EP1259411B1 - Railed vehicle with bodies and at least one chassis - Google Patents

Railed vehicle with bodies and at least one chassis Download PDF

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Publication number
EP1259411B1
EP1259411B1 EP01931486A EP01931486A EP1259411B1 EP 1259411 B1 EP1259411 B1 EP 1259411B1 EP 01931486 A EP01931486 A EP 01931486A EP 01931486 A EP01931486 A EP 01931486A EP 1259411 B1 EP1259411 B1 EP 1259411B1
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EP
European Patent Office
Prior art keywords
rail vehicle
vehicle according
chassis
push
friction ring
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Expired - Lifetime
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EP01931486A
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German (de)
French (fr)
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EP1259411A1 (en
Inventor
Guido Bieker
Reinhard Pieper
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Mercedes Benz Group AG
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DaimlerChrysler AG
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Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Priority to DK01931486T priority Critical patent/DK1259411T3/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies

Definitions

  • the invention relates to a rail vehicle with car body and at least one landing gear according to the preamble of claim 1.
  • Multi-unit rail vehicles such as trams due the rotary coupling of the chassis with the car body around the vertical axis of rotation and due to the arrangement of the link elements of the car body in connection with the length of the carriage overhang of the head module and end module high Wheelset leaders of the leading wheel.
  • a reduction in Radsatz Installations disclosed can be achieved with an elastic tuning of the torsional stiffness between the chassis and Car body. The difficulty is in the available limited space required the necessary elasticity in the required Force level and the high power density to realize.
  • Rubber-metal components are not at the required power density sufficiently durable.
  • the invention is based on the object for a rail vehicle improved rotational coupling of at least one chassis with the car body or specify a suitable for this purpose rotary coupling element.
  • the achievable with the present invention consist in particular that the proposed rotary coupling element in the available limited space the necessary elasticity at the required high level of force and the high power density realized while maintaining a long life having.
  • spring stiffness is the dynamics of the vehicle significantly improved by the achieved damping of the relative movement.
  • the proposed friction rings of the Anlenkstangen realize spring stiffness and Damping in a single element.
  • Another alternative is the training of the Rotary coupling element as a fluid-suspension and damping element.
  • Anschstangen additionally meet the function of transmitting the longitudinal forces from acceleration and deceleration of the vehicle.
  • Fig. 1 is a view of a chassis of a rail vehicle is shown.
  • the Chassis 1 has in a well-known manner on a chassis frame - where a cross member of this chassis frame is designated by numeral 2.
  • chassis 1 and car body two Anschstangen 6, 7 with predetermined spring stiffness and given damping as Rotary coupling elements provided. They are in the transverse direction of the vehicle seen at a distance from each other.
  • the articulated attachment of this Anlenkstangen 6, 7 takes place on the one hand via first mounting devices 8 Consoles 9 of the car body and on the other hand on second mounting devices 10 on the cross member 2 of the chassis frame.
  • Fig. 2 is a side view of the chassis of the rail vehicle of FIG. 1st (partially cut) shown. It is the cross member 2 of the chassis frame or chassis 1 with second mounting device 10 and a console 9 of the Car body with first mounting device 8 to recognize, wherein the Anlenkstange 7 and 6 articulated with two mounting devices 8, 10 connected is. Furthermore, the waves 4 with wheels 5 can be seen.
  • Fig. 3 is a section through a Anlenkstange 6, 7 first embodiment shown.
  • the articulation rod 7 has a guided in a universal housing train / push rod 11 on.
  • the universal housing consists essentially of a sleeve 12, which on both end faces by means of a first head piece 13 and a second Headpiece 14 is completed.
  • the first header 13 has an integrated Rod guide 15, in which the respect to the housing inner end of the Pull / push rod 11 engages.
  • a movement space 25 in the first header 13 provides the free translational mobility of the train / push rod 11 safe.
  • the second headpiece 14 has a bore for guiding the pull / push rod 11.
  • the cross through this hole end of the train / push rod 11 has a second Fastening device 17, which for the articulated engagement of the above mentioned second mounting device 10 is suitable.
  • the inside of the Universal housing guided section of train / push rod 11 is centered with a Train / pressure piece 18 provided, which has a to the inner diameter of the sleeve 12th has matched outer diameter.
  • the proposed solution preferably provides that in addition to the spring stiffness a damping parallel to the spring stiffness a has positive influence on the reduction of Radsatz Installations kit.
  • a damping parallel to the spring stiffness a has positive influence on the reduction of Radsatz Installations kit.
  • the friction rings or friction ring sets This is a very Space-saving and weight-saving solution.
  • the friction rings deliver through their elastic expansion the desired spring stiffness and as a result of friction connected pushing the desired damping.
  • the embodiment shown in FIG. 3 corresponds to a variant with insert of two concentrically arranged friction ring sets.
  • This variant can be the spring force of the connecting rod or the hereby formed Increase rotational coupling element in the desired manner.
  • Further Variants with only one friction ring set in both directions of movement (Spring directions) or with more than two concentrically arranged friction ring sets in both directions of movement can be realized in the same way. Further Variants result from the fact that not a complete for each spring direction Set of friction elements is provided, but alternatively double-acting Friction rings are used.
  • the desired spring characteristic can be in a universal housing Set variable by selecting the type and number of friction rings, each by Arrangement of the friction rings (concentric or non-concentric, single-sided or double-acting) variable on the available space can be received.
  • This achieved variability is very useful as a result of Changes in the geometry and mass distribution of the vehicle for different vehicles according tuned different Spring characteristics are required.
  • a spring characteristic may be required be, in which the end force is increased with a larger travel.
  • the slotted friction rings are To friction rings that are not closed in the circumferential direction but slotted.
  • the Spiral spring would be in the space between train / push rod 11 and the inner Friction rings (friction ring 23) in the axial direction centered around the pull / push rod 11 to arrange on both sides.
  • Paragraph 20 marks this room for the arrangement of Coil spring.
  • Fig. 4 shows the top view of an alternatively formed rail vehicle.
  • the Anlenkstangen 6 ', 7', 27 and 28 are here conventional dampers, with which so accomplished the aspired damping becomes.
  • the realization of the desired spring stiffness by means of known Spring elements 27, 28, such as coil springs, disc springs or the like ..
  • the articulation of this Anlenkstangen 6 ', 7', 27, 28 again takes place on the one hand on the first Mounting devices to consoles of the car body and on the other hand second mounting devices on the cross member of the vehicle frame.
  • Fig. 5 is a section through a coupling rod second embodiment is shown.
  • This articulation rod 27, instead of the Anlenkstangen 6, 7 with their friction rings can be used, is hydraulically effective and has an outer housing 30, a tension housing 31, a pressure housing 32, a fluid housing 33 and a Pull / push rod 34 with piston 35.
  • the from the fluid housing 33 and piston crown limited interior is filled with a fluid 36, which within certain Borders is compressible.
  • As the fluid 36 a low-viscosity silicone or a find highly viscous rubber use.
  • the for mounting to chassis and Car body suitable articulated fastening devices Pull / push rod and housing are formed as shown in Fig. 3. This Anlenkstange thus causes again in a single component damping and Spring stiffness.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Dampers (AREA)
  • Braking Arrangements (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

