EP3071467B1 - Rail vehicle, in particular a locomotive - Google Patents

Rail vehicle, in particular a locomotive Download PDF

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Publication number
EP3071467B1
EP3071467B1 EP14705315.1A EP14705315A EP3071467B1 EP 3071467 B1 EP3071467 B1 EP 3071467B1 EP 14705315 A EP14705315 A EP 14705315A EP 3071467 B1 EP3071467 B1 EP 3071467B1
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EP
European Patent Office
Prior art keywords
limiting stop
rail vehicle
undercarriage
pivot pin
vehicle body
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EP14705315.1A
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German (de)
French (fr)
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EP3071467A1 (en
Inventor
Stephan Drexler
Manuel Kroiß
Rolf STEUDE
Robert Thiess
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Priority to PL14705315T priority Critical patent/PL3071467T3/en
Publication of EP3071467A1 publication Critical patent/EP3071467A1/en
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Publication of EP3071467B1 publication Critical patent/EP3071467B1/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
    • B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or 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

Definitions

  • the invention relates to a rail vehicle, in particular a locomotive, according to the preamble of claim 1.
  • a generic rail vehicle in particular a locomotive, comprises at least one undercarriage which has one or more wheel sets and a chassis frame which is resiliently supported thereon. It further comprises a vehicle body which is resiliently supported on the at least one undercarriage and on which at least one vertical pivot is arranged so as to protrude downwards. The trunnion penetrates the chassis frame to take the vehicle body lengthways.
  • the at least one undercarriage is rotatable about the pivot pin relative to the vehicle body.
  • the rail vehicle further comprises a limit stop connected to the pivot pin for positive locking of the vertical movement of the vehicle body relative to the chassis frame.
  • the limit stop is used when the rail vehicle has to be lifted for transport purposes, for single rail or for towing, so that the chassis is also taken along when the vehicle body is lifted.
  • the limit stop defines the maximum permitted suspension travel of the secondary suspension, via which the vehicle body is cushioned on the chassis.
  • a bogie for a locomotive is known, on the bogie frame of which a bridge girder is supported with the locomotive structure via cradle springs.
  • a lifting device engages in holding elements on the bridge girder.
  • the bogie with the wheelsets attached to it is lifted using a drive plate on the pivot.
  • a rail vehicle which has a trunnion between the chassis frame and the vehicle body is also from the document FR-A-2 609 676 known.
  • the lower part of the pivot is provided with a plate to limit the vertical movement of the vehicle body relative to the chassis frame.
  • the invention is based on the object of providing a rail vehicle of the type mentioned at the outset, which brings about at least one undercarriage with greater certainty when the rail vehicle is raised.
  • a generic rail vehicle in which the trunnion has a horizontal through-hole in a trunnion section projecting downward from the undercarriage frame, in which the limiting stop is mounted and from which the protruding contact protrusions protrude on both sides of the trunnion, with which the limiting stop maximum vertical movement contacted the chassis frame from below.
  • the limit stop can be designed as a bolt element with a circular cross section, for example, which penetrates the through bore of the pivot pin without a gap transversely to a vehicle longitudinal axis. In this way, a positive connection between the limit stop and the pivot pin is achieved, which blocks movement of the limit stop transversely to the axis of the through hole.
  • the carriage is more securely carried when the rail vehicle is raised above the limit stop.
  • the chassis initially remains lying under relaxation of the secondary suspension due to its mass, until the contact protrusions of the limit stop protruding from the pivot contact the chassis from below, for example the lower flange of a cross member of the chassis frame, and raise it when the vehicle body is raised further.
  • each contact protrusion has an upward-facing, flat contact surface with which the limit stop with maximum vertical movement from below on the chassis frame. Due to the flat contact of the limit stop on the chassis, the weight of the chassis to be transmitted is distributed to the contact surfaces when lifting, thereby reducing the pressure acting locally on the limit stop and chassis frame.
  • the contact surfaces can be produced on the contact protrusions of a bolt-shaped limit stop by milling.
  • the flat contact defines a safe installation of the limit stop on the chassis frame, which prevents damage to the contact partners.
  • the limit stop is secured by means of securing means against changes in position in the through hole. This prevents, for example, displacement or rotation of the limit stop in the through hole. This avoids that the contact protrusions of the limit stop protrude unevenly out of the pivot and are thus loaded unevenly. In particular, it is prevented that the limit stop falls out of the through hole due to displacement. Furthermore, it is prevented that the upward position of the contact surfaces is adjusted by turning the limit stop in the through hole.
