WO2017102274A1 - Chasse-pierres pour véhicule ferroviaire - Google Patents

Chasse-pierres pour véhicule ferroviaire Download PDF

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Publication number
WO2017102274A1
WO2017102274A1 PCT/EP2016/078582 EP2016078582W WO2017102274A1 WO 2017102274 A1 WO2017102274 A1 WO 2017102274A1 EP 2016078582 W EP2016078582 W EP 2016078582W WO 2017102274 A1 WO2017102274 A1 WO 2017102274A1
Authority
WO
WIPO (PCT)
Prior art keywords
bahnräumer
spring elements
vertical plane
connecting means
mass
Prior art date
Application number
PCT/EP2016/078582
Other languages
German (de)
English (en)
Inventor
Markus WECHTITSCH
Bernhard Kittinger
Original Assignee
Siemens Ag Österreich
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 Siemens Ag Österreich filed Critical Siemens Ag Österreich
Priority to CN201690001467.0U priority Critical patent/CN209521696U/zh
Priority to ES16804727T priority patent/ES2858048T3/es
Priority to EP16804727.2A priority patent/EP3350055B1/fr
Priority to MYPI2018702304A priority patent/MY193872A/en
Publication of WO2017102274A1 publication Critical patent/WO2017102274A1/fr
Priority to SA518391705A priority patent/SA518391705B1/ar

Links

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
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards
    • 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
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/02—Wheel guards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection

