zwischen Wagenkasten 2 und Drehgestell 3 in Y-Richtung wird mit f(y) beschrieben. FIG. 3 shows a front view of a no longer claimed embodiment of the rail vehicle 1 and the device 12, which has a stop 13 and a counter-stop 14. The counter-stop 14 is mounted transversely to the direction of travel X to the car body 2 and extends In the direction of Y. He has a respect to the Z-axis mirror-symmetrical backdrop-shaped contour, so that with a displacement of the car body 2 with respect to the bogie 3 in the Y direction, the distance DZ between stop 13 and counter-stop 14 and thus the maximum possible Nick movement reduced. In other words, the maximum pitching movement is due to the backdrop-shaped configuration of the counter-stop of the circular arc of the curve, which passes through the rail vehicle. This dependence of the pitch stop on the transverse offset between car body 2 and bogie 3 in the Y direction is described by f (y).

Der Anschlag 13 ist in Form einer Rippe ausgebildet, wobei an der dem Gegenanschlag 14 zugewandten Spitze der Rippe eine Anschlagsfläche ausgebildet ist, mit der der Anschlag 13 in Kontakt mit der Rippe 14 gerät. Dabei besteht der Anschlag 13 aus einem Blech, wobei der Blechwerkstoff beispielsweise rostfreier Stahl ist.The stop 13 is in the form of a rib, wherein on the counter-stop 14 facing the tip of the rib, a stop surface is formed, with which the stop 13 comes into contact with the rib 14. In this case, the stop 13 consists of a metal sheet, wherein the sheet metal material is, for example, stainless steel.

Figur 4 zeigt das nicht mehr beanspruchte Ausführungsbeispiel gemäß Figur 3. Der Anschlag 13 weist jedoch eine Anschlagsrolle 15 auf, mit welcher der Anschlag 13 an der kulissenförmigen Außenkontur des Gegenanschlags 14 kontrolliert und mit definierten Kräften abrollt. Aufgrund dieser Ausgestaltung ist eine noch schonendere Kraftaufnahme ermöglicht. FIG. 4 shows the no longer claimed embodiment according to FIG. 3 , However, the stop 13 has a stop roller 15, with which the stop 13 is controlled on the backdrop-shaped outer contour of the counter-stop 14 and rolls with defined forces. Due to this configuration, an even more gentle force absorption is possible.

Figur 5 zeigt das Ausführungsbeispiel gemäß Figur 1, wobei jedoch der Anschlag 13 eine Feder 16 aufweist sowie ein irreversibles Kraftelement 17. Das irreversible Kraftelement 17 ist rippenförmig ausgebildet und auf einem U-Profil 18 angebracht, zwischen dessen freien Schenkeln sich die Feder 16 erstreckt. Gemäß dieser vorteilhaften Ausgestaltung des Gegenanschlags 13 weist die Vorrichtung 12 eine definierte Kraft-Weg-Kennlinie so lange auf, bis die Feder 16 vollständig zusammengestaucht ist und das U-Profil 18 seine freien Schenkeln in Kontakt mit dem Halterahmen 6 gerät. Bei einer weiteren Krafteinleitung in Folge der Nickbewegung 9, 11 wird das irreversible Energieverzehrelement 17 irreversibel verformt, wobei die Bewegungsenergie des Wagenkastens 2 von dem Energieverzehrelement 17 durch Verformung kontrolliert aufgenommen wird. Auf diese Art und Weise ist die Wagenkasten- und Drehgestellrahmenstruktur wirkungsvoll gegen unbeabsichtigtes Verformen und Beschädigungen geschützt. FIG. 5 shows the embodiment according to FIG. 1 However, wherein the stop 13 has a spring 16 and an irreversible force element 17. The irreversible force element 17 is rib-shaped and mounted on a U-profile 18, between the free legs, the spring 16 extends. According to this advantageous embodiment of the counter-stop 13, the device 12 has a defined Force-displacement curve so long until the spring 16 is completely compressed and the U-profile 18 his free legs in contact with the support frame 6 device. In a further introduction of force as a result of the pitching motion 9, 11, the irreversible energy dissipation element 17 is irreversibly deformed, wherein the kinetic energy of the car body 2 is recorded by the energy absorbing element 17 controlled by deformation. In this way, the body and bogie frame structure is effectively protected against accidental deformation and damage.

