EP3071467B1 - Véhicule ferroviaire, en particulier locomotive - Google Patents

Véhicule ferroviaire, en particulier 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
Authority
EP
European Patent Office
Prior art keywords
limiting stop
rail vehicle
undercarriage
pivot pin
vehicle body
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
EP14705315.1A
Other languages
German (de)
English (en)
Other versions
EP3071467A1 (fr
Inventor
Stephan Drexler
Manuel Kroiß
Rolf STEUDE
Robert Thiess
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 Mobility GmbH
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Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to PL14705315T priority Critical patent/PL3071467T3/pl
Publication of EP3071467A1 publication Critical patent/EP3071467A1/fr
Application granted granted Critical
Publication of EP3071467B1 publication Critical patent/EP3071467B1/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
    • 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.

Landscapes

  • 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)

Claims (6)

  1. Véhicule ferroviaire, en particulier locomotive (1), comprenant au moins un ensemble roulant (2) qui présente un ou plusieurs essieux (3) et un châssis d'ensemble roulant (5) qui prend appui élastiquement sur celui-ci, une caisse de véhicule (6) qui prend appui élastiquement sur le ou les ensembles roulants (2), avec un pivot (7) vertical qui traverse le châssis d'ensemble roulant (5) pour l'entraînement longitudinal de la caisse de véhicule (6) et autour duquel l'ensemble roulant (2) peut tourner par rapport à la caisse de véhicule (6) et une butée de limitation (8) reliée au pivot (7), destinée à limiter par liaison de forme le mouvement vertical de la caisse de véhicule (6) par rapport au châssis d'ensemble roulant (5), caractérisé en ce que le pivot (7) présente, dans un segment (12) du pivot qui sort en dehors du châssis d'ensemble roulant (5) vers le bas, un trou traversant (13) horizontal dans lequel la butée de limitation (8) est logée et au-delà duquel font saillie, sur les deux côtés du pivot (7), des prolongements de contact (14) de la butée de limitation (8), avec lesquels la butée de limitation (8) entre en contact, à partir du bas, lors du mouvement vertical maximal du châssis d'ensemble roulant (5).
  2. Véhicule ferroviaire selon la revendication 1, dans lequel chaque prolongement de contact (14) comporte une face de contact (16) plane, orientée vers le haut, contre laquelle la butée de limitation (8) est positionnée au niveau du châssis d'ensemble roulant (5), à partir du bas, lors du mouvement vertical maximal.
  3. Véhicule ferroviaire selon la revendication 1 ou 2, dans lequel la butée de limitation (8) est sécurisée contre des changements de position dans le trou traversant (13) par des moyens de sécurisation.
  4. Véhicule ferroviaire selon la revendication 3, dans lequel les moyens de sécurisation sont formés par au moins un épaulement (21) au niveau de la butée de limitation (8) et par un élément de sécurisation (19) relié au pivot (7) qui est en prise au niveau de l'épaulement (21) en complémentarité de forme pour sécuriser la butée de limitation (8) contre tout déplacement.
  5. Véhicule ferroviaire selon la revendication 3 ou 4, dans lequel les moyens de sécurisation sont formés par au moins une face d'arrêt (20) formée au niveau de la périphérie de la butée de limitation (8) et par un élément de sécurisation (19) relié au pivot (7), qui se trouve au niveau de la face d'arrêt (20) pour sécuriser la butée de limitation (8) contre toute rotation.
  6. Véhicule ferroviaire selon l'une des revendications 1 à 4, dans lequel au moins un des prolongements de contact (14) est réalisé se rétrécissant jusqu'à son extrémité extérieure.
EP14705315.1A 2014-02-10 2014-02-10 Véhicule ferroviaire, en particulier locomotive Active EP3071467B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14705315T PL3071467T3 (pl) 2014-02-10 2014-02-10 Pojazd szynowy, w szczególności lokomotywa

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2014/052516 WO2015117678A1 (fr) 2014-02-10 2014-02-10 Véhicule ferroviaire, en particulier locomotive

Publications (2)

Publication Number Publication Date
EP3071467A1 EP3071467A1 (fr) 2016-09-28
EP3071467B1 true EP3071467B1 (fr) 2020-01-01

Family

ID=50137627

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14705315.1A Active EP3071467B1 (fr) 2014-02-10 2014-02-10 Véhicule ferroviaire, en particulier locomotive

Country Status (7)

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

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2779758T3 (es) * 2014-02-10 2020-08-19 Siemens Mobility GmbH Vehículo ferroviario, en particular locomotora
JP6543171B2 (ja) * 2015-11-11 2019-07-10 川崎重工業株式会社 規制部材及び該規制部材を備える鉄道車両
AT521070B1 (de) * 2018-03-21 2019-12-15 Rail Cargo Austria Ag Schnittstelle zur Verbindung eines Fahrzeugaufbaus mit einem Untergestell
EP4013655B1 (fr) 2019-09-30 2024-04-24 Siemens Mobility Austria GmbH Train de roulement pour véhicule ferroviaire

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ES398869A1 (es) * 1971-04-28 1975-06-16 Rheinstahl Ag Perfeccionamientos introducidos en locomotoras sobre carre-tones.
RU2065823C1 (ru) 1986-06-09 1996-08-27 Центральное конструкторское бюро транспортного машиностроения Узел соединения кузова железнодорожного транспортного средства с тележкой
DE3701424A1 (de) * 1987-01-20 1988-07-28 Gutehoffnungshuette Man Luftfederdrehgestell, insbesondere fuer schnellauffaehige schienenfahrzeuge
DE19751742C2 (de) 1997-11-21 1999-11-11 Krauss Maffei Verkehrstechnik Endanschlag für Laufwerke von Schienenfahrzeugen
CN2361608Y (zh) * 1998-12-30 2000-02-02 铁道部四方车辆研究所 铁道货车整车起吊机构
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CN201494458U (zh) 2009-09-10 2010-06-02 南车长江车辆有限公司 防止列车车体与转向架分离的防脱装置
CN201636164U (zh) 2010-02-22 2010-11-17 包头北方创业股份有限公司 防分离中心销装置
EP2457799B1 (fr) * 2010-11-12 2019-01-09 Stäubli Tec-Systems GmbH Dispositif d'accouplage à plusieurs connections
CN102019940B (zh) 2010-11-23 2013-09-11 永济新时速电机电器有限责任公司 牵引装置和轨道车
KR101230960B1 (ko) * 2010-12-07 2013-02-07 서울메트로 철도차량 대차용 리프팅 스토퍼장치
CN102079317A (zh) 2011-01-13 2011-06-01 南车长江车辆有限公司 铁路货车中心销自锁装置
CN202251312U (zh) 2011-08-05 2012-05-30 太原科技大学 一种销轴轴端固定装置
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Also Published As

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

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