EP3580111A1 - Chassis suspension - Google Patents

Chassis suspension

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Publication number
EP3580111A1
EP3580111A1 EP18705115.6A EP18705115A EP3580111A1 EP 3580111 A1 EP3580111 A1 EP 3580111A1 EP 18705115 A EP18705115 A EP 18705115A EP 3580111 A1 EP3580111 A1 EP 3580111A1
Authority
EP
European Patent Office
Prior art keywords
chassis
car body
spring system
respect
chassis suspension
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.)
Granted
Application number
EP18705115.6A
Other languages
German (de)
French (fr)
Other versions
EP3580111B1 (en
Inventor
Fingerhut BERTHOLD
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.)
Hanning and Kahl GmbH and Co KG
Original Assignee
Hanning and Kahl GmbH and Co KG
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.)
Filing date
Publication date
Application filed by Hanning and Kahl GmbH and Co KG filed Critical Hanning and Kahl GmbH and Co KG
Priority to PL18705115T priority Critical patent/PL3580111T3/en
Publication of EP3580111A1 publication Critical patent/EP3580111A1/en
Application granted granted Critical
Publication of EP3580111B1 publication Critical patent/EP3580111B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B61F5/22—Guiding of the vehicle underframes with respect to the 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
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • the invention relates to a chassis suspension for rail vehicles with a car body, which is supported via a spring system on a chassis, wherein the chassis suspension has a lift-off, which has a fixed with respect to the car body stop member and fixed with respect to the chassis stop member between which There is a dead gear that limits the rebound of the spring system when the car body is raised.
  • the stop element fixed in relation to the chassis is formed, for example, by a stirrup from the chassis, while the fixed with respect to the car body stop element is formed at the lower end of a bolt extending from the car body down and axially movable by a formed in the base of the bracket hole runs.
  • the stop element at the lower end of this bolt is thus located below the base of the anchor, which forms the chassis in this stop element.
  • the object of the invention is to provide a chassis suspension in which a level adjustment device is accommodated to save space.
  • a level adjustment device for the car body is formed by an arranged between the two stop elements extendable actuator.
  • the already existing stop elements of the lift-off are used for the level adjustment device. If the entry height of the car body is to be reduced, the actuator is extended, so that the dead gear is bridged between the stop elements and then in the further extension movement, the carriage body side stop member against the force of the spring system is pressed down while the actuator on the chassis egg - supported stop member.
  • the level adjustment device primarily the space that is needed anyway for the stop elements of the anti-lifting device and existing between them dead gear. This allows a cost-effective design of the level adjustment device and in particular a simple retrofitting of existing vehicles.
  • FIG. 1 is a schematic diagram of essential parts of a chassis suspension of a rail vehicle.
  • Fig. 2 is a complete view of the rail vehicle
  • Fig. 3 is a view similar to Figure 1, illustrating the effect of a lift-off.
  • Fig. 4 is a view analogous to Figures 1 and 3, to illustrate the operation of a level adjustment device.
  • the chassis suspension 10 shown in Fig. 1 is used for the mechanical connection of a car body 12, of which only a part of a bottom wall 14 is shown here, with a chassis 16 of a rail vehicle.
  • a spring system 18 is provided, which is formed in this example by two coil spring assemblies 20, each supported with the lower end of the car body 16 and on the upper ends of the car-boxes 12th supported by abutment, not shown here.
  • the car body 12 and the chassis 16 are connected by a vibration damper 22, which acts in parallel with the spring system 18 and dampens its vibrations.
  • a lift-off 24 which serves to limit the Ausfederweg of the spring system 18 when the car body 12 is raised.
  • a portion of the lift-off 24 is formed by an upstanding from the chassis 16, reverse U-shaped bracket 26, the base leg forms a first, fixed with respect to the chassis stop member 28.
  • a second, with respect to the car body fixed stop member 30 is formed at the lower end of a bolt 32 which passes through a bore of the first stop member 28 and is hinged at its upper end to the underside of the car body 12.
  • an extendable actuator 34 is arranged, which is formed for example by a hydraulic cylinder and an associated piston.
  • the bolt 32 extends coaxially through the actuator 34 and is sealed so that no hydraulic fluid leaks.
  • FIG. 2 shows a complete view of a rail vehicle 36.
  • the rail vehicle 36 is a five-part vehicle with three chassis modules 38, 40, 42, between each of which a litter 44, 46 is held.
  • Each of the three chassis modules 38, 40, 42 has a chassis 16 which is connected by two associated chassis suspensions 10 of the type shown in Fig. 1 with the car body 12 of the respective landing gear module.
  • the two chassis suspensions 10 per chassis module are arranged on opposite sides of the vehicle, that their vibration damper 22 and the Aushebeêten 24 are each diagonally opposite.
  • Fig. 3 shows the car body 12 and the bottom wall 14 in a raised position.
  • Fig. 1 shows the original position shown in FIG. 1 in phantom.
  • the seated at the lower end of the bolt 32 stop member 30 has been raised together with the car body and the bolt 32 and now abuts against the underside of the actuator 34, which continues to be supported at its upper end to the first stop member 28.
  • the chassis 16 is lifted with the flow of power from the car body 12 via the bolt 32, the stop element 30, the actuator 34, the stop element 28 and the bracket 26 extends.
  • the actuator 34 is connected via hydraulic lines, not shown, with a likewise not shown control device which controls the extension and optionally retraction movements of the actuator 34.
  • the control device is instructed to extend the actuator 34 in the position shown in FIG.
  • the dead gear normally existing between the stop elements 28 and 30 is thereby bridged, and during the further extension movement of the actuator 34, the stop element 30 is pressed down so that the carriage box 12 is also pulled down over the bolt 32, as in FIG Fig. 4 is shown.
  • the original position of the car body shown in Fig. 1 dash-dotted lines.
  • the actuators 34 of the two diagonally opposite Aushebeêtun- 24 in the two chassis suspensions 10 are thereby controlled synchronously, so that the entire car body is lowered stable while maintaining its horizontal orientation. If e.g. the litter 44 is to be lowered, the car bodies 12 of the two adjacent landing gear modules 38 and 40 are lowered in this way, whereby the litter held between these car bodies 44 is lowered evenly, while the other litter 46 is slightly tilted, if not the Car body of the chassis module 42 is lowered.
  • the actuators 34 may in principle be single-acting hydraulic cylinders. The retraction movement is then driven by the weight of the car body. In an advantageous embodiment, however, the actuators 34 are formed by double-acting hydraulic cylinders, so that the dead gear shown in Fig. 1 between the stop members 28 and 30 can be actively restored.
  • the control means for the actuators 34 may optionally be coupled to the braking system of the rail vehicle so that, when the rail vehicle stops and the brake is applied, all litter boxes are lowered evenly. However, the controller may also operate independently of the brake system. For example, may be provided on the doors of the rail vehicle (in the sedan chairs 44, 46) request buttons with which passengers can request a lowering of the relevant litter, if necessary, with the result that the car bodies 12 of the two adjacent landing gear modules are lowered.