A railed vehicle with bodies and at least one chassis is disclosed, rotatably mounted about a vertical axis, whereby rotating coupling elements are provided between chassis and body. At least two tie rods ( 6, 7, 6', 7', 27, 28, 29 ) with predetermined spring rate and damping are arranged as torque coupling elements between chassis ( 1, 26 ) and body, with a predetermined separation in the transverse direction of the chassis. The tie rods ( 6, 7, 6', 7', 27, 28, 29 ) are each flexibly connected to brackets ( 9 ) on the body, at one end and to a transverse support ( 2 ) of the chassis frame, at the other end. A tie rod ( 6, 7, 6', 7', 27, 28 ) comprises a universal housing, with a shell ( 12 ) and end head pieces ( 13, 14 ), which guides a push-/pull-rod ( 11 ), whereby, within said universal housing at least one friction ring set is mounted and which can be operated by a push-/pull-segment ( 18 ) of the push-/pull-rod ( 11 ).

Description

Die Erfindung bezieht sich auf ein Schienenfahrzeug mit Wagenkasten und mindestens einem Fahrwerk gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a rail vehicle with car body and at least one landing gear according to the preamble of claim 1.

Mehrgliedrige Schienenfahrzeuge, wie beispielsweise Straßenbahnen haben infolge der Drehkopplung des Fahrwerks mit dem Wagenkasten um die vertikale Drehachse und infolge der Anordnung der Gliederelemente des Wagenkastens in Verbindung mit der Länge des Wagenüberhangs des Kopfmoduls und Endmoduls hohe Radsatzführungskräfte des führenden Rades. Diese Radsatzführungskräfte nehmen mit zunehmender Fahrgeschwindigkeit und abnehmender Länge des Übergangsbogens zu. Eine Reduzierung der Radsatzführungskräfte erreicht man mit einer elastischen Abstimmung der Drehsteifigkeit zwischen Fahrwerk und Wagenkasten. Dabei besteht die Schwierigkeit darin, in dem zur Verfügung stehenden begrenzten Bauraum die notwendige Elastizität beim geforderten Kraftniveau und der hohen Leistungsdichte zu realisieren.Multi-unit rail vehicles, such as trams due the rotary coupling of the chassis with the car body around the vertical axis of rotation and due to the arrangement of the link elements of the car body in connection with the length of the carriage overhang of the head module and end module high Wheelset leaders of the leading wheel. Take these wheelset executives with increasing driving speed and decreasing length of the Transition arc too. A reduction in Radsatzführungskräfte can be achieved with an elastic tuning of the torsional stiffness between the chassis and Car body. The difficulty is in the available limited space required the necessary elasticity in the required Force level and the high power density to realize.

Allgemein bekannte und als Drehkopplungselemente eingesetzte Gummimetallkomponenten sind bei der geforderten Leistungsdichte nicht ausreichend haltbar.Generally known and used as a rotary coupling elements Rubber-metal components are not at the required power density sufficiently durable.