  • Securing means are preferably formed by at least one shoulder on the limiting stop and by a securing element which is connected to the pivot and which, in order to secure the limiting stop against displacement, positively engages the shoulder.
  • the shoulder on a bolt-shaped limit stop can be formed, for example, as a radial step of a turned-off shoulder or a milled surface.
  • the securing element can be designed as a sheet metal part detachably fastened to the pivot pin, which engages behind the shoulder of the limiting stop in such a way that a displacement of the limiting stop is blocked.
  • the securing means are formed by a locking surface formed on the circumference of the limiting stop and by a securing element connected to the pivot pin which rests on the locking surface to secure the limiting stop against rotation.
  • the blocking surface on the circumference of a bolt-shaped limit stop can be formed, for example, by a milled groove or by a milled free surface.
  • the securing element can be designed as a sheet metal part releasably connected to the pivot, the longitudinal edge of which lies linearly against the locking surface, so that twisting of the limit stop is blocked.
  • the securing means against displacement and rotation can advantageously be formed by a common securing element.
  • the securing elements can advantageously be provided on both sides of the pivot.
  • At least one of the contact protrusions tapers towards its outer end.
  • the taper can be formed by an oblique milling on one or both contact protrusions of the limit stop, preferably on the side of the limit stop opposite the contact surfaces.
  • the taper at the outer end of the contact protrusion provides an assembly aid for inserting the limit stop into the through hole of the pivot pin.
  • the removal of material reduces the mass of the limiting bolt, which makes it easier to handle and reduces the overall weight of the vehicle.
  • a rail vehicle 1 for example a locomotive, comprises two running gears 2, each with two wheel sets 3, via which the running gears 2 according to FIG 1 get up on a track 4.
  • Each undercarriage 2 has a undercarriage frame 5, which is resiliently supported on the wheel sets 3.
  • the rail vehicle 1 further comprises a vehicle body 6 which is resiliently supported on the undercarriages 2. From the vehicle body 6, a vertical pivot pin 7 projects downwards from each undercarriage 2, which pivots through the undercarriage frame 5 for the longitudinal entrainment of the vehicle body 6 and around which a undercarriage 2 relative to the vehicle body 6 is rotatable.
  • the rail vehicle 1 also includes limit stops 8 connected to the pivot pins 7 for the form-fitting limitation of the vertical movement of the vehicle body 6 relative to the chassis frame 5.
  • the pivot pin 7 passes through a cross member 9 of the chassis frame 5.
  • the pivot pin 7 projects through a pin opening 10 in the cross member 9 and has a rectangular outer cross section at least in the area of the pin opening 10.
  • Buffer elements 11 are arranged in the pin opening 10 on the cross member 9 in the direction of travel in front of and behind the pivot pin 7 for cushioned longitudinal driving of the vehicle body 6 when the chassis 2 is accelerating or decelerating.
  • the pivot pin 7 has a pin section 12 projecting downward from the cross member 9 of the chassis frame 5, from the free end of which crown-shaped fastening elements 15 protrude for transverse dampers, not shown.
  • the pin section 12 has a horizontal through-bore 13 running transversely to the direction of travel.
  • the limit stop 8 is bolt-shaped and has a round cross-section and is preferably supported without play and averaged in the through hole 13.
  • projecting projections 14 of the limit stop 8 protrude on both sides of the pivot 7, with which the limit stop 8 contacts the cross member 9 from below with maximum vertical movement. So that this contact takes place in a defined manner and without damage, flat contact surfaces 16 are formed on the upper sides of the contact protrusions 14 by milling, which, in the case of contact, bear against a lower flange 17 of the cross member 9 laterally of the pin opening 10.
  • the two contact projections 14 have bevels 18 on their undersides and are thus designed to taper towards their outer ends.
  • the securing means comprise a securing element 19 connected to the pivot pin 7, which is designed as a rectangular sheet metal component and is fastened to the pivot pin 7 in an upright manner by means of two screws in such a way that it covers the through bore 13 in a circular section.
  • the securing means furthermore comprise a blocking surface 20 milled off at the contact protrusion 14 of the limit stop 8, which is flat and is oriented vertically.
  • a shoulder 21 is formed as part of the securing means.
  • the securing element 19 engages in a form-fitting manner on the shoulder 21, so that a displacement of the limit stop 8 in the through bore 13 is blocked - at least in one direction of displacement.
  • the securing element 19 lies linearly on the blocking surface 19, so that the limit stop is twisted 8 is blocked in the through hole 13.
  • the securing means are preferably arranged point-symmetrically on both sides of the pivot pin 7.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Body Structure For Vehicles (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Description

Die Erfindung betrifft ein Schienenfahrzeug, insbesondere eine Lokomotive, nach dem Oberbegriff des Patentanspruches 1.The invention relates to a rail vehicle, in particular a locomotive, according to the preamble of claim 1.

