EP3580111B1 - Fahrgestellaufhängung - Google Patents
Fahrgestellaufhängung Download PDFInfo
- Publication number
- EP3580111B1 EP3580111B1 EP18705115.6A EP18705115A EP3580111B1 EP 3580111 B1 EP3580111 B1 EP 3580111B1 EP 18705115 A EP18705115 A EP 18705115A EP 3580111 B1 EP3580111 B1 EP 3580111B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- chassis
- stop element
- car body
- carriage body
- spring system
- 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
Links
- 239000000725 suspension Substances 0.000 title claims description 18
- 230000000712 assembly Effects 0.000 claims description 2
- 238000000429 assembly Methods 0.000 claims description 2
- 230000010355 oscillation Effects 0.000 claims 3
- 238000009434 installation Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000009420 retrofitting Methods 0.000 description 1
Images
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 by a spring system on a chassis, the chassis suspension having an anti-lift device which has a stop element fixed with respect to the car body and a stop element fixed with respect to the chassis, between which there is a dead gear that limits the rebound travel of the spring system when the car body is raised.
- the stop element fixed with respect to the chassis is formed, for example, by a bracket projecting from the chassis, while the stop element fixed with respect to the car body is formed at the lower end of a bolt which extends downward from the car body and is axially movable by a bore formed in the base of the bracket extends.
- the stop element at the lower end of this bolt is thus located below the base of the dowel, which forms the chassis in this stop element.
- level adjustment devices are known with which the car body can be pulled hydraulically against the chassis against the force of the spring system, so that when the rail vehicle is lightly loaded the entry height is reduced.
- An example of such a level adjustment device is shown in DE 20 2015 101 275 U1 described.
- the known level adjustment devices require a certain amount of installation space in the chassis suspension, which is why it is difficult to retrofit existing rail vehicles with a level adjustment device.
- a chassis suspension of the type mentioned in which a low-tensioning device is formed by two hydraulic cylinders arranged on both sides of the anti-lift device.
- the object of the invention is to create a chassis suspension in which a level adjustment device is accommodated in a space-saving manner.
- an extendable actuator arranged between the two stop elements forms a level adjustment device for the car body, which stop element fixed with respect to the chassis is formed by a base leg of a bracket protruding from the chassis and that with respect to the car body fixed stop element is arranged at the lower end of a bolt which extends from the car body downwards through a bore of the stop element formed on the bracket, the actuator being a hydraulic cylinder, and the bolt extending coaxially and axially movably through the actuator.
- the stop elements of the anti-lift device that are already present 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 between the stop elements is bridged and then during the further extension movement the stop element on the car body side is pressed down against the force of the spring system, while the actuator on the chassis side is pressed down Stop element is supported.
- the level adjustment device primarily use the installation space that is required anyway for the stop elements of the anti-lift device and the dead aisle between them. This enables a cost-effective design of the level adjustment device and, in particular, a simple retrofitting of existing vehicles.
- the chassis suspension 10 shown serves for the mechanical connection of a car body 12, of which only part of a bottom wall 14 is shown here, with a chassis 16 of a rail vehicle.
- a spring system 18 is provided for spring-loaded support of the car body 12 on the chassis 16, which in this example is formed by two helical spring assemblies 20, each of which is supported with the lower end on the car body 16 and on the upper ends of the car body 12 not here shown abutment is supported.
- the car body 12 and the chassis 16 are connected by a vibration damper 22 which acts parallel to the spring system 18 and dampens its vibrations.
- a vibration damper 22 which acts parallel to the spring system 18 and dampens its vibrations.
- an anti-lift device 24 which serves to limit the rebound travel of the spring system 18 when the car body 12 is raised.
- Part of the anti-lift device 24 is formed by an inverted U-shaped bracket 26 projecting from the chassis 16, the base leg of which forms a first stop element 28 which is fixed with respect to the chassis.
- a second stop element 30, which is fixed with respect to the car body, is formed at the lower end of a bolt 32 which penetrates a hole in the first stop element 28 and is hinged at its upper end to the underside of the car body 12.
- An extendable actuator 34 is arranged between the two stop elements 28 and 30, which is formed, for example, by a hydraulic cylinder and an associated piston.
- the bolt 32 runs coaxially through the actuator 34 and is sealed so that no hydraulic fluid escapes.
- the installation of the chassis suspension 10 is based on the Fig. 2 which 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 sedan chair 44, 46 is held.
- Each of the three chassis modules 38, 40, 42 has a chassis 16 which is supported by two associated chassis suspensions 10 of the in FIG Fig. 1 type shown is connected to the car body 12 of the respective chassis module.
- the two chassis suspensions 10 per chassis module are arranged on opposite sides of the vehicle, that their vibration damper 22 and also the anti-lift devices 24 are each diagonally opposite.
- the diagonal arrangement of the anti-lift device 24 allows the chassis 16 to be raised in a stable manner when the car body 12 is raised with the aid of a lifting gear.
- Fig. 3 illustrates, which shows the car body 12 or its bottom wall 14 in a raised position.
- Fig. 1 shown in dash-dotted lines.
- the stop element 30 seated at the lower end of the bolt 32 has been raised together with the car body and the bolt 32 and now rests on the underside of the actuator 34, which is still supported with its upper end on the first stop element 28. If the car body 12 is raised further, the chassis 16 is also raised, the power flow from the car body 12 via the bolt 32, the stop element 30, the actuator 34, the stop element 28 and the bracket 26.