Der Erfindung liegt die Aufgabe zugrunde, für ein Schienenfahrzeug eine verbesserte Drehkopplung des mindestens einen Fahrwerks mit dem Wagenkasten bzw. ein hierfür geeignetes Drehkopplungselement anzugeben.The invention is based on the object for a rail vehicle improved rotational coupling of at least one chassis with the car body or specify a suitable for this purpose rotary coupling element.

Diese Aufgabe wird in Verbindung mit den Merkmalen des Oberbegriffes erfindungsgemäß durch die im Anspruch 1 gekennzeichneten Merkmale gelöst.This task is combined with the characteristics of the generic term solved according to the invention by the features characterized in claim 1.

Die mit der Erfindung erzielbaren Vorteile bestehen insbesondere darin, daß das vorgeschlagene Drehkopplungselement in dem zur Verfügung stehenden begrenzten Bauraum die notwendige Elastizität beim geforderten hohen Kraftniveau und der hohen Leistungsdichte realisiert und gleichzeitig eine hohe Lebensdauer aufweist. Neben der Wirkung der Federsteifigkeit wird die Dynamik des Fahrzeuges durch die erzielte Dämpfung der Relativbewegung deutlich verbessert. Insgesamt ergibt sich eine signifikante Reduzierung der Radsatzführungskräfte. Die vorgeschlagenen Reibringe der Anlenkstangen realisieren Federsteifigkeit und Dämpfung in einem einzigen Element. Alternativ hierzu ist es jedoch auch möglich, Federsteifigkeit und Dämpfung in getrennten Baukomponenten (Anlenkstangen) zu realisieren. Eine weitere Alternative hierzu ist die Ausbildung des Drehkopplungselementes als Fluid-Federungs- und Dämpfungselement.The achievable with the present invention consist in particular that the proposed rotary coupling element in the available limited space the necessary elasticity at the required high level of force and the high power density realized while maintaining a long life having. In addition to the effect of spring stiffness is the dynamics of the vehicle significantly improved by the achieved damping of the relative movement. A total of There is a significant reduction in the wheelset management. The proposed friction rings of the Anlenkstangen realize spring stiffness and Damping in a single element. Alternatively, it is also possible Spring stiffness and damping in separate structural components (connecting rods) too realize. Another alternative is the training of the Rotary coupling element as a fluid-suspension and damping element.

Die als Drehkopplungselemente vorgeschlagenen Anlenkstangen erfüllen zusätzlich die Funktion der Übertragung der Längskräfte aus Beschleunigung und Verzögerung des Fahrzeuges.The proposed as rotary coupling elements Anlenkstangen additionally meet the function of transmitting the longitudinal forces from acceleration and deceleration of the vehicle.

Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen gekennzeichnet.Advantageous embodiments of the invention are in the subclaims characterized.

Weitere Vorteile der vorgeschlagenen Drehkopplungselemente ergeben sich aus der nachstehenden Beschreibung.Further advantages of the proposed rotary coupling elements emerge from the description below.

Die Erfindung wird nachstehend anhand der in der Zeichnung dargestellten Ausführungsbeispiele näher erläutert. Es zeigen:

Fig. 1
eine Sicht auf ein Fahrwerk eines Schienenfahrzeuges,
Fig. 2
eine Seitenansicht eines Fahrwerkes eines Schienenfahrzeuges nach Fig. 1 (teilweise geschnitten),
Fig. 3
einen Längsschnitt durch eine Anlenkstange erster Ausführungsform,
Fig. 4
eine Sicht auf ein bezüglich des Gegenstandes der Fig. 1 alternativ ausgebildetes Fahrwerk eines Schienenfahrzeugs und
Fig. 5
einen Längsschnitt durch eine Anlenkstange zweiter Ausführungsform.
The invention is explained below with reference to the embodiments illustrated in the drawings. Show it:
Fig. 1
a view of a chassis of a rail vehicle,
Fig. 2
a side view of a chassis of a rail vehicle of FIG. 1 (partially cut),
Fig. 3
a longitudinal section through a connecting rod of the first embodiment,
Fig. 4
a view of a with respect to the subject of FIG. 1 alternatively trained chassis of a rail vehicle and
Fig. 5
a longitudinal section through a coupling rod second embodiment.

In Fig. 1 ist eine Sicht auf ein Fahrwerk eines Schienenfahrzeuges dargestellt. Das Fahrwerk 1 weist in allgemein bekannter Weise einen Fahrwerkrahmen auf - wobei ein Querträger dieses Fahrwerkrahmens mit Ziffer 2 bezeichnet ist. Es sind Federelemente 3 des Fahrwerks sowie die vom Fahrwerk geführten Wellen 4 mit Rädern 5 zu erkennen.In Fig. 1 is a view of a chassis of a rail vehicle is shown. The Chassis 1 has in a well-known manner on a chassis frame - where a cross member of this chassis frame is designated by numeral 2. There are Spring elements 3 of the chassis and guided by the chassis shafts 4 with To recognize wheels 5.

