EP2841318B1 - Dispositif de transmission de force entre le châssis et la caisse d'un véhicule ferroviaire - Google Patents

Dispositif de transmission de force entre le châssis et la caisse d'un véhicule ferroviaire Download PDF

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Publication number
EP2841318B1
EP2841318B1 EP13719431.2A EP13719431A EP2841318B1 EP 2841318 B1 EP2841318 B1 EP 2841318B1 EP 13719431 A EP13719431 A EP 13719431A EP 2841318 B1 EP2841318 B1 EP 2841318B1
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EP
European Patent Office
Prior art keywords
chassis
face
traction link
sliding
longitudinal direction
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.)
Active
Application number
EP13719431.2A
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German (de)
English (en)
Other versions
EP2841318A1 (fr
Inventor
David KREUZWEGER
Christian PLANKENSTEINER
Michael Sumnitsch
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.)
Siemens Mobility GmbH
Original Assignee
Siemens AG Oesterreich
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.)
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Publication date
Application filed by Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Priority to PL13719431T priority Critical patent/PL2841318T3/pl
Publication of EP2841318A1 publication Critical patent/EP2841318A1/fr
Application granted granted Critical
Publication of EP2841318B1 publication Critical patent/EP2841318B1/fr
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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
    • 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
    • B61F5/04—Bolster supports or mountings
    • B61F5/08—Bolster supports or mountings incorporating rubber springs