- the actuator 34 is connected via hydraulic lines (not shown) to a control device, also not shown, which controls the extension and, if applicable, retraction movements of the actuator 34.
- the control device receives the command to move the actuator 34 into the position shown in FIG Fig. 4 position shown.
- 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 car body 12 is also pulled down via the bolt 32, as shown in FIG Fig. 4 is shown.
- FIG Fig. 4 is shown.
- here is again according to the original position of the car body Fig. 1 shown in dash-dotted lines.
- the actuators 34 of the two diagonally opposite lift-out safeguards 24 in the two chassis suspensions 10 are controlled synchronously so that the entire car body is lowered in a stable manner while maintaining its horizontal orientation. If, for example, the litter 44 is to be lowered, the car bodies 12 of the two adjacent chassis modules 38 and 40 are lowered in this way, whereby the litter 44 held between these car bodies is lowered evenly, while the other litter 46 is tilted slightly, unless the car body of the chassis module 42 is also lowered.
- the actuators 34 can 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 in Fig. 1 shown dead passage between the stop elements 28 and 30 can be actively restored.
- the control device for the actuators 34 can optionally be coupled to the braking system of the rail vehicle, so that when the rail vehicle is stopped and the brake is actuated, all sedan chairs are lowered evenly.
- the control device can also work independently of the brake system. For example, request buttons can be provided on the doors of the rail vehicle (in the sedan chairs 44, 46) with which passengers can request a lowering of the sedan chair if necessary, with the result that the car bodies 12 of the two adjacent chassis modules are lowered.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL18705115T PL3580111T3 (pl) | 2017-02-08 | 2018-02-07 | Zawieszenie podwozia |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE202017100649.2U DE202017100649U1 (de) | 2017-02-08 | 2017-02-08 | Fahrgestellaufhängung |
PCT/EP2018/053046 WO2018146131A1 (de) | 2017-02-08 | 2018-02-07 | Fahrgestellaufhängung |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3580111A1 EP3580111A1 (de) | 2019-12-18 |
EP3580111B1 true EP3580111B1 (de) | 2021-11-24 |
Family
ID=61223893
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP18705115.6A Active EP3580111B1 (de) | 2017-02-08 | 2018-02-07 | Fahrgestellaufhängung |
Country Status (7)
Country | Link |
---|---|
US (1) | US20200047777A1 (pl) |
EP (1) | EP3580111B1 (pl) |
CA (1) | CA3052228C (pl) |
DE (1) | DE202017100649U1 (pl) |
ES (1) | ES2906465T3 (pl) |
PL (1) | PL3580111T3 (pl) |
WO (1) | WO2018146131A1 (pl) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN108928361B (zh) * | 2018-07-16 | 2019-09-24 | 中车青岛四方机车车辆股份有限公司 | 一种轴箱弹簧下夹板的固定装置 |
CN112572507A (zh) * | 2020-12-11 | 2021-03-30 | 重庆中车长客轨道车辆有限公司 | 一种转向架系统及车辆 |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE59304539D1 (de) * | 1992-07-30 | 1997-01-02 | Abb Daimler Benz Transp | Sekundärfederung für schienenfahrzeuge |
DE10360518B4 (de) * | 2003-12-22 | 2007-08-23 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Vorrichtung zur Sekundärfederung eines Wagenkastens bei einem Schienenfahrzeug mit einem passiven Federelement |
DE102005018945A1 (de) * | 2005-04-22 | 2006-10-26 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Vorrichtung zur Sekundärfederung eines Wagenkastens bei einem Schienenfahrzeug |
DE102014200592A1 (de) * | 2014-01-15 | 2015-07-16 | Siemens Aktiengesellschaft | Schienenfahrzeug mit einem Wagenkasten und Drehgestellen und Niederspannvorrichtung für ein Schienenfahrzeug |
DE202015101275U1 (de) | 2015-03-12 | 2016-06-15 | Hanning & Kahl Gmbh & Co. Kg | Niveauerzwingungseinrichtung |
-
2017
- 2017-02-08 DE DE202017100649.2U patent/DE202017100649U1/de active Active
-
2018
- 2018-02-07 ES ES18705115T patent/ES2906465T3/es active Active
- 2018-02-07 CA CA3052228A patent/CA3052228C/en active Active
- 2018-02-07 PL PL18705115T patent/PL3580111T3/pl unknown
- 2018-02-07 US US16/483,818 patent/US20200047777A1/en not_active Abandoned
- 2018-02-07 WO PCT/EP2018/053046 patent/WO2018146131A1/de unknown
- 2018-02-07 EP EP18705115.6A patent/EP3580111B1/de active Active
Also Published As
Publication number | Publication date |
---|---|
ES2906465T3 (es) | 2022-04-18 |
US20200047777A1 (en) | 2020-02-13 |
WO2018146131A1 (de) | 2018-08-16 |
CA3052228C (en) | 2021-09-14 |
PL3580111T3 (pl) | 2022-03-28 |
EP3580111A1 (de) | 2019-12-18 |
DE202017100649U1 (de) | 2018-05-11 |
CA3052228A1 (en) | 2018-08-16 |
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