Erfindungsgemäß sind zwischen Fahrwerk 1 und Wagenkasten zwei Anlenkstangen 6, 7 mit vorgegebener Federsteifigkeit und vorgegebener Dämpfung als Drehkopplungselemente vorgesehen. Sie sind in Querrichtung des Fahrzeuges gesehen mit Abstand zueinander angeordnet. Die gelenkige Befestigung dieser Anlenkstangen 6, 7 erfolgt einerseits über erste Montagevorrichtungen 8 an Konsolen 9 des Wagenkastens und andererseits über zweite Montagevorrichtungen 10 am Querträger 2 des Fahrwerkrahmens.According to the invention between chassis 1 and car body two Anlenkstangen 6, 7 with predetermined spring stiffness and given damping as Rotary coupling elements provided. They are in the transverse direction of the vehicle seen at a distance from each other. The articulated attachment of this Anlenkstangen 6, 7 takes place on the one hand via first mounting devices 8 Consoles 9 of the car body and on the other hand on second mounting devices 10 on the cross member 2 of the chassis frame.

In Fig. 2 ist eine Seitenansicht des Fahrwerkes des Schienenfahrzeuges nach Fig. 1 (teilweise geschnitten) dargestellt. Es sind der Querträger 2 des Fahrwerkrahmens bzw. Fahrwerks 1 mit zweiter Montagevorrichtung 10 sowie eine Konsole 9 des Wagenkastens mit erster Montagevorrichtung 8 zu erkennen, wobei die Anlenkstange 7 bzw. 6 gelenkig mit beiden Montagevorrichtungen 8, 10 verbunden ist. Des weiteren sind die Wellen 4 mit Rädern 5 erkennbar.In Fig. 2 is a side view of the chassis of the rail vehicle of FIG. 1st (partially cut) shown. It is the cross member 2 of the chassis frame or chassis 1 with second mounting device 10 and a console 9 of the Car body with first mounting device 8 to recognize, wherein the Anlenkstange 7 and 6 articulated with two mounting devices 8, 10 connected is. Furthermore, the waves 4 with wheels 5 can be seen.

In Fig. 3 ist ein Schnitt durch eine Anlenkstange 6, 7 erster Ausführungsform gezeigt. Die Anlenkstange 7 weist eine in einem Universalgehäuse geführte Zug/Druckstange 11 auf. Das Universalgehäuse besteht im wesentlichen aus einer Hülse 12 , welche an beiden Stirnseiten mittels eines ersten Kopfstückes 13 und eines zweiten Kopfstückes 14 abgeschlossen ist. Das erste Kopfstück 13 besitzt eine integrierte Stangenführung 15, in welche das bezüglich des Gehäuses innere Ende der Zug/Druckstange 11 eingreift. Ein Bewegungsraum 25 im ersten Kopfstück 13 stellt die freie translatorische Beweglichkeit der Zug/Druckstange 11 sicher. Des weiteren besitzt das erste Kopfstück 14 eine erste Befestigungsvorrichtung 16, welche zum gelenkigen Eingriff der vorstehend erwähnten ersten Montagevorrichtung 8 geeignet ist. In Fig. 3 is a section through a Anlenkstange 6, 7 first embodiment shown. The articulation rod 7 has a guided in a universal housing train / push rod 11 on. The universal housing consists essentially of a sleeve 12, which on both end faces by means of a first head piece 13 and a second Headpiece 14 is completed. The first header 13 has an integrated Rod guide 15, in which the respect to the housing inner end of the Pull / push rod 11 engages. A movement space 25 in the first header 13 provides the free translational mobility of the train / push rod 11 safe. Furthermore has the first header 14, a first fastening device 16, which for articulated engagement of the aforementioned first mounting device 8 suitable is.

Das zweite Kopfstück 14 besitzt eine Bohrung zur Führung der Zug/Druckstange 11. Das durch diese Bohrung greifende Ende der Zug/Druckstange 11 weist eine zweite Befestigungsvorrichtung 17 auf, welche zum gelenkigen Eingriff der vorstehend erwähnten zweiten Montagevorrichtung 10 geeignet ist. Der innerhalb des Universalgehäuses geführte Abschnitt der Zug/Druckstange 11 ist mittig mit einem Zug/Druckstück 18 versehen, welches einen an den Innendurchmesser der Hülse 12 angepaßten Außendurchmesser hat. Durch das Zug/Druckstück 18 wird der Innenraum des Universalgehäuses in zwei Teilräume von ungefähr gleicher Größe unterteilt.The second headpiece 14 has a bore for guiding the pull / push rod 11. The cross through this hole end of the train / push rod 11 has a second Fastening device 17, which for the articulated engagement of the above mentioned second mounting device 10 is suitable. The inside of the Universal housing guided section of train / push rod 11 is centered with a Train / pressure piece 18 provided, which has a to the inner diameter of the sleeve 12th has matched outer diameter. By the train / pressure piece 18 of the Interior of the universal housing in two compartments of approximately the same size divided.