Ein gattungsgemäßes Schienenfahrzeug, insbesondere eine Lokomotive, umfasst wenigstens ein Fahrwerk, das einen oder mehrere Radsätze und einen sich darauf federnd abstützenden Fahrwerkrahmen aufweist. Es umfasst ferner einen sich auf dem wenigstens einen Fahrwerk federnd abstützenden Fahrzeugkasten, an dem nach unten ragend mindestens ein vertikaler Drehzapfen angeordnet ist. Der Drehzapfen durchsetzt zur Längsmitnahme des Fahrzeugkastens den Fahrwerkrahmen. Das wenigstens eine Fahrwerk ist relativ zum Fahrzeugkasten um den Drehzapfen drehbar. Das Schienenfahrzeug umfasst weiter einen mit dem Drehzapfen verbundenen Begrenzungsanschlag zur formschlüssigen Begrenzung der Vertikalbewegung des Fahrzeugkastens relativ zum Fahrwerkrahmen.A generic rail vehicle, in particular a locomotive, comprises at least one undercarriage which has one or more wheel sets and a chassis frame which is resiliently supported thereon. It further comprises a vehicle body which is resiliently supported on the at least one undercarriage and on which at least one vertical pivot is arranged so as to protrude downwards. The trunnion penetrates the chassis frame to take the vehicle body lengthways. The at least one undercarriage is rotatable about the pivot pin relative to the vehicle body. The rail vehicle further comprises a limit stop connected to the pivot pin for positive locking of the vertical movement of the vehicle body relative to the chassis frame.

Einerseits kommt der Begrenzungsanschlag zum Einsatz, wenn das Schienenfahrzeug zu Transportzwecken, zum Eingleisen oder zum Abschleppen angehoben werden muss, damit beim Abheben des Fahrzeugkastens auch das Fahrwerk mitgenommen wird. Andererseits definiert der Begrenzungsanschlag den maximal zugelassenen Federweg der Sekundärfederung, über die der Fahrzeugkasten auf dem Fahrwerk abgefedert ist.On the one hand, the limit stop is used when the rail vehicle has to be lifted for transport purposes, for single rail or for towing, so that the chassis is also taken along when the vehicle body is lifted. On the other hand, the limit stop defines the maximum permitted suspension travel of the secondary suspension, via which the vehicle body is cushioned on the chassis.

Aus der Auslegeschrift DE 21 20 874 B2 ist ein Drehgestell für eine Lokomotive bekannt, auf dessen Drehgestellrahmen sich über Wiegenfedern ein Brückenträger mit dem Lokomotivaufbau abstützt. Beim Anheben der Lokomotive greift eine Hebevorrichtung in Halteelemente am Brückenträger ein. Das Mitanheben des Drehgestells mit den daran befindlichen Radsätzen erfolgt über einen Mitnehmerteller am Drehzapfen.From the layout DE 21 20 874 B2 a bogie for a locomotive is known, on the bogie frame of which a bridge girder is supported with the locomotive structure via cradle springs. When the locomotive is raised, a lifting device engages in holding elements on the bridge girder. The bogie with the wheelsets attached to it is lifted using a drive plate on the pivot.

Ein Schienenfahrzeug, welches zwischen Fahrwerkrahmen und Fahrzeugkasten einen Drehzapfen aufweist ist ebenso aus der Druckschrift FR-A-2 609 676 bekannt. Dabei ist der untere Teil des Drehzapfens mit einem Teller zur Begrenzung der Vertikalbewegung des Fahrzeugkastens relativ zum Fahrwerkrahmen versehen.A rail vehicle, which has a trunnion between the chassis frame and the vehicle body is also from the document FR-A-2 609 676 known. The lower part of the pivot is provided with a plate to limit the vertical movement of the vehicle body relative to the chassis frame.

Es ist seit langem bekannt, solche Mitnahmeteller am Drehzapfen mittels Schraubverbindungen, insbesondere mit vertikalen Schraubenachsen, zu befestigen.It has long been known to fasten such driving plates to the pivot by means of screw connections, in particular with vertical screw axes.

Der Erfindung liegt nun die Aufgabe zugrunde, ein Schienenfahrzeug der eingangs genannten Art bereitzustellen, welches eine Mitnahme des wenigstens einen Fahrwerks beim Anheben des Schienenfahrzeugs mit größerer Sicherheit bewerkstelligt.The invention is based on the object of providing a rail vehicle of the type mentioned at the outset, which brings about at least one undercarriage with greater certainty when the rail vehicle is raised.