Definitions

  • the invention relates to a device for transmitting power between a chassis and coupled to the chassis car body of a rail vehicle.
  • chassis and car body are connected on the one hand via a secondary suspension with each other to allow a spring movement or a rebound and rebound of the car body, especially in a vertical height direction, but also in the lateral direction, in particular parallel to a transverse direction.
  • the secondary suspension is not suitable for longitudinal driving of the chassis, i. for power transmission between the chassis and car body parallel to a longitudinal direction, which is necessary for the acceleration and deceleration of the car body by the chassis. Therefore, on the other hand, a device for longitudinal driving is necessary, the chassis and car body interconnects and at the same time spring movements and Ausfierien of the car body relative to the chassis, as they arise, for example, when cornering allowed.
  • the EP 1254821 A1 gives an example, in which the car body and chassis are connected to each other via a Lemniskatenanlenkung. Also the BE 665 271 A gives an example of a device for power transmission between a chassis and a car body.
  • a disadvantage of the known solutions is that - in addition to the considerable technical effort, which allows only small manufacturing tolerances - usually a relatively large space is required, which then for other elements, such as. Damper and / or roll stabilizers, is no longer available.
  • the lifting of the car body from the chassis designed complicated because many fasteners of the known longitudinal entrainment devices are to be solved.
  • the accessibility of these fasteners is usually very limited, which makes their control difficult.
  • the object of the present invention is to avoid the abovementioned disadvantages.
  • a structurally simple device for transmitting power in the longitudinal direction to be created which allows spring movements and rotational movements of the car body relative to the chassis.
  • the device should require little space and facilitate uncomplicated release of the car body from the chassis.
  • manufacturing tolerances should be easily balanced and the device for inspection purposes to be easily accessible.
  • Core of the invention is the arrangement of longitudinal driving buffers on at least one cross member of a chassis on which longitudinal driving buffers sliding portions of a stop plate which is attached to a car body or a part thereof, slidably abut.
  • the sliding portions abut against end faces of the longitudinal driving buffer, the end faces preferably being normal to a longitudinal direction of the running gear and facing in opposite directions.
  • the sliding portions are slidably against the longitudinal driving buffers and their end faces, so that spring movements by means of a secondary suspension between the chassis and car body are possible without hindrance. That is, the secondary suspension represents the suspension between the car body and chassis.
  • the spring movements have a sliding of the sliding portions on the longitudinal driving buffers and their end faces result.
  • the sliding can take place both parallel to a height direction and parallel to a transverse direction, wherein the longitudinal direction, height direction and transverse direction are preferably mutually normal.
  • this makes it possible to remove the car body from the chassis without having to loosen connections due to the longitudinal drive.
  • the longitudinal drive thus obtained from below with a view in the height direction is obvious and thus allows the control of the associated components.
  • a device for transmitting power between a chassis and a car body of a rail vehicle that at least a first, a first end side exhibiting L Lucassmit Vietnamesepuffer and at least a second, a second end side exhibiting Lekssmit Cypruspuffer are attached, that the first end of the second end face is spaced with respect to a longitudinal direction of the rail vehicle, that the two end faces in at least approximately opposite directions and that on the car body, a stop plate is provided with longitudinally spaced apart sliding portions, against which the end faces of the longitudinal driving buffer at least partially slidably.
  • the chassis preferably has at least two axles arranged one behind the other, each with two wheels, and at least one cross member extending in the transverse direction.
  • the longitudinal driving buffers are mounted on the same cross member, so that viewed in the longitudinal direction before and behind the cross member in each case at least one longitudinal driving buffer is arranged, wherein the end faces of the longitudinal driving buffer before and after the cross member in opposite directions parallel to the longitudinal direction.
  • the stop plate is fork-shaped, designed with legs, wherein the legs are spaced apart in the longitudinal direction and each having one, pointing to a front side sliding portion. The sliding portions of the longitudinally spaced apart legs have corresponding to each other, wherein between these sliding sections are the longitudinal driving buffer and the cross member.
  • the at least one first longitudinal driving buffer and the at least one second longitudinal driving buffer are fixed to a cross member of the chassis, and that the stop plate is fork-shaped and legs each having a, pointing to an end sliding section includes.
  • the sliding portions are movable parallel to a height direction and / or to a transverse direction.
  • the spring travel parallel to the height direction is limited by the secondary suspension.
  • the suspension parallel to the transverse direction also takes place via the secondary suspension, but in this case the travel is limited by a transverse stop, which is usually located in the region of the secondary suspension.
  • a sliding plate with a sliding surface is exchangeably attached. Due to the interchangeability, which is preferably realized by screwing the sliding plates with the longitudinal driving buffers, the sliding plates can be designed as cost-effective wearing parts. In this case, the sliding portions are wear resistant designed so that only the sliding plates must be renewed. Finally, by choosing the Gleitplattenmaterials the friction between the sliding plate and sliding section can be influenced.
  • the sliding plates are made of plastic.
  • the sliding plates seen in the longitudinal direction have the shape of a circle.
  • the cross member with the first attach to it and second longitudinal driving buffers in relation to the longitudinal direction of the rail vehicle is arranged centrally in the chassis.
  • the longitudinal driving buffer must be made of an elastic material.
  • the at least one first longitudinal driving buffer and / or the at least one second longitudinal driving buffer are multilayered elastomeric buffers.
  • the elastic longitudinal driving buffers not only dampen braking and acceleration movements, but also enable - damped and limited - rotational movements of the car body relative to the chassis. Accordingly, it is provided in a particularly preferred embodiment of the device according to the invention that the car body is rotatable with the stop plate relative to the chassis about an axis of rotation which extends parallel to the height direction.
  • the longitudinal driving buffers In order to be able to fasten a longitudinal driving buffer to a cross member, the longitudinal driving buffers have a base plate. This can be bolted to the cross member. In this case, an adjustment insert can be arranged between the cross member and the base plate, so that manufacturing tolerances can be easily compensated. Thus, a flat concern of the sliding sections can be guaranteed at each L Lucassmit Spotifypuffer. On the other hand, a defined gap between the chassis and car body or between the end face of the respective longitudinal driving buffer and the respective sliding section can be adjusted on the Einstellbeilage.
  • the Leksmit Spotifypuffer have a base plate and are secured by screwing the base plate with a cross member at this, wherein between the cross member and the respective base plate at least one adjusting insert is arranged.
  • Fig. 1 shows a sectional view of a chassis 1 of a rail vehicle according to the section line AA in Fig. 2 ,
  • the chassis 1 comprises two axles 6, which are spaced apart in a longitudinal direction 3 and on each of which two wheels 7 are mounted. Furthermore, the chassis 1 has a cross member 8, which extends in a transverse direction 4, which is normal to the longitudinal direction 3 and a height direction 5 extends.
  • the illustrated chassis 1 comprises no drive elements, but the device according to the invention can of course also be provided for drive trolleys in an analogous manner.
  • a first longitudinal driving buffer 9 and a second longitudinal driving buffer 10 are attached on the cross member 8.
  • viewed in the longitudinal direction of the first longitudinal driving buffer 9 is disposed in front of the cross member 8 and the second longitudinal driving buffer 10 after the cross member 8.
  • the longitudinal driving buffers 9, 10 are known multilayer elastomer buffer having a corresponding elasticity.
  • the longitudinal driving buffers 9, 10 have seen in the longitudinal direction 3 at one end in each case a base plate 19 which is secured to the cross member 8 by means of screw 20, see. Fig. 3 , which is an enlarged detail view of area B of the Fig. 2 shows. At the other end seen in the longitudinal direction 3, the longitudinal driving buffers 9, 10 each have an end face 16, 17 which extends along the transverse direction 4 and the height direction 5. The end face 16 of the first longitudinal driving buffer 9 and the end face 17 of the second longitudinal driving buffer 10 point in opposite directions and away from each other.
  • a sliding plate 13 is attached to a sliding surface 14, wherein the sliding surfaces 14 along the transverse direction 4 and height direction 5 extend.
  • the sliding plates 13 are designed as wearing parts and made of plastic.
  • a sliding portion 18 of a leg 12 of a stop plate 11 flat and slidably, wherein the sliding portions 18 are designed wear-resistant.
  • the legs 12 are spaced from each other in the longitudinal direction 3, so that the stop plate 11 seen in the transverse direction 4 forms a fork shape.
  • the stop plate 11 is in turn fixedly connected to a car body 2, of which a part in Fig. 1 is recognizable.
  • the car body 2 is further coupled by means of a secondary suspension 22 to the chassis 1.
  • the axles 6 with the wheels 7 are also coupled by means of a primary suspension 21 to the chassis 1.
  • Fig. 2 As in Fig. 2 can be seen, the area of the longitudinal driving buffer 9, 10 and the sliding portions 18 of the legs 12 seen from below in the height direction is visible. This allows easy control of the device, for example, to determine the state of wear of the sliding plates 13. It continues Fig. 2 show that the device according to the invention, which requires only a simple cross member 8, plenty of space for other components, such as damper (not shown) for the secondary suspension 22 or roll stabilizers (not shown) leaves.
  • the sliding portions 18 are not rigidly connected to the sliding surfaces 14 of the sliding plates 13, but only slidably abut, slide the sliding portions 18 at spring movements of the car body 2 relative to the chassis. 1 from the sliding surfaces 14. That is, the car body 2 can be compared to the chassis 1 easily parallel to the height direction 5 and parallel to the transverse direction 4 by means of the secondary suspension 22 spring movements. In this case, the spring travel in the vertical direction 5 by the secondary suspension 22 and in the transverse direction by corresponding stops (not shown) limited.
  • the elasticity of the longitudinal driving buffers 9, 10 also angularly limited rotational movements of the car body 2 relative to the chassis 1, wherein a corresponding axis of rotation is parallel to the height direction 5 and preferably in the center of the chassis.
  • the damping of the elastomer causes the longitudinal driving buffer 9, 10 in this case, a certain shock absorption.