Im ersten Teilraum sind erste äußere Reibringe bzw. ein erster äußerer Reibringsatz 19 und erste innere Reibringe bzw. ein erster innerer Reibringsatz 20 angeordnet, wobei die beiden ersten Reibringsätze 19, 20 konzentrisch angeordnet und mittels einer Zwischenhülse 21 voneinander getrennt sind. Im zweiten Teilraum sind in gleicher Art und Weise zweite äußere Reibringe bzw. ein zweiter äußerer Reibringsatz 22 und zweite innere Reibringe bzw. ein zweiter innerer Reibringsatz 23 angeordnet, wobei die beiden zweiten Reibringsätze 22, 23 konzentrisch angeordnet und mittels einer Zwischenhülse 24 voneinander getrennt sind.In the first subspace are first outer friction rings and a first outer friction ring set 19 and first inner friction rings or a first inner friction ring set 20, wherein the two first friction ring sets 19, 20 arranged concentrically and by means of an intermediate sleeve 21 are separated from each other. In the second subspace are in the same way second outer friction rings and a second outer Reibring set 22 and second inner friction rings and a second inner friction ring 23rd arranged, wherein the two second friction ring sets 22, 23 arranged concentrically and separated by an intermediate sleeve 24.

Wird aufgrund der Auslenkung des Fahrwerks 1 bzw. des Fahrwerkrahmens 2 die Auslenkstange 6 oder 7 gemäß Fig. 3 zusammengedrückt, so verkleinert sie den Bewegungsraum 25. Über das Zug/Druckstück 18 werden bei dieser Bewegung wie im ersten Teilring die äußeren Reibringe 19 durch ein Aufschieben der inneren Reibringe 20 geweitet. Die inneren Reibringe 20 laufen längs der geneigten Kontaktflächen auf den äußeren Reibringen 19 auf, was zu der erwähnten Aufweitung der Reibringe 19 führt. Hierdurch wird durch Reibung in der erwünschten Weise die Bewegungsenergie in Wärmeenergie umgewandelt. Bei dieser Bewegung der Zug/Druckstange in den Bewegungsraum 25 bleiben die Reibringe 22, 23 des zweiten Teilraumes unbeeinflußt.Is due to the deflection of the chassis 1 and the chassis frame 2, the Deflection bar 6 or 7 compressed as shown in FIG. 3, so it reduces the Movement space 25. About the train / pressure piece 18 are in this movement as in the first part ring, the outer friction rings 19 by sliding the inner Friction rings 20 widened. The inner friction rings 20 run along the inclined Contact surfaces on the outer friction rings 19 on, resulting in the mentioned Widening of the friction rings 19 leads. As a result, by friction in the desired Way the kinetic energy is converted into heat energy. In this movement the train / push rod in the movement space 25 remain the friction rings 22, 23 of the second subspace unaffected.

Wird hingegen die Zug/Druckstange 11 gemäß der Zeichnung nach oben bewegt, wobei sich der Bewegungsraum 25 vergrößert, so tritt an den Reibringen bzw. Reibringsätzen 22, 23 im zweiten Teilraum die gleiche Wirkung wie beim Nachuntenbewegen der Stange 11 bei den Ringen 19, 20 im ersten Teilraum auf. If, on the other hand, the pull / push rod 11 is moved upward in accordance with the drawing, wherein the movement space 25 increases, so occurs at the friction rings or Reibringsätzen 22, 23 in the second compartment the same effect as the Move down the rod 11 at the rings 19, 20 in the first subspace.

Somit erfolgt die Energieumsetzung von Bewegungs- in Wärmeenergie im zweiten Teilraum. Die Reibringe 19 und 20 des ersten Teilraums sind in gleicher Weise hieran unbeteiligt.Thus, the energy conversion of motion into heat energy takes place in the second Subspace. The friction rings 19 and 20 of the first subspace are the same hereby uninvolved.

Wie bereits vorstehend erwähnt, sieht die vorgeschlagene Lösung vorzugsweise vor, daß neben der Federsteifigkeit eine Dämpfung parallel zur Federsteifigkeit einen positiven Einfluß auf die Reduzierung der Radsatzführungskräfte hat. Realisiert werden gewünschte Federsteifigkeit und gewünschte Dämpfung vorteilhaft durch ein einziges Bauelement, die Reibringe bzw. Reibringsätze. Dies ist eine sehr raumsparende und gewichtssparende Lösung. Die Reibringe liefern durch ihre elastische Aufweitung die gewünschte Federsteifigkeit und infolge des mit Reibung verbundenen Aufschiebens die gewünschte Dämpfung.As already mentioned above, the proposed solution preferably provides that in addition to the spring stiffness a damping parallel to the spring stiffness a has positive influence on the reduction of Radsatzführungskräfte. implemented be desired spring stiffness and desired damping advantageous by a single component, the friction rings or friction ring sets. This is a very Space-saving and weight-saving solution. The friction rings deliver through their elastic expansion the desired spring stiffness and as a result of friction connected pushing the desired damping.

Die in Fig. 3 gezeigte Ausführungsform entspricht dabei einer Variante mit Einsatz von zwei konzentrisch angeordneten Reibringsätzen. Mit dieser Variante läßt sich die Federkraft der Anlenkstange bzw. des hiermit gebildeten Drehkopplungselementes in gewünschter Weise erhöhen. Dagegen kann man durch die Wahl der Anzahl der Reibringe den gewünschten Federweg festlegen. Weitere Varianten mit jeweils nur einem Reibringsatz in beiden Bewegungsrichtungen (Federrichtungen) oder mit mehr als zwei konzentrisch angeordneten Reibringsätzen in beiden Bewegungsrichtungen sind in gleicher Weise realisierbar. Weitere Varianten ergeben sich dadurch, daß nicht für jede Federrichtung ein kompletter Satz Reibelemente vorgesehen ist, sondern alternativ doppelseitig wirkende Reibringe eingesetzt werden.The embodiment shown in FIG. 3 corresponds to a variant with insert of two concentrically arranged friction ring sets. With this variant can be the spring force of the connecting rod or the hereby formed Increase rotational coupling element in the desired manner. In contrast, you can by the choice of the number of friction rings determine the desired travel. Further Variants with only one friction ring set in both directions of movement (Spring directions) or with more than two concentrically arranged friction ring sets in both directions of movement can be realized in the same way. Further Variants result from the fact that not a complete for each spring direction Set of friction elements is provided, but alternatively double-acting Friction rings are used.