Die Aufgabe wird erfindungsgemäß gelöst durch ein gattungsgemäßes Schienenfahrzeug, bei dem der Drehzapfen in einem nach unten aus dem Fahrwerkrahmen herausragenden Zapfenabschnitt eine horizontale Durchgangsbohrung aufweist, in welcher der Begrenzungsanschlag gelagert ist und aus der beiderseits des Drehzapfens Kontaktüberstände des Begrenzungsanschlags herausragen, mit welchen der Begrenzungsanschlag bei maximaler Vertikalbewegung den Fahrwerkrahmen von unten kontaktiert. Der Begrenzungsanschlag kann als Bolzenelement mit beispielsweise kreisförmigem Querschnitt ausgebildet sein, der quer zu einer Fahrzeuglängsachse die Durchgangsbohrung des Drehzapfens spaltfrei durchdringt. Hierdurch wird eine formschlüssige Verbindung zwischen Begrenzungsanschlag und Drehzapfen erzielt, die eine Bewegung des Begrenzungsanschlags quer zur Achse der Durchgangsbohrung sperrt. Durch Vermeidung von kraftschlüssigen Verbindungsanteilen, wie sie bei Schraubverbindungen vorhanden sind, wird eine sicherere Mitnahme des Fahrwerks beim Anheben des Schienenfahrzeugs über den Begrenzungsanschlag erreicht. Beim Anheben des Fahrzeugkastens bleibt das Fahrwerk aufgrund seiner Masse zunächst unter Entspannung der Sekundärfederung liegen, bis die aus dem Drehzapfen herausragenden Kontaktüberstände des Begrenzungsanschlags das Fahrwerk von unten, beispielsweise den Untergurt eines Querträgers des Fahrwerkrahmens, kontaktiert und dieses bei weiterem Anheben des Fahrzeugkastens mitanhebt.The object is achieved according to the invention by a generic rail vehicle, in which the trunnion has a horizontal through-hole in a trunnion section projecting downward from the undercarriage frame, in which the limiting stop is mounted and from which the protruding contact protrusions protrude on both sides of the trunnion, with which the limiting stop maximum vertical movement contacted the chassis frame from below. The limit stop can be designed as a bolt element with a circular cross section, for example, which penetrates the through bore of the pivot pin without a gap transversely to a vehicle longitudinal axis. In this way, a positive connection between the limit stop and the pivot pin is achieved, which blocks movement of the limit stop transversely to the axis of the through hole. By avoiding non-positive connection parts, such as those that exist with screw connections, the carriage is more securely carried when the rail vehicle is raised above the limit stop. When the vehicle body is lifted, the chassis initially remains lying under relaxation of the secondary suspension due to its mass, until the contact protrusions of the limit stop protruding from the pivot contact the chassis from below, for example the lower flange of a cross member of the chassis frame, and raise it when the vehicle body is raised further.

In einer vorteilhaften Ausführungsform des erfindungsgemäßen Schienenfahrzeugs weist jeder Kontaktüberstand eine nach oben weisende, ebene Kontaktfläche auf, mit welchen der Begrenzungsanschlag bei maximaler Vertikalbewegung von unten am Fahrwerkrahmen anliegt. Durch die flächige Anlage des Begrenzungsanschlags an das Fahrwerk wird die zu übertragende Gewichtskraft des Fahrwerks beim Anheben auf die Kontaktflächen verteilt, wodurch der lokal auf Begrenzungsanschlag und Fahrwerkrahmen wirkende Druck verringert wird. Die Kontaktflächen können an den Kontaktüberständen eines bolzenförmigen Begrenzungsanschlags durch Fräsen hergestellt werden. Durch den flächigen Kontakt wird eine sichere Anlage des Begrenzungsanschlags am Fahrwerkrahmen definiert, die Beschädigungen der Kontaktpartner verhindert.In an advantageous embodiment of the rail vehicle according to the invention, each contact protrusion has an upward-facing, flat contact surface with which the limit stop with maximum vertical movement from below on the chassis frame. Due to the flat contact of the limit stop on the chassis, the weight of the chassis to be transmitted is distributed to the contact surfaces when lifting, thereby reducing the pressure acting locally on the limit stop and chassis frame. The contact surfaces can be produced on the contact protrusions of a bolt-shaped limit stop by milling. The flat contact defines a safe installation of the limit stop on the chassis frame, which prevents damage to the contact partners.