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

Claims (10)

  1. Dispositif de transmission de force entre un châssis (1) et une caisse (2) d'un véhicule ferroviaire, dans lequel au moins un premier tampon d'entraînement longitudinal (9) possédant une première face frontale (16) et au moins un deuxième tampon d'entraînement longitudinal (10) possédant une deuxième face frontale (17) peuvent être fixés sur le châssis (1), dans lequel la première face frontale (16) est espacée de la deuxième face frontale (17) par rapport à une direction longitudinale (3) du véhicule ferroviaire, dans lequel les deux faces frontales (16, 17) sont orientées dans des directions au moins presque opposées et dans lequel une plaque de butée (11) est à apposer sur la caisse (2), caractérisé en ce que la plaque de butée est pourvue de sections à coulissement (18) espacées les unes des autres et faisant saillie dans la direction longitudinale (3), sur lesquelles les faces frontales (16, 17) des tampons d'entraînement longitudinaux (9, 10) reposent au moins par sections de manière coulissante.
  2. Dispositif selon la revendication 1, caractérisé en ce que l'au moins un premier tampon d'entraînement longitudinal (9) et l'au moins un deuxième tampon d'entraînement longitudinal (10) sont fixés sur un support transversal (8) du châssis (1), et en ce que la plaque de butée (11) est conçue fourchue et comporte des branches (12) avec chacune une section à coulissement (18) s'orientant vers une face frontale (16, 17).
  3. Dispositif selon l'une des revendications 1 à 2, caractérisé en ce que les sections à coulissement (18) sont mobiles parallèlement à une direction verticale (5) et/ou à une direction transversale (4).
  4. Dispositif selon l'une des revendications 1 à 3, caractérisé en ce que sur chaque face frontale (16, 17) est respectivement fixée de manière interchangeable une plaque coulissante (13) avec une surface coulissante (14).
  5. Dispositif selon la revendication 4, caractérisé en ce que les plaques coulissantes (13) sont fabriquées en matière plastique.
  6. Dispositif selon l'une des revendications 4 à 5, caractérisé en ce que les plaques coulissantes (13) vues dans la direction longitudinale (3) présentent la forme d'un cercle.
  7. Dispositif selon l'une des revendications 2 à 6, caractérisé en ce que le support transversal (8), avec les premier et deuxième tampons d'entraînement longitudinaux (9, 10) fixés sur celui-ci, est disposé au centre du châssis (1) par rapport à la direction longitudinale (3) du véhicule ferroviaire.
  8. Dispositif selon l'une des revendications 1 à 7, caractérisé en ce qu'en ce qui concerne l'au moins un premier tampon d'entraînement longitudinal (9) et/ou l'au moins un deuxième tampon d'entraînement longitudinal (10), il s'agit d'un tampon d'élastomère multicouche.
  9. Dispositif selon l'une des revendications 1 à 8, caractérisé en ce que la caisse (2) est rotative avec la plaque de butée (11) contre le châssis (1) autour d'un axe de rotation qui s'étend parallèlement à la direction verticale (5).
  10. Dispositif selon l'une des revendications 1 à 9, caractérisé en ce que les tampons d'entraînement longitudinaux (9, 10) comprennent une plaque de base (19) et, par vissage de la plaque de base (19) avec un support transversal (8), sont fixés sur celui-ci, dans lequel entre le support transversal (8) et la plaque de base (19) respective est disposé au moins un encart d'ajustement (15).
EP13719431.2A 2012-04-26 2013-04-04 Dispositif de transmission de force entre le châssis et la caisse d'un véhicule ferroviaire Active EP2841318B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL13719431T PL2841318T3 (pl) 2012-04-26 2013-04-04 Urządzenie do przenoszenia mocy między podwoziem i pudłem wagonu pojazdu szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50147/2012A AT513078A1 (de) 2012-04-26 2012-04-26 Vorrichtung zur Kraftübertragung zwischen Fahrwerk und Wagenkasten eines Schienenfahrzeugs
PCT/EP2013/057105 WO2013160079A1 (fr) 2012-04-26 2013-04-04 Dispositif de transmission de force entre le châssis et la caisse d'un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2841318A1 EP2841318A1 (fr) 2015-03-04
EP2841318B1 true EP2841318B1 (fr) 2018-12-05