Insgesamt läßt sich also in einem Universalgehäuse die gewünschte Federkennlinie durch Wahl der Art und Anzahl der Reibringe variabel einstellen, wobei jeweils durch Anordnung der Reibringe (konzentrisch oder nicht konzentrisch, einseitig oder doppelseitig wirkend) variabel auf den zur Verfügung stehenden Bauraum eingegangen werden kann. Diese erzielte Variabilität ist sehr nützlich, da infolge von Änderungen der Geometrie und der Massenverteilung des Fahrzeuges für unterschiedliche Fahrzeuge entsprechend abgestimmte unterschiedliche Federkennlinien erforderlich sind. Beispielsweise kann eine Federkennlinie gefordert sein, bei der die Endkraft bei größerem Federweg erhöht ist. Andererseits kann es für einen hierzu unterschiedlichen Anwendungsfall gefordert sein, daß die Endkraft bei größerem Federweg reduziert ist. Alle Kombinationen von Federweg zu Endkraft sind somit realisierbar, d. h. die Erfindung ermöglicht eine kostensparende Umsetzung dieser unterschiedlichen und für den jeweiligen Anwendungsfall spezifischen Forderungen.Overall, therefore, the desired spring characteristic can be in a universal housing Set variable by selecting the type and number of friction rings, each by Arrangement of the friction rings (concentric or non-concentric, single-sided or double-acting) variable on the available space can be received. This achieved variability is very useful as a result of Changes in the geometry and mass distribution of the vehicle for different vehicles according tuned different Spring characteristics are required. For example, a spring characteristic may be required be, in which the end force is increased with a larger travel. On the other hand it can be required for a purpose different application, that the final force is reduced at a greater travel. All combinations of travel from end to end are thus feasible, d. H. the invention enables a cost-saving Implementation of these different and for each application specific demands.

Zur Vorspannung der Reibringe können geschlitzte Reibringe oder eine zusätzliche Spiralfeder zum Einsatz kommen. Bei den geschlitzten Reibringen handelt es sich um Reibringe, die in Umfangsrichtung nicht geschlossen sondern geschlitzt sind. Die Spiralfeder wäre im Raum zwischen Zug/Druckstange 11 und den inneren Reibringen (Reibringsatz 23) in Achsenrichtung zentrisch um die Zug/Druckstange 11 beidseitig anzuordnen. Ziffer 20 markiert diesen Raum für die Anordnung der Spiralfeder.To bias the friction rings slotted friction rings or an additional Spiral spring are used. The slotted friction rings are To friction rings that are not closed in the circumferential direction but slotted. The Spiral spring would be in the space between train / push rod 11 and the inner Friction rings (friction ring 23) in the axial direction centered around the pull / push rod 11 to arrange on both sides. Paragraph 20 marks this room for the arrangement of Coil spring.

Fig. 4 zeigt die Draufsicht eines alternativ ausgebildeten Schienenfahrzeugs. Im Unterschied zum Fahrwerk 1 gemäß Fig. 1 und 2 sind bei dem Fahrwerk 26 Anlenkstangen 6', 7', 27 und 28 zwischen Fahrwerk 26 und Wagenkasten als Drehkopplungselemente wiederum bezüglich der Querrichtung des Fahrzeugs mit Abstand zueinander angeordnet. Die Anlenkstangen 6' und 7' sind hierbei herkömmliche Dämpfer, mit denen also die anzustrebende Dämpfung bewerkstelligt wird. Die Realisierung der erwünschten Federsteifigkeit erfolgt mittels bekannter Federelemente 27, 28, wie Spiralfedern, Tellerfedern od.dgl.. Die Anlenkung dieser Anlenkstangen 6', 7', 27, 28 erfolgt wiederum einerseits über die erste Montagevorrichtungen an Konsolen des Wagenkastens und andererseits über zweite Montagevorrichtungen am Querträger des Fahrzeugrahmens.Fig. 4 shows the top view of an alternatively formed rail vehicle. In contrast to the chassis 1 shown in FIG. 1 and 2 are in the chassis 26th Anlenkstangen 6 ', 7', 27 and 28 between the chassis 26 and the car body as Rotary coupling elements in turn with respect to the transverse direction of the vehicle with Spaced apart. The Anlenkstangen 6 'and 7' are here conventional dampers, with which so accomplished the aspired damping becomes. The realization of the desired spring stiffness by means of known Spring elements 27, 28, such as coil springs, disc springs or the like .. The articulation of this Anlenkstangen 6 ', 7', 27, 28 again takes place on the one hand on the first Mounting devices to consoles of the car body and on the other hand second mounting devices on the cross member of the vehicle frame.