In einer bevorzugten Ausgestaltung des erfindungsgemäßen Schienenfahrzeugs ist der Begrenzungsanschlag durch Sicherungsmittel gegen Lageveränderungen in der Durchgangsbohrung gesichert. Hierdurch wird beispielsweise ein Verschieben oder Verdrehen des Begrenzungsanschlags in der Durchgangsbohrung verhindert. Damit wird vermieden, dass die Kontaktüberstände des Begrenzungsanschlags ungleichweit aus dem Drehzapfen herausragen und damit ungleichmäßig belastet werden. Insbesondere wird verhindert, dass der Begrenzungsanschlag durch Verschiebung aus der Durchgangsbohrung herausfällt. Desweiteren wird verhindert, dass sich durch Verdrehen des Begrenzungsanschlags in der Durchgangsbohrung die nach oben gerichtete Lage der Kontaktflächen verstellt.In a preferred embodiment of the rail vehicle according to the invention, the limit stop is secured by means of securing means against changes in position in the through hole. This prevents, for example, displacement or rotation of the limit stop in the through hole. This avoids that the contact protrusions of the limit stop protrude unevenly out of the pivot and are thus loaded unevenly. In particular, it is prevented that the limit stop falls out of the through hole due to displacement. Furthermore, it is prevented that the upward position of the contact surfaces is adjusted by turning the limit stop in the through hole.

Vorzugsweise sind Sicherungsmittel gebildet durch wenigstens eine Schulter am Begrenzungsanschlag und durch ein mit dem Drehzapfen verbundenes Sicherungselement, welches zur Sicherung des Begrenzungsanschlags gegen Verschiebung formschlüssig an der Schulter angreift. Die Schulter an einem bolzenförmigen Begrenzungsanschlag kann beispielsweise als radiale Stufe eines abgedrehten Absatzes oder einer abgefrästen Fläche gebildet sein. Das Sicherungselement kann als am Drehzapfen lösbar befestigtes Blechteil ausgebildet sein, welches die Schulter des Begrenzungsanschlags derart hintergreift, dass ein Verschieben des Begrenzungsanschlages gesperrt ist.Securing means are preferably formed by at least one shoulder on the limiting stop and by a securing element which is connected to the pivot and which, in order to secure the limiting stop against displacement, positively engages the shoulder. The shoulder on a bolt-shaped limit stop can be formed, for example, as a radial step of a turned-off shoulder or a milled surface. The securing element can be designed as a sheet metal part detachably fastened to the pivot pin, which engages behind the shoulder of the limiting stop in such a way that a displacement of the limiting stop is blocked.

Weiter vorzugsweise sind die Sicherungsmittel gebildet durch eine am Umfang des Begrenzungsanschlags angeformte Sperrfläche und durch ein mit dem Drehzapfen verbundenes Sicherungselement, welches zur Sicherung des Begrenzungsanschlags gegen Verdrehung an der Sperrfläche anliegt. Die Sperrfläche am Umfang eines bolzenförmigen Begrenzungsanschlags kann beispielsweise durch eine eingefräste Nut oder durch eine abgefräste Freifläche gebildet sein. Das Sicherungselement kann als mit dem Drehzapfen lösbar verbundenes Blechteil ausgebildet sein, dessen Längskante linear an der Sperrfläche anliegt, so dass ein Verdrehen des Begrenzungsanschlags gesperrt ist.Further preferably, the securing means are formed by a locking surface formed on the circumference of the limiting stop and by a securing element connected to the pivot pin which rests on the locking surface to secure the limiting stop against rotation. The blocking surface on the circumference of a bolt-shaped limit stop can be formed, for example, by a milled groove or by a milled free surface. The securing element can be designed as a sheet metal part releasably connected to the pivot, the longitudinal edge of which lies linearly against the locking surface, so that twisting of the limit stop is blocked.

Mit Vorteil können die Sicherungsmittel gegen Verschieben und Verdrehen durch ein gemeinsames Sicherungselement gebildet werden. Die Sicherungselemente können mit Vorteil auf beiden Seiten des Drehzapfens vorgesehen sein.The securing means against displacement and rotation can advantageously be formed by a common securing element. The securing elements can advantageously be provided on both sides of the pivot.

In einer vorteilhaften Ausgestaltung des erfindungsgemäßen Schienenfahrzeugs ist wenigstens einer der Kontaktüberstände sich zu seinem äußeren Ende hin verjüngend ausgebildet. Die Verjüngung kann durch eine schräge Abfräsung an einem oder beiden Kontaktüberständen des Begrenzungsanschlags, vorzugsweise auf den der Kontaktflächen gegenüber liegenden Seite des Begrenzungsanschlags, gebildet sein. Durch die Verjüngung am äußeren Ende des Kontaktüberstandes wird eine Montagehilfe zum Einführen des Begrenzungsanschlags in die Durchgangsbohrung des Drehzapfens erzielt. Darüber hinaus verringert der Materialabtrag die Masse des Begrenzungsbolzen, was dessen Handhabung erleichtert und das Gesamtgewicht des Fahrzeugs verringert.In an advantageous embodiment of the rail vehicle according to the invention, at least one of the contact protrusions tapers towards its outer end. The taper can be formed by an oblique milling on one or both contact protrusions of the limit stop, preferably on the side of the limit stop opposite the contact surfaces. The taper at the outer end of the contact protrusion provides an assembly aid for inserting the limit stop into the through hole of the pivot pin. In addition, the removal of material reduces the mass of the limiting bolt, which makes it easier to handle and reduces the overall weight of the vehicle.