Figur 6 zeigt ein nicht mehr beanspruchtes weiteres Ausführungsbeispiel gemäß Figur 5, wobei der Anschlag 13 statt dem Energieverzehrelement 17 eine Anschlagsrolle 15 aufweist. FIG. 6 shows a no longer claimed further embodiment according to FIG. 5 , wherein the stop 13 instead of the energy dissipation element 17 has a stop roller 15.

Claims (5)

  1. Device (12) for limiting a pitching movement between a bogie (3) of a rail vehicle (1) and a wagon body (2) supported on the bogie (3), with
    - a stop (13) which is fastenable to the bogie (3) and
    - a counter stop (14) which is fastenable to the wagon body (2), wherein the stop (13) forms a stop surface which faces the counter stop (14) and enters into contact with the counter stop (14) during the operation of the device (12),
    - in which the counter stop (14) is configured in the form of a slotted link in a side view, wherein the counter stop (14) can be attached to the wagon body transversely with respect to the direction of travel and has a ramp-shaped stop contour referred to in this transverse direction as a connecting link,
    - in which the stop (13) is of rib-shaped design, wherein the stop surface is formed on the rib tip which faces the counter stop (14) during operation,
    - in which the stop (13) has a spring (16), and in which the stop (13) has an irreversibly deformable energy absorption element (17), wherein the irreversible force element (17) is of rib-shaped design and is attached to a U profile (18), between the free limbs of which the spring (16) extends.
  2. Device (12) according to Claim 1, in which the counter stop (14) is configured mirror-symmetrically in said side view.
  3. Device (12) according to either of the preceding claims, in which the stop (13) has a wearing plate which covers at least the stop surface.
  4. Device (12) according to Claim 1, in which the stop has an end stop for limiting a spring travel or deformation travel.
  5. Rail vehicle (1) with bogies (3) and at least one wagon body (2), wherein a device (12) according to one of the preceding claims is installed between each bogie (3) and the wagon body (2) .
EP11706807.2A 2010-03-08 2011-02-24 Device for limiting a pitching movement in rail vehicles Active EP2544939B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL11706807T PL2544939T3 (en) 2010-03-08 2011-02-24 Device for limiting a pitching movement in rail vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010011211A DE102010011211A1 (en) 2010-03-08 2010-03-08 Device for limiting pitching motion in rail vehicles
PCT/EP2011/052714 WO2011110427A1 (en) 2010-03-08 2011-02-24 Device for limiting a pitching movement in rail vehicles

Publications (2)

Publication Number Publication Date
EP2544939A1 EP2544939A1 (en) 2013-01-16
EP2544939B1 true EP2544939B1 (en) 2019-10-09

Family

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Application Number Title Priority Date Filing Date
EP11706807.2A Active EP2544939B1 (en) 2010-03-08 2011-02-24 Device for limiting a pitching movement in rail vehicles

Country Status (5)

Country Link
EP (1) EP2544939B1 (en)
DE (1) DE102010011211A1 (en)
ES (1) ES2764103T3 (en)
PL (1) PL2544939T3 (en)
WO (1) WO2011110427A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012105310A1 (en) * 2012-06-19 2013-12-19 Bombardier Transportation Gmbh Vehicle with a spring device with specifiable cross spring characteristic
DE102020109599A1 (en) 2020-04-07 2021-10-07 Liebherr-Transportation Systems Gmbh & Co Kg Hydropneumatic suspension for a vehicle

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2174324A (en) * 1937-05-28 1939-09-26 Chrysler Corp Railway vehicle
FR1162388A (en) * 1956-11-29 1958-09-11 Suspension for heavy tonnage wagons
JPH03503041A (en) * 1988-10-13 1991-07-11 エス　イー　ゲー　シユヴアイツエリツシエ　インズストリー‐ゲゼルシヤフト Tilt compensator for high-speed vehicles, especially track vehicles

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP2544939A1 (en) 2013-01-16
WO2011110427A1 (en) 2011-09-15
DE102010011211A1 (en) 2011-09-08
PL2544939T3 (en) 2020-06-15
ES2764103T3 (en) 2020-06-02

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