In Fig. 5 ist ein Schnitt durch eine Anlenkstange zweiter Ausführungsform dargestellt. Diese Anlenkstange 27, die anstelle der Anlenkstangen 6, 7 mit ihren Reibringen eingesetzt werden kann, ist hydraulisch wirksam und besitzt ein Außengehäuse 30, ein Zuggehäuse 31, ein Druckgehäuse 32, ein Fluidgehäuse 33 sowie eine Zug/Druckstange 34 mit Kolben 35. Der vom Fluidgehäuse 33 und Kolbenboden begrenzte Innenraum ist mit einem Fluid 36 gefüllt, welches innerhalb bestimmter Grenzen kompressibel ist. Als Fluid 36 kann ein niedrig viskoses Silikon oder ein hochviskoser Gummi Verwendung finden. Die zur Montage an Fahrwerk und Wagenkasten geeigneten gelenkigen Befestigungsvorrichtungen an Zug/Druckstange und Gehäuse sind wie unter Fig. 3 ausgebildet. Diese Anlenkstange bewirkt somit wiederum in einem einzigen Bauelement Dämpfung und Federsteifigkeit. In Fig. 5 is a section through a coupling rod second embodiment is shown. This articulation rod 27, instead of the Anlenkstangen 6, 7 with their friction rings can be used, is hydraulically effective and has an outer housing 30, a tension housing 31, a pressure housing 32, a fluid housing 33 and a Pull / push rod 34 with piston 35. The from the fluid housing 33 and piston crown limited interior is filled with a fluid 36, which within certain Borders is compressible. As the fluid 36, a low-viscosity silicone or a find highly viscous rubber use. The for mounting to chassis and Car body suitable articulated fastening devices Pull / push rod and housing are formed as shown in Fig. 3. This Anlenkstange thus causes again in a single component damping and Spring stiffness.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

11
Fahrwerklanding gear
22
Querträger des FahrwerkrahmensCross member of the chassis frame
33
Federelementespring elements
44
Wellewave
55
Radwheel
66
Anlenkstangecoupling rod
77
Anlenkstangecoupling rod
88th
erste Montagevorrichtungfirst mounting device
99
Konsole des WagenkastensConsole of the car body
1010
zweite Montagevorrichtungsecond mounting device
1111
Zug/DruckstangeTrain / pressure rod
1212
Hülseshell
1313
erstes Kopfstückfirst head piece
1414
zweites Kopfstücksecond head piece
1515
Stangenführungrod guide
1616
erste Befestigungsvorrichtungfirst fastening device
1717
zweite Befestigungsvorrichtungsecond fastening device
1818
Zug/DruckstückTrain / pressure piece
1919
erster äußerer Reibringsatzfirst outer friction ring
2020
erster innerer Reibringsatzfirst inner friction ring
2121
Zwischenhülseintermediate sleeve
2222
zweiter äußerer Reibringsatzsecond outer friction ring set
2323
zweiter innerer Reibringsatzsecond inner friction ring
2424
Zwischenhülseintermediate sleeve
2525
Bewegungsraummovement space
2626
Fahrwerklanding gear
2727
Anlenkstange (Federelement)Connecting rod (spring element)
2828
Anlenkstange (Federelement)Connecting rod (spring element)
2929
hydraulisch wirkende Anlenkstangehydraulically acting link rod
3030
Außengehäuseouter casing
3131
Zuggehäusecable housing
3232
Druckgehäusepressure housing
3333
Fluidgehäusefluid housing
3434
Zug/DruckstangeTrain / pressure rod
3535
Kolbenpiston
3636
Fluidfluid

Claims (11)

  1. A rail vehicle with a railcar body and at least one bogie, which is mounted so as to be capable of rotating about a vertical axis of rotation, rotary coupling elements being provided between the bogie and railcar body, characterized in that at least two coupling rods (6, 7, 6', 7', 27, 28, 29, 40, 41), which are arranged at a distance from one another in the transverse direction of the vehicle and which have a predefined spring stiffness and damping as rotary coupling elements are provided between the bogie (1, 26) and railcar body.
  2. Rail vehicle according to Claim 1, characterized in that the predefined spring stiffness and the damping of the rotary coupling elements are implemented (Fig. 4) by means of separate components (6', 7', 27, 28).
  3. Rail vehicle according to Claim 1 and/or 2, characterized in that the coupling rods (6, 7, 6', 7', 27, 28, 29) are attached, in each case in an articulated fashion, to the brackets (9) of the railcar body on the one hand and to a transverse carrier (2) of the bogie frame on the other.
  4. Rail vehicle according to any one of the preceding claims, characterized in that a coupling rod (6, 7) has a universal casing which is made up of a sleeve (12) and frame ends (13, 14) at the ends, which universal casing guides a push/pull rod (11), at least one friction ring set, which can be actuated by means of a push/pull element (18) of the push/pull rod (11), being mounted within the universal casing.
  5. Rail vehicle according to Claim 4, characterized by at least one dual-action friction ring set.
  6. Rail vehicle according to Claim 4, characterized by at least two friction ring sets, which are each single-action friction ring sets.
  7. Rail vehicle according to Claim 5 or 6, characterized by at least two concentrically arranged friction ring sets (19, 20, 22, 23).
  8. Rail vehicle according to any one of Claims 4 to 7, characterized by a helical spring for pre-stressing the friction rings.
  9. Rail vehicle according to any one of Claims 4 to 7, characterized by slotted friction rings for pre-stressing the friction rings.
  10. Rail vehicle according to Claim 1, characterized in that hydraulically acting coupling rods (29) are used.
  11. Rail vehicle according to Claim 10, characterized by coupling rods (29) with a fluid (36), which can be compressed within certain limits and which is located in an interior space, that is bounded by a fluid casing (33) and a piston (35) of a push/pull rod (34).
EP01931486A 2000-03-03 2001-02-28 Railed vehicle with bodies and at least one chassis Expired - Lifetime EP1259411B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DK01931486T DK1259411T3 (en) 2000-03-03 2001-02-28 Rail tool with trolley and at least one bogie