Weitere Eigenschaften und Vorteile des erfindungsgemäßen Schienenfahrzeugs ergeben sich aus nachfolgender Beschreibung eines Ausführungsbeispiels anhand der Zeichnungen, in deren

FIG 1
ein auf einem Gleis stehendes, erfindungsgemäßes Schienenfahrzeug,
FIG 2
das vom Gleis angehobene Schienenfahrzeug nach FIG 1 und
FIG 3
perspektivisch von unten das Fahrwerk des erfindungsgemäßen Schienenfahrzeugs im Bereich des Drehzapfens
schematisch veranschaulicht sind.Further properties and advantages of the rail vehicle according to the invention result from the following description of an exemplary embodiment with reference to the drawings, in which:
FIG 1
a rail vehicle according to the invention standing on a track,
FIG 2
the rail vehicle raised from the track FIG 1 and
FIG 3
Perspectively from below the chassis of the rail vehicle according to the invention in the area of the pivot
are illustrated schematically.

Ein Schienenfahrzeug 1, beispielsweise eine Lokomotive, umfasst zwei Fahrwerke 2 mit jeweils zwei Radsätzen 3, über die die Fahrwerke 2 gemäß FIG 1 auf einem Gleis 4 aufstehen. Jedes Fahrwerk 2 weist einen Fahrwerkrahmen 5 auf, der sich federnd auf den Radsätzen 3 abstützt. Das Schienenfahrzeug 1 umfasst ferner einen sich auf den Fahrwerken 2 federnd abstützenden Fahrzeugkasten 6. Vom Fahrzeugkasten 6 ragt je Fahrwerk 2 ein vertikaler Drehzapfen 7 nach unten, welcher zur Längsmitnahme des Fahrzeugkastens 6 den Fahrwerkrahmen 5 durchsetzt und um welchen ein Fahrwerk 2 relativ zum Fahrzeugkasten 6 drehbar ist. Das Schienenfahrzeug 1 umfasst außerdem mit den Drehzapfen 7 verbundene Begrenzungsanschläge 8 zur formschlüssigen Begrenzung der Vertikalbewegung des Fahrzeugkastens 6 relativ zu den Fahrwerkrahmen 5. Wird das Schienenfahrzeug 1 durch Angreifen am Fahrzeugkasten 6 gemäß FIG 2 vom Gleis 4 angehoben, so bewegt sich der Fahrzeugkasten 6 vertikal von den Fahrwerken 2 weg, bis die Begrenzungsanschläge 8 in Formschluss mit den Fahrwerkrahmen 5 gelangen und ab dann die Fahrwerke 2 mitanheben.A rail vehicle 1, for example a locomotive, comprises two running gears 2, each with two wheel sets 3, via which the running gears 2 according to FIG 1 get up on a track 4. Each undercarriage 2 has a undercarriage frame 5, which is resiliently supported on the wheel sets 3. The rail vehicle 1 further comprises a vehicle body 6 which is resiliently supported on the undercarriages 2. From the vehicle body 6, a vertical pivot pin 7 projects downwards from each undercarriage 2, which pivots through the undercarriage frame 5 for the longitudinal entrainment of the vehicle body 6 and around which a undercarriage 2 relative to the vehicle body 6 is rotatable. The rail vehicle 1 also includes limit stops 8 connected to the pivot pins 7 for the form-fitting limitation of the vertical movement of the vehicle body 6 relative to the chassis frame 5. If the rail vehicle 1 is attacked by the vehicle body 6 according to FIG FIG 2 raised from the track 4, the vehicle body 6 moves vertically away from the undercarriages 2 until the limit stops 8 come into positive engagement with the undercarriage frames 5 and from then on also lift the undercarriages 2.