Abstract

The invention relates to a chassis suspension (10) for rail vehicles (36), the chassis suspension comprising a carriage body (12) which is supported on a chassis (16) via a spring system (18), the chassis suspension (10) having an anti-lift device (24) with a stop element (30) fixed in respect to the carriage body (12) and a stop element (28) fixed in respect to the chassis (16), between which stop elements free play exists which limits the rebound travel of the spring system (18) if the carriage body (12) is raised. The invention is characterised in that a level-adjustment device for the carriage body (12) is formed by an extendable actuator (34) positioned between the two stop elements (28, 30).

Description

FAHRGESTELLAUFHÄNGUNG  CHASSIS SUSPENSION
Die Erfindung betrifft eine Fahrgestellaufhängung für Schienenfahrzeuge mit einem Wagenkasten, der über ein Federsystem auf einem Fahrgestell abgestützt ist, wobei die Fahrgestellaufhängung eine Aushebesicherung aufweist, die ein in Bezug auf den Wagenkasten festes Anschlagelement und ein in Bezug auf das Fahrgestell festes Anschlagelement aufweist, zwischen denen ein toter Gang besteht, der den Ausfederweg des Federsystems begrenzt, wenn der Wagenkasten angehoben wird. The invention relates to a chassis suspension for rail vehicles with a car body, which is supported via a spring system on a chassis, wherein the chassis suspension has a lift-off, which has a fixed with respect to the car body stop member and fixed with respect to the chassis stop member between which There is a dead gear that limits the rebound of the spring system when the car body is raised.
Eine solche Aushebesicherung ermöglicht es, das komplette Schienenfahrzeug mit ei- nem am Wagenkasten angreifenden Hubgeschirr vom Gleis abzuheben, ohne dass die elastischen Elemente des Federsystems überdehnt werden. Bei bekannten Fahrgestellaufhängungen wird das in Bezug auf das Fahrgestell feste Anschlagelement beispielsweise durch einen vom Fahrgestell aufragenden Bügel gebildet, während das in Bezug auf den Wagenkasten feste Anschlagelement am unteren Ende eines Bolzens gebildet ist, der sich vom Wagenkasten aus nach unten erstreckt und axialbeweglich durch eine in der Basis des Bügels gebildete Bohrung verläuft. Das Anschlagelement am unteren Ende dieses Bolzens befindet sich somit unterhalb der Basis des Dübels, die das Fahrgestell bei diesem Anschlagelement bildet. Wenn der Wagenkasten angehoben wird und dabei die Federn des Federsystems ausfedern, so bewegt sich der Bolzen in der Bohrung des Bügels nach oben, bis das Anschlagelement am unteren Ende des Bol- zens an der Basis des Bügels anschlägt und auf diese Weise den Ausfederweg begrenzt. Bei der weiteren Aufwärtsbewegung des Wagenkastens wird dann das an der Aushebesicherung hängende Fahrgestell mit angehoben. Im Hinblick auf eine behindertengerechte Gestaltung von Personennahverkehrssystemen ist es bei Schienenfahrzeugen erwünscht, dass der Niveauunterschied zwischen dem Bahnsteig und dem Einstieg des Schienenfahrzeugs beladungsunabhängig auf maximal 50 mm begrenzt werden kann. Dazu sind Niveauanpassungseinrichtungen bekannt, mit denen der Wagenkasten entgegen der Kraft des Federsystems hydraulisch gegen das Fahrgestell gezogen werden kann, so dass bei geringer Beladung des Schienenfahrzeugs die Einstiegshöhe reduziert wird. Ein Beispiel einer solchen Niveauanpassungseinrichtung wird in DE 20 2015 101 275 Ul beschrieben. Such an anti-lifting device makes it possible to lift the complete rail vehicle from the track with a lifting gear engaging the car body without overstretching the elastic elements of the spring system. In known chassis suspensions, the stop element fixed in relation to the chassis is formed, for example, by a stirrup from the chassis, while the fixed with respect to the car body stop element is formed at the lower end of a bolt extending from the car body down and axially movable by a formed in the base of the bracket hole runs. The stop element at the