Family

ID=48227181

Family Applications (1)

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EP13719431.2A Active EP2841318B1 (fr) 2012-04-26 2013-04-04 Dispositif de transmission de force entre le châssis et la caisse d'un véhicule ferroviaire

Country Status (13)

Country Link
US (1) US9694831B2 (fr)
EP (1) EP2841318B1 (fr)
CN (1) CN104245472B (fr)
AT (1) AT513078A1 (fr)
AU (2) AU2013251907A1 (fr)
BR (1) BR112014026441A2 (fr)
CA (1) CA2871511A1 (fr)
DK (1) DK2841318T3 (fr)
ES (1) ES2714499T3 (fr)
PL (1) PL2841318T3 (fr)
RU (1) RU2607964C2 (fr)
TR (1) TR201901971T4 (fr)
WO (1) WO2013160079A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT513078A1 (de) * 2012-04-26 2014-01-15 Siemens Ag Oesterreich Vorrichtung zur Kraftübertragung zwischen Fahrwerk und Wagenkasten eines Schienenfahrzeugs
AT514459B1 (de) * 2013-06-26 2015-03-15 Siemens Ag Oesterreich Schienenfahrzeug mit verkleidetem Fahrwerk
AT516917A3 (de) * 2015-02-18 2017-12-15 Siemens Ag Oesterreich Vorrichtung zur Kraftübertragung zwischen Fahrwerksrahmen und Wagenkasten eines Schienenfahrzeuges
FR3042769B1 (fr) * 2015-10-23 2019-06-21 Alstom Transport Technologies Vehicule ferroviaire comprenant au moins un bogie abaisse
AT521070B1 (de) * 2018-03-21 2019-12-15 Rail Cargo Austria Ag Schnittstelle zur Verbindung eines Fahrzeugaufbaus mit einem Untergestell
WO2019185119A1 (fr) * 2018-03-27 2019-10-03 Siemens Ag Österreich Train de roulement pour un véhicule ferroviaire
CN110843840B (zh) * 2019-11-18 2020-12-11 哈尔滨工业大学 具有机械悬浮式二系悬挂装置的重载快捷铁路货车转向架及刚度计算方法
CN112026838B (zh) * 2020-09-10 2021-11-12 中车青岛四方机车车辆股份有限公司 牵引梁、中央牵引装置、转向架及轨道车辆

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Also Published As

Publication number Publication date
AT513078A1 (de) 2014-01-15
WO2013160079A1 (fr) 2013-10-31
AU2013251907A1 (en) 2014-10-16
ES2714499T3 (es) 2019-05-28
EP2841318A1 (fr) 2015-03-04
RU2014143034A (ru) 2016-06-10
US9694831B2 (en) 2017-07-04
PL2841318T3 (pl) 2019-05-31
RU2607964C2 (ru) 2017-01-11
AU2016204429A1 (en) 2016-07-21
TR201901971T4 (tr) 2019-03-21
CN104245472A (zh) 2014-12-24
DK2841318T3 (en) 2019-03-04
BR112014026441A2 (pt) 2017-06-27
CA2871511A1 (fr) 2013-10-31
US20150144026A1 (en) 2015-05-28
CN104245472B (zh) 2017-06-20

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