Definitions

  • the invention relates to a Bruticianr for a
  • Connecting means is connected to the spring elements.
  • a Bru redesigner is usually attached to the rail vehicle, with the obstacle can be removed from the way.
  • the Bru redesignr thereby usually includes a transverse to the direction Bruschreibr- beams, the usual way between two longitudinal members of a chassis frame or bogie frame of the
  • Spring elements is attached to the main frame of the rail vehicle or on the chassis frame.
  • the Bahnierr seen in the direction of travel must be mounted in front of the first set of wheels and must have the smallest possible distance in the vertical direction to the top rail.
  • WO 2015/135752 A1 describes a
  • Spring elements is formed and the spring elements have a stress-strain transducer, by means of which a more accurate statement about the actual collision mass can be made.
  • Bruierr beam must be arranged as close as possible to the rail top due to legal requirements, bending moments are generated by a transverse direction in the spring elements in the above-mentioned vibration modes, so that the spring elements are subjected to higher loads.
  • the invention relates to a Bruticianr for a
  • Connecting means is connected to the spring elements.
  • the mass center of the web scraper is arranged within a distance from a vertical plane passing through the geometric center of gravity of the spring elements, the distance being between 0% and 40%, preferably between 0% and 25%, in particular between 0% and 15 %, a width of the Brueckr beam measured normal to the vertical plane.
  • Chassis frame via the at least two spring elements the design of the spring elements is decisive for the vibration of the entire system.
  • the distance between the Spring elements in the transverse direction is preferably selected such that in each case a spring element with a longitudinal member of the chassis frame either directly or indirectly,
  • the suspension may comprise two arms, wherein in each case one arm of one of the two spring elements
  • the spring elements preferably identical
  • Main extension direction of the spring elements corresponds. In order to bridge the distance between the chassis frame or between the longitudinal members of the chassis frame and the rail top, the longitudinal extent of the runs
  • Transverse direction and vertical direction form one
  • orthogonal reference system wherein the longitudinal direction corresponds to a direction of travel of the rail vehicle.
  • the vertical plane which runs through the geometric center of gravity of the spring elements and is normal to the longitudinal direction, thereby represents a so-called vibration neutral plane of the spring element with respect to the vertical excitation.
  • a so-called neutral fiber which due to
  • geometric center of gravity is defined purely by the outer Shape of the spring elements or on the shape of the individual horizontal cross sections, seen normal to the vertical direction. If, for example, the spring elements have a plane of symmetry parallel to the vertical plane, the geometric center of gravity of all horizontal cross sections of the spring elements are arranged on a straight line.
  • the spring elements Due to the vertical alignment of the spring elements ensures that no bending moment is exerted on the spring element by the weight of the Bruierr beam.
  • the spring elements are stiff relative to a load in the vertical direction, so only minimal deformations occur at such a load, but elastically yielding to a load in the longitudinal direction, for example, impact forces be able to attenuate by the energy required for deformation and / or an obstacle by means of an am
  • the spring elements are designed as leaf springs.
  • Leaf springs are less at a load in the direction of travel than transverse to the direction of travel.
  • the spring elements need not be sheet-shaped or flat, but may also be formed by open or closed profiles, e.g. be designed as a section of a profile tube.
  • a further embodiment of the invention provides that the mass center of Bru redesignr beam and the
  • Mass centers of the connecting means are arranged within the distance from the vertical plane. Although the individual centers of mass are used in the determination of the
  • horizontal component is offset in the longitudinal direction.
  • the Bruußr beam as a hollow profile, for example as
  • a free end in an upper top wall of the Bruierr beam is generally provided in each case in order to accommodate the free end of the respective spring element.
  • the free end of the spring element is that end which is not firmly connected to the chassis frame. It is therefore provided in a further embodiment of the invention that the Bruillionr beam is designed as a hollow profile and free ends of the at least one spring element in the
  • a connecting means at least one connecting element and at least one on
  • connecting element arranged elastomeric element to dampen vibrations occurring during operation.
  • Elastomer elements are particularly well suited for damping vibrations both in the vertical direction and in the longitudinal direction, here in the direction of travel, and in the transverse direction, here transverse to the direction of travel.
  • a connecting element for example a screw
  • an elastomer element arranged thereon is that a relative movement between the ends of the longitudinal members of the chassis frame, for example due to a distortion of the rails, does not lead to a tension of the web clearer but the elastically deformed at least one elastomeric element and so the relative movement is compensated.
  • the emergence of large clamping forces in the chassis frame is prevented or occur only relatively small
  • the free ends of the spring elements are respectively clamped between two elastomer elements of a connecting means.
  • a particularly good damping of the vibrations is achieved.
  • Connecting means is attached to the Bruillionr beam, wherein one half of the connecting means on the chassis frame side facing the vertical plane and the other half of the connecting means on the side facing away from the chassis frame of the vertical plane is attached to the Brusammlungr beam.
  • the optimized vibration damping is achieved both by the connection of the spring element to both side walls of the Bruschreibr beam, seen in the longitudinal direction, as well as by the even number of connecting means. Due to the symmetrical distribution of the connecting means on both sides of the vertical plane, a balancing of the center of gravity of the individual connecting means with respect to the vertical plane is achieved.
  • the Bruschreibr serves as a device for
  • Obstacle detection for example, after the detection of a collision, wherein the detected collision mass is above a certain threshold, to be able to trigger an emergency braking. Therefore, at least one of the spring elements, a strain-voltage converter, for example.
  • a strain gauge or a piezoelectric transducer be mounted over which continuously the force-time curve of the spring element is determinable. If a collision leads to an elastic or plastic deformation of the spring element, this is detected by the expansion voltage converter and sent to an evaluation unit arranged on the board
  • Fig. 1 is a perspective view of a first embodiment of a Brutechnikrs on a landing gear frame.
  • Fig. Figure 2 is a front view of a lower part of the track cleaner
  • FIG. 3 is a plan view of the sheet remover of FIG. 2; FIG.