lower end of this bolt is thus located below the base of the anchor, which forms the chassis in this stop element. When the carbody is lifted, springing out the springs of the spring system, the bolt moves upwards in the bore of the bracket until the stop element at the lower end of the bolt zens at the base of the bracket and limited in this way the Ausfederweg. In the further upward movement of the car body then hanging on the lift-out chassis is also raised. With regard to a disability-friendly design of local passenger transport systems, it is desirable for rail vehicles that the difference in level between the platform and the entrance of the rail vehicle can be limited to a maximum of 50 mm independent of load. These level adjustment devices are known with which the car body against the force of the spring system can be hydraulically pulled against the chassis, so that at low loading of the rail vehicle, the entry height is reduced. An example of such a level adjusting device is described in DE 20 2015 101 275 Ul.
Die bekannten Niveauanpassungseinrichtungen erfordern jedoch einen gewissen Bauraum in der Fahrgestellaufhängung, weshalb es schwierig ist, bestehende Schienenfahrzeuge mit einer Niveauanpassungseinrichtung nachzurösten. However, the known level adjustment devices require a certain space in the chassis suspension, which is why it is difficult nachzurösten existing rail vehicles with a level adjustment device.
Aufgabe der Erfindung ist es, eine Fahrgestellaufhängung zu schaffen, in der eine Niveauanpassungseinrichtung platzsparend untergebracht ist. The object of the invention is to provide a chassis suspension in which a level adjustment device is accommodated to save space.
Diese Aufgabe wird erfindungsgemäß dadurch gelöst, dass durch ein zwischen den beiden Anschlagelementen angeordnetes ausfahrbares Stellglied eine Niveauanpassungseinrichtung für den Wagenkasten gebildet wird. Erfindungsgemäß werden somit die ohnehin vorhandenen Anschlagelemente der Aushebesicherung für die Niveauanpassungseinrichtung genutzt. Wenn die Einstiegshöhe des Wagenkastens reduziert werden soll, so wird das Stellglied ausgefahren, so dass der tote Gang zwischen den Anschlagelementen überbrückt wird und dann bei der weiteren Ausfahrbewegung das wagenkastenseitige Anschlagelement entgegen der Kraft des Federsystems nach unten gedrückt wird, während sich das Stellglied am Fahrgestellsei- tigen Anschlagelement abstützt. Auf diese Weise lässt sich für die Niveauanpassungseinrichtung in erster Linie der Bauraum nutzen, der für die Anschlagelemente der Aushebesicherung und den zwischen ihnen bestehenden toten Gang ohnehin benötigt wird. Das ermöglicht eine kostengünstige Gestaltung der Niveauanpassungseinrichtung sowie insbesondere auch eine einfache Nachrüstung von Bestandsfahrzeugen. This object is achieved in that a level adjustment device for the car body is formed by an arranged between the two stop elements extendable actuator. According to the invention thus the already existing stop elements of the lift-off are used for the level adjustment device. If the entry height of the car body is to be reduced, the actuator is extended, so that the dead gear is bridged between the stop elements and then in the further extension movement, the carriage body side stop member against the force of the spring system is pressed down while the actuator on the chassis egg - supported stop member. In this way can be used for the level adjustment device primarily the space that is needed anyway for the stop elements of the anti-lifting device and existing between them dead gear. This allows a cost-effective design of the level adjustment device and in particular a simple retrofitting of existing vehicles.
Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen angegeben. Advantageous embodiments of the invention are specified in the subclaims.
Im folgenden wird ein Ausführungsbeispiel anhand der Zeichnung näher erläutert. In the following an embodiment will be explained in more detail with reference to the drawing.