Gemäß FIG 3 durchsetzt der Drehzapfen 7 einen Querträger 9 des Fahrwerkrahmens 5. Der Drehzapfen 7 ragt durch eine Zapfenöffnung 10 im Querträger 9 und weist wenigstens im Bereich der Zapfenöffnung 10 einen rechteckförmigen äußeren Querschnitt auf. Zur gedämpften Längsmitnahme des Fahrzeugkastens 6 bei Beschleunigungen oder Verzögerungen der Fahrwerke 2 sind in der Zapfenöffnung 10 am Querträger 9 in Fahrtrichtung vor und hinter dem Drehzapfen 7 Pufferelemente 11 angeordnet. Der Drehzapfen 7 weist einen nach unten aus dem Querträger 9 des Fahrwerkrahmens 5 herausragenden Zapfenabschnitt 12 auf, von dessen freiem Ende kronenförmig Befestigungselemente 15 für nicht dargestellte Querdämpfer abstehen. Außerdem weist der Zapfenabschnitt 12 eine horizontale, quer zur Fahrtrichtung verlaufende Durchgangsbohrung 13 auf. Der Begrenzungsanschlag 8 ist bolzenförmig und mit rundem Querschnitt ausgeführt und lagert vorzugsweise ohne Spiel und ausgemittelt in der Durchgangsbohrung 13. Dadurch ragen beiderseits des Drehzapfens 7 Kontaktüberstände 14 des Begrenzungsanschlags 8 heraus, mit welchen der Begrenzungsanschlag 8 bei maximaler Vertikalbewegung den Querträger 9 von unten kontaktiert. Damit dieser Kontakt in definierter Weise und ohne Beschädigungen erfolgt, sind an den Oberseiten der Kontaktüberstände 14 ebene Kontaktflächen 16 durch Abfräsen angeformt, die im Kontaktfall an einem Untergurt 17 des Querträgers 9 seitlich der Zapfenöffnung 10 anliegen. Die beiden Kontaktüberstände 14 weisen an ihren Unterseiten Abschrägungen 18 auf und sind dadurch zu ihren äußeren Enden hin verjüngend ausgebildet. Hierdurch kann der Begrenzungsanschlag 8 bei seiner Montage einfacher in die Durchgangsbohrung 13 eingeführt werden. Außerdem kann hierdurch Gewicht eingespart werden. Der eingeführte Begrenzungsanschlag 8 wird dann durch Sicherungsmittel gegen Lageveränderungen in der Durchgangsbohrung 13 gesichert. Die Sicherungsmittel umfassen ein mit dem Drehzapfen 7 verbundenes Sicherungselement 19, welches als rechteckiges Blechbauteil ausgebildet und mittels zweier Schrauben derart hochkant am Drehzapfen 7 befestigt ist, dass es die Durchgangsbohrung 13 kreisabschnittsförmig abdeckt. Die Sicherungsmittel umfassen ferner eine am Kontaktüberstand 14 des Begrenzungsanschlags 8 abgefräste Sperrfläche 20, die eben ausgebildet ist und vertikal ausgerichtet ist. Am Übergang des mit der Sperrfläche 20 versehenen Kontaktüberstands 14 zum bolzenförmigen Mittelabschnitt des Begrenzungsanschlags 8 mit kreisförmigem Querschnitt ist eine Schulter 21 als Teil der Sicherungsmittel ausgebildet. Das Sicherungselement 19 greift formschlüssig an der Schulter 21 an, so dass ein Verschieben des Begrenzungsanschlags 8 in der Durchgangsbohrung 13 - wenigstens in eine Verschieberichtung - gesperrt ist. Außerdem liegt das Sicherungselement 19 linear an der Sperrfläche 19 an, so dass ein Verdrehen des Begrenzungsanschlags 8 in der Durchgangsbohrung 13 gesperrt ist. Vorzugsweise sind die Sicherungsmittel auf beiden Seiten des Drehzapfens 7 punktsymmetrisch angeordnet.According to FIG 3 the pivot pin 7 passes through a cross member 9 of the chassis frame 5. The pivot pin 7 projects through a pin opening 10 in the cross member 9 and has a rectangular outer cross section at least in the area of the pin opening 10. Buffer elements 11 are arranged in the pin opening 10 on the cross member 9 in the direction of travel in front of and behind the pivot pin 7 for cushioned longitudinal driving of the vehicle body 6 when the chassis 2 is accelerating or decelerating. The pivot pin 7 has a pin section 12 projecting downward from the cross member 9 of the chassis frame 5, from the free end of which crown-shaped fastening elements 15 protrude for transverse dampers, not shown. In addition, the pin section 12 has a horizontal through-bore 13 running transversely to the direction of travel. The limit stop 8 is bolt-shaped and has a round cross-section and is preferably supported without play and averaged in the through hole 13. As a result, projecting projections 14 of the limit stop 8 protrude on both sides of the pivot 7, with which the limit stop 8 contacts the cross member 9 from below with maximum vertical movement. So that this contact takes place in a defined manner and without damage, flat contact surfaces 16 are formed on the upper sides of the contact protrusions 14 by milling, which, in the case of contact, bear against a lower flange 17 of the cross member 9 laterally of the pin opening 10. The two contact projections 14 have bevels 18 on their undersides and are thus designed to taper towards their outer ends. As a result, the limit stop 8 can be inserted more easily into the through-bore 13 when it is installed. This also saves weight. The introduced limit stop 8 is then secured by means of securing means against changes in position in the through hole 13. The securing means comprise a securing element 19 connected to the pivot pin 7, which is designed as a rectangular sheet metal component and is fastened to the pivot pin 7 in an upright manner by means of two screws in such a way that it covers the through bore 13 in a circular section. The securing means furthermore comprise a blocking surface 20 milled off at the contact protrusion 14 of the limit stop 8, which is flat and is oriented vertically. At the transition of the contact projection 14 provided with the blocking surface 20 to the bolt-shaped central section of the limit stop 8 with a circular cross section, a shoulder 21 is formed as part of the securing means. The securing element 19 engages in a form-fitting manner on the shoulder 21, so that a displacement of the limit stop 8 in the through bore 13 is blocked - at least in one direction of displacement. In addition, the securing element 19 lies linearly on the blocking surface 19, so that the limit stop is twisted 8 is blocked in the through hole 13. The securing means are preferably arranged point-symmetrically on both sides of the pivot pin 7.