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10010610 2000-03-03
DE10010610A DE10010610A1 (en) 2000-03-03 2000-03-03 Rail vehicle with body and several bogies has rotary coupling elements of parallel articulated rods with pre-selected spring rigidity and damping effect
PCT/EP2001/002219 WO2001064493A1 (en) 2000-03-03 2001-02-28 Railed vehicle with bodies and at least one chassis

Publications (2)

Publication Number Publication Date
EP1259411A1 EP1259411A1 (en) 2002-11-27
EP1259411B1 true EP1259411B1 (en) 2004-12-22

Family

ID=7633515

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01931486A Expired - Lifetime EP1259411B1 (en) 2000-03-03 2001-02-28 Railed vehicle with bodies and at least one chassis

Country Status (8)

Country Link
US (1) US6923125B2 (en)
EP (1) EP1259411B1 (en)
AT (1) ATE285351T1 (en)
CA (1) CA2402006C (en)
DE (2) DE10010610A1 (en)
ES (1) ES2238045T3 (en)
PT (1) PT1259411E (en)
WO (1) WO2001064493A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009096811A1 (en) * 2008-01-30 2009-08-06 Eduard Petrovich Dergachev Rod for the bogie of a railway transportation means
EP2500233B1 (en) * 2011-03-16 2014-03-05 Bombardier Transportation GmbH Rail vehicle unit with a traction linkage
AT526524B1 (en) * 2023-04-28 2024-04-15 Siemens Mobility Austria Gmbh Damping coupling device and rail vehicle assembly

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE731139C (en) * 1939-05-23 1943-02-02 Maybach Motorenbau G M B H Device for reducing the axle load on at least two-axle bogies, especially driving bogies for high-speed railcars
US4457238A (en) * 1978-03-27 1984-07-03 Urban Transportation Development Corporation Ltd. Railway truck; pivotal connection
CH628842A5 (en) * 1978-04-10 1982-03-31 Sig Schweiz Industrieges BODY SPRING SYSTEM.
CH659803A5 (en) * 1982-07-16 1987-02-27 Sig Schweiz Industrieges OVERLOCK DAMPING ARRANGEMENT FOR ROTARY RAIL RAIL VEHICLES.
IT1214848B (en) * 1984-11-02 1990-01-18 Fiat Ferroviaria Savigliano TWO-AXLE CENTRAL BEARING TROLLEY FOR RAILWAY VEHICLES WITH TWO OR MORE ARTICULATED BOXES
DE3914790A1 (en) * 1989-05-05 1990-11-08 Bergische Stahlindustrie TOW AND PUSH DEVICE FOR MEDIUM BUFFER CLUTCHES OF RAIL VEHICLES
DE3930749A1 (en) 1989-09-14 1991-03-28 Bergische Stahlindustrie EXTREMELY SHORT HIGH PERFORMANCE TOW ROD FOR MEDIUM COUPLINGS
AT403267B (en) * 1991-12-19 1997-12-29 Bombardier Wien Schienen RAIL VEHICLE, IN PARTICULAR LOW-FLOOR VEHICLE
DE4422579C2 (en) * 1993-10-06 1999-03-11 Abb Daimler Benz Transp Composite component as a push-pull rod for rail vehicles
DE4343608C2 (en) * 1993-12-16 1995-10-12 Rexroth Mannesmann Gmbh Arrangement for the transmission of movements and forces between components, in particular of rail vehicles
DE19532833C1 (en) * 1995-08-28 1997-01-02 Inst Schienenfahrzeuge Spring mechanism for rail vehicle running gear
US6244577B1 (en) * 1999-07-12 2001-06-12 Enidine Incorporated Double acting mechanical shock absorber

Also Published As

Publication number Publication date
US6923125B2 (en) 2005-08-02
DE10010610A1 (en) 2001-09-06
EP1259411A1 (en) 2002-11-27
CA2402006A1 (en) 2001-09-07
WO2001064493A1 (en) 2001-09-07
PT1259411E (en) 2005-05-31
CA2402006C (en) 2008-12-02
ATE285351T1 (en) 2005-01-15
US20030221581A1 (en) 2003-12-04
ES2238045T3 (en) 2005-08-16
DE50104880D1 (en) 2005-01-27

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