Es zeigen: Show it:
Fig. 1 eine Prinzipskizze wesentlicher Teile einer Fahrgestellaufhängung eines Schienenfahrzeugs; 1 is a schematic diagram of essential parts of a chassis suspension of a rail vehicle.
Fig. 2 eine Komplettansicht des Schienenfahrzeugs; Fig. 2 is a complete view of the rail vehicle;
Fig. 3 eine Darstellung analog zu Fig. 1, zur Illustration der Wirkung einer Aushebesicherung; und Fig. 3 is a view similar to Figure 1, illustrating the effect of a lift-off. and
Fig. 4 eine Darstellung analog zu Figuren 1 und 3, zur Illustration der Wirkungsweise einer Niveauanpassungseinrichtung. Fig. 4 is a view analogous to Figures 1 and 3, to illustrate the operation of a level adjustment device.
Die in Fig. 1 gezeigte Fahrgestellaufhängung 10 dient zur mechanischen Verbindung eines Wagenkastens 12, von dem hier nur ein Teil einer Bodenwand 14 gezeigt ist, mit einem Fahrgestell 16 eines Schienenfahrzeugs. Zur gefederten Abstützung des Wagenkastens 12 auf dem Fahrgestell 16 ist ein Federsystem 18 vorgesehen, das in diesem Beispiel durch zwei Schraubenfederpakete 20 gebildet wird, die sich jeweils mit dem unteren Ende auf den Wagenkasten 16 abstützen und auf deren oberen Enden der Wa- gen kästen 12 über hier nicht gezeigte Widerlager abgestützt ist. Zusätzlich sind der Wagenkasten 12 und das Fahrgestell 16 durch einen Schwingungsdämpfer 22 verbunden, der parallel zu dem Federsystem 18 wirkt und dessen Schwingungen dämpft. Symmetrisch zu dem Schwingungsdämpfer 22 ist auf der entgegenge- setzten Seite des Federsystems 18 eine Aushebesicherung 24 angeordnet, die dazu dient, den Ausfederweg des Federsystems 18 zu begrenzen, wenn der Wagenkasten 12 angehoben wird. The chassis suspension 10 shown in Fig. 1 is used for the mechanical connection of a car body 12, of which only a part of a bottom wall 14 is shown here, with a chassis 16 of a rail vehicle. For sprung support of the car body 12 on the chassis 16, a spring system 18 is provided, which is formed in this example by two coil spring assemblies 20, each supported with the lower end of the car body 16 and on the upper ends of the car-boxes 12th supported by abutment, not shown here. In addition, the car body 12 and the chassis 16 are connected by a vibration damper 22, which acts in parallel with the spring system 18 and dampens its vibrations. Symmetrically to the vibration damper 22 is disposed on the opposite side of the spring system 18, a lift-off 24, which serves to limit the Ausfederweg of the spring system 18 when the car body 12 is raised.
Ein Teil der Aushebesicherung 24 wird durch einen vom Fahrgestell 16 aufragenden, umgekehrt-U-förmigen Bügel 26 gebildet, dessen Basisschenkel ein erstes, in Bezug auf das Fahrgestell festes Anschlagelement 28 bildet. Ein zweites, in Bezug auf den Wagenkasten festes Anschlagelement 30 ist am unteren Ende eines Bolzens 32 gebildet, der eine Bohrung des ersten Anschlagelements 28 durchsetzt und mit seinem oberen Ende gelenkig an der Unterseite des Wagenkastens 12 aufgehängt ist. A portion of the lift-off 24 is formed by an upstanding from the chassis 16, reverse U-shaped bracket 26, the base leg forms a first, fixed with respect to the chassis stop member 28. A second, with respect to the car body fixed stop member 30 is formed at the lower end of a bolt 32 which passes through a bore of the first stop member 28 and is hinged at its upper end to the underside of the car body 12.
Zwischen den beiden Anschlagelementen 28 und 30 ist ein ausfahrbares Stellglied 34 angeordnet, das beispielsweise durch einen Hydraulikzylinder und einem zugehörigen Kolben gebildet wird. Der Bolzen 32 verläuft koaxial durch das Stellglied 34 und ist so abgedichtet, dass keine Hydraulikflüssigkeit austritt. Between the two stop elements 28 and 30, an extendable actuator 34 is arranged, which is formed for example by a hydraulic cylinder and an associated piston. The bolt 32 extends coaxially through the actuator 34 and is sealed so that no hydraulic fluid leaks.