Claims (6)

  1. Rail vehicle, in particular a locomotive (1), comprising at least one undercarriage (2) which has one or more wheelsets (3) and an undercarriage frame (5) resiliently supported thereon, a vehicle body (6) which is resiliently supported on the at least one undercarriage (2) and which has a vertical pivot pin (7) which passes through the undercarriage frame (5) for the traction linking of the vehicle body (6) and about which the undercarriage (2) can rotate in relation to the vehicle body (6), and a limiting stop (8) connected to the pivot pin (7) for limiting the vertical motion of the vehicle body (6) in relation to the undercarriage frame (5) in a form-fit manner, characterised in that the pivot pin (7) has a horizontal through-hole (13) in a pin segment (12) protruding downward from the undercarriage frame (5), in which through-hole (13) the limiting stop (8) is mounted and from which through-hole (13) contact protrusions (14) of the limiting stop (8) protrude on both sides of the pivot pin (7), the limiting stop (8) contacting the undercarriage frame (5) from below with said contact protrusions in the event of maximum vertical motion.
  2. Rail vehicle according to claim 1, wherein each contact protrusion (14) has an upward-facing, level contact surface (16), with which the limiting stop (8) abuts on the undercarriage frame (5) from below in the event of maximum vertical motion.
  3. Rail vehicle according to claim 1 or 2, wherein the limiting stop (8) is secured by securing means against changes of position in the through-hole (13).
  4. Rail vehicle according to claim 3, wherein the securing means are formed by at least one collar (21) on the limiting stop (8) and by a securing element (19) connected to the pivot pin (7), said securing element (19) engaging in a form-fit manner on the collar (21) to secure the limiting stop (8) against displacement.
  5. Rail vehicle according to claim 3 or 4, wherein the securing means are formed by at least one keepout area (20) integrally formed on the periphery of the limiting stop (8) and by a securing element (19) which is connected to the pivot pin (7) and which abuts on the keepout area (20) to secure the limiting stop (8) against distortion.
  6. Rail vehicle according to one of claims 1 to 4, wherein at least one of the contact protrusions (14) is designed to taper towards its outer end.
EP14705315.1A 2014-02-10 2014-02-10 Rail vehicle, in particular a locomotive Active EP3071467B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14705315T PL3071467T3 (en) 2014-02-10 2014-02-10 Rail vehicle, in particular a locomotive

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2014/052516 WO2015117678A1 (en) 2014-02-10 2014-02-10 Rail vehicle, in particular a locomotive

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EP3071467A1 EP3071467A1 (en) 2016-09-28
EP3071467B1 true EP3071467B1 (en) 2020-01-01

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US (1) US10059350B2 (en)
EP (1) EP3071467B1 (en)
CN (1) CN105980229B (en)
ES (1) ES2779758T3 (en)
PL (1) PL3071467T3 (en)
RU (1) RU2646031C1 (en)
WO (1) WO2015117678A1 (en)

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PL3071467T3 (en) * 2014-02-10 2020-09-07 Siemens Mobility GmbH Rail vehicle, in particular a locomotive
JP6543171B2 (en) * 2015-11-11 2019-07-10 川崎重工業株式会社 Regulating member and railway vehicle provided with the regulating member
AT521070B1 (en) * 2018-03-21 2019-12-15 Rail Cargo Austria Ag Interface for connecting a vehicle body to a base frame
CN217753755U (en) 2019-09-30 2022-11-08 西门子交通奥地利有限责任公司 Chassis of rail vehicle

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Publication number Publication date
CN105980229B (en) 2022-02-08
CN105980229A (en) 2016-09-28
ES2779758T3 (en) 2020-08-19
WO2015117678A1 (en) 2015-08-13
US20160368511A1 (en) 2016-12-22
PL3071467T3 (en) 2020-09-07
EP3071467A1 (en) 2016-09-28
RU2646031C1 (en) 2018-02-28
US10059350B2 (en) 2018-08-28

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