  • Fig. 4 is a sectional view of the connection between
  • Fig. 5 is a perspective view of a second
  • Fig. 6 is a side view of the chassis frame
  • Fig. 7 is a side view of the chassis frame
  • FIG. 1 shows a variant of an embodiment
  • the Bruschreibr comprises two spaced apart in a transverse direction Y, elongated spring elements 2,2 'and extending in the transverse direction Y Bruschreibr beam 1, wherein each spring element 2,2' is connected via connecting means 3 with the Bruschreibr beam 1.
  • the spring elements 2, 2 ' are fixed with a
  • Chassis frame 7 whose basic course is shown in Fig. 6 by way of example, connected to a rail vehicle, wherein the BahnIERr seen in the direction of travel, which corresponds to a longitudinal direction X, mounted in front of the foremost wheelset of the rail vehicle.
  • Each spring element 2, 2 ' is fixedly connected at one longitudinal end to a bracket 10, 10' fixed to a longitudinal member 7a of the chassis frame 7 and has at the other longitudinal end a free end 4, 4 ', which is connected to the
  • the scraper bar 1 runs parallel to the transverse direction Y between the two longitudinal members 7a.
  • the left spring element 2 forms with the left bracket 4 a first arm, while the right spring element 2 'with the right bracket 4' forms a second arm.
  • the connection of bracket 10,10 'and longitudinal member 7a for example via a screw or welded connection, in the present embodiment, the connection via fastening screws 9.
  • Spring elements 2,2 ' is attached directly to the side member 7a. According to legal provisions, the lower edge of the Bruierr beam 1 must be arranged in the vertical direction Z as close to the top rail, which also explains the vertical arrangement of the arms and the spring elements 2,2 '.
  • present case are formed as leaf springs are in Bruierrn according to the prior art in addition to the vertical vibrations in the vertical direction Z also
  • Vibrations cause fatigue in the ringoder welded joints or in the spring elements 2,2 'itself and should be avoided as far as possible.
  • Fig. 2 shows a front view of a half of
  • a free end 4 of the left spring element 2 in this case the lower end seen in the vertical direction, is connected to the web clearing bar 1 via two connecting means 3.
  • the BahnIERr beam 1 protrudes beyond the spring element 2 seen in the transverse direction Y.
  • FIG. 3 shows the basic principle of the invention, with reference to a plan view of the oscillatory system from FIG. 2
  • Spring element 2 which is aligned normal to the longitudinal direction X and parallel to the vertical direction Z and to the transverse direction Y, represents the
  • the distance D is between 0% and 40% of the width B, shown in FIGS. 1 and 5, of the clearing bar 1. This results in an area which corresponds to twice the distance D, in this case 80% of the width B of FIG Bruierr beam 1, which is aligned symmetrically to the vertical plane E and in which the center of mass M
  • the distance D is preferably up to 25% or up to 15% of the width B of the tracker beam 1.
  • the range limits defined by the distance D have been drawn as dashed lines.
  • Connecting means 3 which will be discussed in more detail below, are the mass centers M 3 of the connecting means. 3 not directly on the vertical plane E but within the distance D.
  • the Bruierr beam 1 as a hollow profile with square
  • Mass centers M 3 are seen in the longitudinal direction X within 28mm in front of and behind the vertical plane E.
  • the connecting means 3 comprises two sleeve-shaped elastomer elements 3b, 3c acting as a screw
  • the elastomer elements 3b, 3c are arranged so that the one elastomer element 3b contacts one side of the spring element 2 and the other
  • Elastomer element 3 c contacted the other side of the spring element 2.
  • Spring element 2,2 ' is provided, wherein a connecting element 3 is connected to the one side wall of the Bruierr beam 1 and the other connecting element 3 with the other side wall of the Bruschreibr beam 1.
  • Design variants can also be more than two
  • Connecting means 3 per spring element 2,2 ' may be provided, wherein the displacement of the overall center of gravity in the
  • Connecting means 3 are connected to each side wall.
  • Fig. 5 shows a second embodiment of the invention which differs only in the design of the brackets 10,10 'from the first embodiment of FIG. 1, whereas the oscillatory system is identical ident formed. While in the first embodiment, the first embodiment, the brackets 10,10 'from the first embodiment of FIG. 1, whereas the oscillatory system is identical ident formed. While in the first embodiment, the first embodiment, the brackets 10,10 'from the first embodiment of FIG. 1, whereas the oscillatory system is identical ident formed. While in the first embodiment, the
  • Consoles 10,10 'and spring elements 2,2' relative to each other are not displaced, the connecting screws 8 in the second embodiment in from the consoles
  • consoles are 10,10 'in the second
  • Embodiment attached via fastening screws 9 to the longitudinal beams 7 a, while in the first
  • the fastening screws 9 are arranged in from the brackets 10,10 'formed slots to position the entire Bruierr in the vertical direction Z, as soon as the mounting screws 9 are released. Such vertical positioning is necessary in order to adjust the distance to the top rail when the wheels wear.
  • Figure 6 is a side view of the first
  • FIG. 7 shows an enlarged side view of the second embodiment variant of the web scraper.
  • the second embodiment shown surround the brackets 10,10 'the upper part of a primary suspension 11, wherein the screw with the longitudinal members 7a in
  • the spring elements 2,2 ' have an elongated shape and are aligned parallel to the vertical direction Z, so that the longitudinal extent of the spring elements 2,2' extends parallel to the vertical direction Z. It can also be seen in FIGS. 6 and 7 that a strain-voltage transformer 6, for example in the form of a strain gauge or a piezoelectric transducer, is provided on at least one of the spring elements 2, 2 'and on both
  • Spring elements 2,2 ' more precisely on the chassis frame 7 facing side of the spring element 2,2', is mounted.
  • the expansion-voltage converter 6 By means of the expansion-voltage converter 6, the bending or deformation of the corresponding spring element 2,2 'is continuously measured in order to detect a collision with an obstacle can. Since such strain voltage converter 6 and the
  • the measurement accuracy of the strain-voltage converter 6 is increased by the combination of the strain voltage converter 6 and the web scraper invention and reduces the probability of vibration-related measurement errors.
  • the expansion voltage converter 6 is connected via a connection 6a to a signal-conducting connection 5, also shown in FIGS. 1 and 5.
  • the signal-conducting connection 5, in turn, runs to an evaluation unit, not shown, arranged on the board.
  • FIG. 7 again shows the vertical plane E and the distance D, as well as the center of mass Mi of the path clearer beam 1 and the centers of mass M 3 of FIG
  • the vertical plane E on the one hand represents a plane of symmetry of the spring elements 2,2 'and on the other hand, the trained as a hollow profile BruIERr- bar 1 is aligned symmetrically to the vertical plane E.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Springs (AREA)
  • Cleaning In General (AREA)
  • Motor Power Transmission Devices (AREA)