Die Einbauweise der Fahrgestellaufhängung 10 soll anhand der Fig. 2 erläutert werden, die eine Komplettansicht eines Schienenfahrzeugs 36 zeigt. Bei dem Schienenfahrzeug 36 handelt es sich im gezeigten Beispiel um ein fünfteiliges Fahrzeug mit drei Fahrwerkmodulen 38, 40, 42, zwischen denen jeweils eine Sänfte 44, 46 gehalten ist. The manner of installation of the chassis suspension 10 will be explained with reference to FIG. 2, which shows a complete view of a rail vehicle 36. In the example shown, the rail vehicle 36 is a five-part vehicle with three chassis modules 38, 40, 42, between each of which a litter 44, 46 is held.
Jedes der drei Fahrwerkmodule 38, 40, 42 weist ein Fahrgestell 16 auf, das durch zwei zugehörige Fahrgestellaufhängungen 10 der in Fig. 1 gezeigten Art mit dem Wagenkasten 12 des jeweiligen Fahrwerkmoduls verbunden ist. Die beiden Fahrgestellaufhängungen 10 je Fahrwerkmodul sind so auf entgegengesetzten Fahrzeugseiten angeordnet, dass sich ihre Schwingungsdämpfer 22 sowie auch die Aushebesicherungen 24 jeweils diagonal gegenüber liegen. Each of the three chassis modules 38, 40, 42 has a chassis 16 which is connected by two associated chassis suspensions 10 of the type shown in Fig. 1 with the car body 12 of the respective landing gear module. The two chassis suspensions 10 per chassis module are arranged on opposite sides of the vehicle, that their vibration damper 22 and the Aushebesicherungen 24 are each diagonally opposite.
Die diagonale Anordnung der Aushebsicherungen 24 erlaubt es, das Fahrgestell 16 stabil anzuheben, wenn der Wagenkasten 12 mit Hilfe eines Hubgeschirrs angehoben wird. The diagonal arrangement of Aushebsicherungen 24 allows the chassis 16 to raise stable when the car body 12 is lifted by means of a lifting harness.
Die Wirkungsweise der Aushebesicherung 24 ist in Fig. 3 illustriert, die den Wagenkasten 12 bzw. dessen Bodenwand 14 in einer angehobenen Position zeigt. Zum Vergleich ist die ursprüngliche Position gemäß Fig. 1 strichpunktiert eingezeichnet. The operation of the lift-off 24 is illustrated in Fig. 3, which shows the car body 12 and the bottom wall 14 in a raised position. For comparison, the original position shown in FIG. 1 is shown in phantom.
Das am unteren Ende des Bolzens 32 sitzende Anschlagelement 30 ist zusammen mit dem Wagenkasten und dem Bolzen 32 angehoben worden und liegt nun an der Unterseite des Stellglieds 34 an, das sich mit seinem oberen Ende weiterhin an dem ersten Anschlagelement 28 abstützt. Wenn nun der Wagenkasten 12 weiter angehoben wird, so wird das Fahrgestell 16 mit angehoben, wobei der Kraftfluss vom Wagenkasten 12 über den Bolzen 32, das Anschlagelement 30, das Stellglied 34, das Anschlagelement 28 und den Bügel 26 verläuft. Das Stellglied 34 ist über nicht gezeigte Hydraulikleitungen mit einer gleichfalls nicht gezeigten Steuereinrichtung verbunden, die die Ausfahr- und gegebenenfalls Einzugsbewegungen des Stellglieds 34 steuert. The seated at the lower end of the bolt 32 stop member 30 has been raised together with the car body and the bolt 32 and now abuts against the underside of the actuator 34, which continues to be supported at its upper end to the first stop member 28. Now, if the car body 12 is further raised, the chassis 16 is lifted with the flow of power from the car body 12 via the bolt 32, the stop element 30, the actuator 34, the stop element 28 and the bracket 26 extends. The actuator 34 is connected via hydraulic lines, not shown, with a likewise not shown control device which controls the extension and optionally retraction movements of the actuator 34.
Wenn an einer Haltestelle der Wagenkasten 12 abgesenkt werden soll, damit der Ein- stieg des Schienenfahrzeugs mit dem Bahnsteig nivelliert wird, so erhält die Steuereinrichtung den Befehl, das Stellglied 34 in die in Fig. 4 gezeigte Position auszufahren. Der normalerweise zwischen den Anschlagelementen 28 und 30 bestehende tote Gang wird dadurch überbrückt, und bei der weiteren Ausfahrbewegung des Stellglieds 34 wird das Anschlagelement 30 nach unten gedrückt, so dass über den Bolzen 32 auch der Wagen- kästen 12 nach unten gezogen wird, wie in Fig. 4 gezeigt ist. Zum Vergleich ist hier wieder die ursprüngliche Position des Wagenkastens gemäß Fig. 1 strichpunktiert eingezeichnet. If the carbody 12 is to be lowered at a stop, so that the entry of the rail vehicle is leveled with the platform, the control device is instructed to extend the actuator 34 in the position shown in FIG. The dead gear normally existing between the stop elements 28 and 30 is thereby bridged, and during the further extension movement of the actuator 34, the stop element 30 is pressed down so that the carriage box 12 is also pulled down over the bolt 32, as in FIG Fig. 4 is shown. For comparison, here again the original position of the car body shown in Fig. 1 dash-dotted lines.
Die Stellglieder 34 der beiden einander diagonal gegenüberliegenden Aushebesicherun- gen 24 in den beiden Fahrgestellaufhängungen 10 werden dabei synchron angesteuert, so dass der gesamte Wagenkasten stabil abgesenkt wird und dabei seine horizontale Ausrichtung behält. Wenn z.B. die Sänfte 44 abgesenkt werden soll, so werden die Wagenkästen 12 der beiden angrenzenden Fahrwerkmodule 38 und 40 in dieser Weise abgesenkt, wodurch auch die zwischen diesen Wagenkästen gehaltene Sänfte 44 gleichmäßig abgesenkt wird, während die andere Sänfte 46 leicht gekippt wird, sofern nicht auch der Wagenkasten des Fahrwerkmoduls 42 abgesenkt wird. The actuators 34 of the two diagonally opposite Aushebesicherun- 24 in the two chassis suspensions 10 are thereby controlled synchronously, so that the entire car body is lowered stable while maintaining its horizontal orientation. If e.g. the litter 44 is to be lowered, the car bodies 12 of the two adjacent landing gear modules 38 and 40 are lowered in this way, whereby the litter held between these car bodies 44 is lowered evenly, while the other litter 46 is slightly tilted, if not the Car body of the chassis module 42 is lowered.
Bei den Stellgliedern 34 kann es sich im Prinzip um einfach wirkende Hydraulikzylinder handeln. Die Einfahrbewegung wird dann durch das Gewicht des Wagenkastens angetrieben. In einer vorteilhaften Ausführungsform werden die Stellglieder 34 jedoch durch doppelt wirkende Hydraulikzylinder gebildet, so dass der in Fig. 1 gezeigte tote Gang zwischen den Anschlagelementen 28 und 30 aktiv wieder hergestellt werden kann. Die Steuereinrichtung für die Stellglieder 34 kann wahlweise mit dem Bremssystem des Schienenfahrzeugs gekoppelt sein, so dass bei einem Halt des Schienenfahrzeugs und bei Betätigung der Bremse alle Sänften gleichmäßig abgesenkt werden. Die Steuereinrichtung kann jedoch auch unabhängig vom Bremssystem arbeiten. Beispielsweise können an den Türen des Schienenfahrzeugs (in den Sänften 44, 46) Anforderungstasten vorgesehen sein, mit denen Fahrgäste bei Bedarf eine Absenkung der betreffenden Sänfte anfordern können, mit dem Ergebnis, dass die Wagenkästen 12 der beiden angrenzenden Fahrwerkmodule abgesenkt werden. The actuators 34 may in principle be single-acting hydraulic cylinders. The retraction movement is then driven by the weight of the car body. In an advantageous embodiment, however, the actuators 34 are formed by double-acting hydraulic cylinders, so that the dead gear shown in Fig. 1 between the stop members 28 and 30 can be actively restored. The control means for the actuators 34 may optionally be coupled to the braking system of the rail vehicle so that, when the rail vehicle stops and the brake is applied, all litter boxes are lowered evenly. However, the controller may also operate independently of the brake system. For example, may be provided on the doors of the rail vehicle (in the sedan chairs 44, 46) request buttons with which passengers can request a lowering of the relevant litter, if necessary, with the result that the car bodies 12 of the two adjacent landing gear modules are lowered.