Abstract

L'invention concerne un chasse-pierres pour véhicule ferroviaire, muni d'une poutre de déblayage (1) et d'au moins deux éléments élastiques allongés (2, 2') dont l'étendue longitudinale est en état de fonctionnement parallèle à une direction verticale (Z), les éléments élastiques (2, 2') étant d'une part raccordés fixement à un cadre de bogie (7) du véhicule ferroviaire et la poutre de délayage (1) étant d'autre part raccordée aux éléments élastiques (2, 2') par des moyens de fixation (3). L'invention vise à obtenir de bonnes propriétés en matière de dynamique de structure et à éviter en grande partie des oscillations horizontales dans la direction longitudinale (X). À cet effet, le centre de masse (M) du chasse-pierres est agencé à une distance (D) d'un plan vertical (E) passant par le centre de gravité géométrique (S 2,S 2 ') des éléments élastiques (2, 2'), la distance (D), mesurée perpendiculairement au plan vertical (E), se situant entre 0 % et 40 %, de préférence entre 0 % et 25 %, de préférence encore entre 0 % et 15% de la largeur (B) de la poutre de déblayage (1).
PCT/EP2016/078582 2015-12-16 2016-11-23 Chasse-pierres pour véhicule ferroviaire WO2017102274A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
CN201690001467.0U CN209521696U (zh) 2015-12-16 2016-11-23 用于轨道车辆的轨道清理器
ES16804727T ES2858048T3 (es) 2015-12-16 2016-11-23 Deflector de obstáculos de la vía para un vehículo ferroviario
EP16804727.2A EP3350055B1 (fr) 2015-12-16 2016-11-23 Chasse-pierres pour véhicule ferroviaire
MYPI2018702304A MY193872A (en) 2015-12-16 2016-11-23 Track clearer for a rail vehicle
SA518391705A SA518391705B1 (ar) 2015-12-16 2018-05-30 آلة إزالة عوائق من خط سكة حديد لمركبة سكة حديد