Claims

PATENTANSPRÜCHE
1. Fahrgestellaufhängung (10) für Schienenfahrzeuge (36) mit einem Wagenkasten (12), der über ein Federsystem (18) auf einem Fahrgestell (16) abgestützt ist, wobei die Fahrgestellaufhängung (10) eine Aushebesicherung (24) aufweist, die ein in Bezug auf den Wagenkasten (12) festes Anschlagelement (30) und ein in Bezug auf das Fahrgestell (16) festes Anschlagelement (28) aufweist, zwischen denen ein toter Gang besteht, der den Ausfederweg des Federsystems (18) begrenzt, wenn der Wagenkasten (12) angehoben wird, dadurch gekennzeichnet, dass durch ein zwischen den beiden Anschlagelementen (28, 30) angeordnetes ausfahrbares Stellglied (34) eine Niveauanpassungseinrichtung für den Wagenkasten (12) gebildet wird. A chassis suspension (10) for rail vehicles (36) with a car body (12) which is supported by a spring system (18) on a chassis (16), wherein the chassis suspension (10) has a lift-off (24) having a in With respect to the car body (12) fixed stop member (30) and a fixed with respect to the chassis (16) stop member (28), between which a dead gear is, which limits the Ausfederweg of the spring system (18) when the car body ( 12) is raised, characterized in that by a between the two stop elements (28, 30) arranged extendable actuator (34) is a level adjusting device for the car body (12) is formed.
2. Fahrgestellaufhängung nach Anspruch 1, bei der das in Bezug auf das Fahrgestell feste Anschlagelement (28) durch einen Basisschenkel eines von dem Fahrgestell (16) aufragenden Bügels (26) gebildet wird und das in Bezug auf den Wagenkasten (12) feste Anschlagelement (30) am unteren Ende eines Bolzens (32) angeordnet ist, der sich vom Wagenkasten (12) aus nach unten durch eine Bohrung des an dem Bügel (26) gebildeten Anschlagelements (28) erstreckt. 2. Chassis suspension according to claim 1, wherein the fixed with respect to the chassis stop member (28) by a base leg of a of the chassis (16) towering bracket (26) is formed and with respect to the car body (12) fixed stop element ( 30) is disposed at the lower end of a bolt (32) extending from the car body (12) downwardly through a bore of the stopper member (28) formed on the bracket (26).
3. Fahrgestellaufhängung nach Anspruch 2, bei der das Stellglied (34) ein Hydraulikzylinder ist. 3. Chassis suspension according to claim 2, wherein the actuator (34) is a hydraulic cylinder.
4. Fahrgestellaufhängung nach den Ansprüchen 2 und 3, bei der der Bolzen (32) koaxial und axialbeweglich durch das Stellglied (34) verläuft. 4. Chassis suspension according to claims 2 and 3, wherein the bolt (32) extends coaxially and axially movable by the actuator (34).
5. Fahrgestellaufhängung nach einem der vorstehenden Ansprüche, bei der die Aushebesicherung (24) und ein Schwingungsdämpfer (22) symmetrisch auf entgegengesetzten Seiten des Federsystems (18) angeordnet sind. 5. Chassis mounting according to one of the preceding claims, wherein the lift-off (24) and a vibration damper (22) are arranged symmetrically on opposite sides of the spring system (18).
6. Fahrgestellaufhängung nach Anspruch 5, mit zwei auf entgegengesetzten Seiten des Schienenfahrzeugs angeordneten Baugruppen mit je einem Federsystem (18), einem Schwingungsdämpfer (22) und einer Aushebesicherung (24), bei der die beiden Aushebesicherungen und die beiden Schwingungsdämpfer (22) so angeordnet sind, dass sie einander jeweils diagonal gegenüber liegen. 6. Chassis suspension according to claim 5, arranged with two on opposite sides of the rail vehicle assemblies each with a spring system (18), a vibration damper (22) and a lift-off (24), in which the two Aushebesicherungen and the two vibration damper (22) arranged are that they are each diagonally opposite each other.
EP18705115.6A 2017-02-08 2018-02-07 Chassis suspension Active EP3580111B1 (en)

Priority Applications (1)

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PL18705115T PL3580111T3 (en) 2017-02-08 2018-02-07 Chassis suspension

Applications Claiming Priority (2)

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DE202017100649.2U DE202017100649U1 (en) 2017-02-08 2017-02-08 chassis suspension
PCT/EP2018/053046 WO2018146131A1 (en) 2017-02-08 2018-02-07 Chassis suspension

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EP3580111A1 true EP3580111A1 (en) 2019-12-18
EP3580111B1 EP3580111B1 (en) 2021-11-24

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US (1) US20200047777A1 (en)
EP (1) EP3580111B1 (en)
CA (1) CA3052228C (en)
DE (1) DE202017100649U1 (en)
ES (1) ES2906465T3 (en)
PL (1) PL3580111T3 (en)
WO (1) WO2018146131A1 (en)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
WO2022121068A1 (en) * 2020-12-11 2022-06-16 重庆中车长客轨道车辆有限公司 Bogie system and vehicle

Families Citing this family (1)

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CN108928361B (en) * 2018-07-16 2019-09-24 中车青岛四方机车车辆股份有限公司 A kind of fixation device of journal box spring lower clamp plate

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Publication number Priority date Publication date Assignee Title
HU215733B (en) * 1992-07-30 1999-02-01 Man Ghh Schienenverkehrstechnik Gmbh. Secondary suspension system for rail way vehicles
DE10360518B4 (en) * 2003-12-22 2007-08-23 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Device for secondary suspension of a car body in a rail vehicle with a passive spring element
DE102005018945A1 (en) * 2005-04-22 2006-10-26 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Device for secondary suspension of a car body in a rail vehicle
DE102014200592A1 (en) * 2014-01-15 2015-07-16 Siemens Aktiengesellschaft Rail vehicle with a body and bogies and low-voltage device for a rail vehicle
DE202015101275U1 (en) 2015-03-12 2016-06-15 Hanning & Kahl Gmbh & Co. Kg Niveauerzwingungseinrichtung

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022121068A1 (en) * 2020-12-11 2022-06-16 重庆中车长客轨道车辆有限公司 Bogie system and vehicle

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CA3052228C (en) 2021-09-14
ES2906465T3 (en) 2022-04-18
EP3580111B1 (en) 2021-11-24
US20200047777A1 (en) 2020-02-13
DE202017100649U1 (en) 2018-05-11
CA3052228A1 (en) 2018-08-16
PL3580111T3 (en) 2022-03-28
WO2018146131A1 (en) 2018-08-16

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