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA51069/2015 2015-12-16
ATA51069/2015A AT518142B1 (de) 2015-12-16 2015-12-16 Bahnräumer für ein Schienenfahrzeug

Publications (1)

Publication Number Publication Date
WO2017102274A1 true WO2017102274A1 (fr) 2017-06-22

Family

ID=57442655

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2016/078582 WO2017102274A1 (fr) 2015-12-16 2016-11-23 Chasse-pierres pour véhicule ferroviaire

Country Status (6)

Country Link
EP (1) EP3350055B1 (fr)
CN (1) CN209521696U (fr)
AT (1) AT518142B1 (fr)
ES (1) ES2858048T3 (fr)
SA (1) SA518391705B1 (fr)
WO (1) WO2017102274A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113562015A (zh) * 2021-08-26 2021-10-29 中车株洲电力机车有限公司 一种扫石器

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20100082162A (ko) * 2009-01-08 2010-07-16 현대로템 주식회사 장애물 및 탈선 감지 장치
WO2015086456A1 (fr) * 2013-12-10 2015-06-18 Siemens Ag Österreich Procédé et dispositif de détection d'un déraillement ou de l'impact d'un obstacle sur un véhicule ferroviaire
WO2015135752A1 (fr) 2014-03-12 2015-09-17 Siemens Ag Österreich Dispositif de détection d'obstacles de véhicules ferroviaires
WO2015155420A1 (fr) * 2014-04-07 2015-10-15 Alstom Transport Technologies Dispositif de détection d'obstacle et de déraillement pour un véhicule ferroviaire

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100837174B1 (ko) * 2007-03-05 2008-06-11 현대로템 주식회사 장애물 감지장치
CN103303338B (zh) * 2013-06-19 2015-10-21 北京交通大学 一种轨道车辆接触式障碍物检测装置
EP3072750A1 (fr) * 2015-03-25 2016-09-28 Bombardier Transportation GmbH Détection de collision pour un véhicule

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20100082162A (ko) * 2009-01-08 2010-07-16 현대로템 주식회사 장애물 및 탈선 감지 장치
WO2015086456A1 (fr) * 2013-12-10 2015-06-18 Siemens Ag Österreich Procédé et dispositif de détection d'un déraillement ou de l'impact d'un obstacle sur un véhicule ferroviaire
WO2015135752A1 (fr) 2014-03-12 2015-09-17 Siemens Ag Österreich Dispositif de détection d'obstacles de véhicules ferroviaires
WO2015155420A1 (fr) * 2014-04-07 2015-10-15 Alstom Transport Technologies Dispositif de détection d'obstacle et de déraillement pour un véhicule ferroviaire

Also Published As

Publication number Publication date
EP3350055A1 (fr) 2018-07-25
AT518142A1 (de) 2017-07-15
SA518391705B1 (ar) 2022-03-06
AT518142B1 (de) 2021-04-15
CN209521696U (zh) 2019-10-22
ES2858048T3 (es) 2021-09-29
EP3350055B1 (fr) 2021-01-06

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