EP2619065B1 - Véhicule sur rails avec un raccordement, optimisé en termes de poids, du châssis à une caisse - Google Patents
Véhicule sur rails avec un raccordement, optimisé en termes de poids, du châssis à une caisse Download PDFInfo
- Publication number
- EP2619065B1 EP2619065B1 EP11745766.3A EP11745766A EP2619065B1 EP 2619065 B1 EP2619065 B1 EP 2619065B1 EP 11745766 A EP11745766 A EP 11745766A EP 2619065 B1 EP2619065 B1 EP 2619065B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- chassis
- rail vehicle
- weight
- railcar body
- railcar
- 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
- 238000005096 rolling process Methods 0.000 claims description 3
- 206010012411 Derailment Diseases 0.000 description 4
- 239000000872 buffer Substances 0.000 description 4
- 238000009434 installation Methods 0.000 description 4
- 239000000725 suspension Substances 0.000 description 3
- 238000005452 bending Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000000284 resting effect Effects 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
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
Definitions
- the invention relates to a rail vehicle with a weight-optimized connection of the chassis to a car body.
- the way in which the body of a rail vehicle is connected to the chassis has a considerable influence on the dynamic properties of a rail vehicle.
- This connection must meet different requirements.
- a "soft" connection is required, which, however, preclude restrictions, for example, by maintaining the clearance of the track during roll operations.
- Special requirements exist with driven chassis Here, the transfer of train and compressive forces on the car body must be done in an appropriate manner.
- a generic rail vehicle with a weight-optimized connection of the chassis to a car body is from the document US 3,961,584 A known.
- a bogie with a drive or braking system is known, wherein the car body is based on a turntable, which is fixed relative to the box with respect to the carriage longitudinal direction, but can rotate about the vertical axis.
- the turntable is in turn supported on both sides by pivot points on the bogie frame, which is tiltable about the transverse axis relative to the turntable.
- the DE 833 505 shows a bogie with wheelsets mounted in handlebars and arranged in the bogie frame pivot, wherein the resting in the middle of the narrow cross member, axially resiliently formed trunnions connected by means extending in the direction of travel handlebars via so-called Silentblocs with the car body.
- This solution has disadvantages in terms of smoothness and stability, especially at high speeds. It is therefore an object of the invention to further develop the state of the art.
- a rail vehicle with a weight-optimized connection of the type mentioned in which on the chassis frame an upwardly projecting peg-shaped console is provided which projects into a provided on the car body receiving device and in which the recording device the range of motion of the peg-shaped console in limits the way that predetermined roll angle of the car body in the transverse direction and pitch angle of a cross member in the longitudinal direction are not exceeded, with a chassis a low-trailing arm is provided by which the chassis frame is connected to the car body.
- the receiving device has buffers and fixed stops with predetermined stiffness characteristics. This allows the behavior of the limitation to be adapted to the different requirements of proper operation (soft buffer) and of a crash (hard stop).
- the peg-shaped console can be made removable from the chassis frame so as to facilitate installation. It is mounted in the usual way on the cross member.
- the car floor has a closable opening in the car interior in the region of the receiving device. For safety reasons, it is expedient if the receiving device has a lift-off.
- chassis frame is articulated.
- derailment safety is increased and allows a higher load and thus payload on the chassis.
- the receiving device is formed as part of a car body cross member or connected thereto.
- FIG. 1 shows a schematic section through a chassis along a longitudinal axis.
- the chassis has an articulated chassis frame comprising at least one cross member 1 and two longitudinal members 3, which are connected to each other via a frame joint 2.
- the cross member of the chassis frame has an additional degree of freedom about its axis transverse to the direction of travel (rolling or pitch), which can lead to impermissibly high angles or paths in which, for example, the clearance profile is injured or chassis components collide with each other.
- the chassis frame is an upwardly projecting pin-shaped bracket 4, which projects into a provided on the car body 6 receiving device 5.
- the receiving device 5 limits the range of motion of the peg-shaped console 4 in such a way that predetermined roll angle of the car body 6 in the transverse direction and pitch angle of the cross member 1 in the longitudinal direction are not exceeded.
- the receiving device has 5 buffers and fixed stops with predetermined stiffness characteristics. This allows the behavior of the limitation to be adapted to the different requirements. Thus, in normal operation, a soft buffer is useful, while in a crash, a hard stop is provided.
- a low-lying trailing arm 7 is further provided by which the chassis frame is connected to the car body 6.
- the trailing arm 7 is attached to the cross member 1. Due to the low-lying arrangement of the trailing arm 7 are the Radsatzlastunter Kunststoffe between the wheelsets minimized. As a further advantage, the cross member structure must not be broken.
- FIGS. 2 and 3 show further embodiments of the invention with reference to a schematic representation of a section across a rail vehicle.
- the illustrations include a car body 6, which is supported on secondary springs 8 on a chassis frame 9. This has an upwardly projecting pin-shaped bracket 4, which projects into a provided on the car body 6 receiving device 5.
- the receiving device 5 can now either as in Fig. 2 represented by a attached to the bottom of the car body 6, for example, tire-shaped boundary or as in Fig. 3 represented, be formed by a corresponding recess in the bottom of the car body 6.
- the limitation of the rolling motion is as high as possible - sunk in the vehicle floor.
- an upper rail edge higher roll pole is achieved and reduces the roll angle of the car body.
- the vertical stiffness of the primary and / or secondary suspension can be reduced at a constant roll angle by the inventive solution and thus the ride comfort can be increased as well as the roll support eliminated.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
- Telephone Set Structure (AREA)
- Vibration Dampers (AREA)
- Vibration Prevention Devices (AREA)
Claims (8)
- Véhicule sur rails avec un raccordement optimisé en termes de poids du châssis à une caisse, dans lequel au niveau du cadre de châssis (9) est prévue une console en forme de tourillon faisant saillie vers le haut (4) qui fait saillie dans un dispositif de réception (5) prévu au niveau de la caisse (6) et dans lequel le dispositif de réception (5) limite la marge de manoeuvre de déplacement de la console en forme de tourillon (4) de telle sorte que des angles de roulis prédéterminés de la caisse (6) dans la direction transversale et des angles d'inclinaison d'une traverse (1) dans la direction longitudinale ne peuvent pas être dépassés, caractérisé en ce que dans le cas d'un châssis un bras oscillant longitudinal enfoncé (7) est prévu, par le biais duquel le cadre de châssis est relié à la caisse (6).
- Véhicule sur rails avec un raccordement optimisé en termes de poids du châssis à une caisse selon la revendication 1, caractérisé en ce que le dispositif de réception (5) présente des tampons et des butées fixes avec des courbes caractéristiques de rigidité prédéterminées.
- Véhicule sur rails avec un raccordement optimisé en termes de poids du châssis à une caisse selon l'une des revendications 1 à 2, caractérisé en ce que la console en forme de tourillon (4) est configurée de manière à pouvoir être retirée du cadre de châssis (9).
- Véhicule sur rails avec un raccordement optimisé en termes de poids du châssis à une caisse selon l'une des revendications 1 à 3, caractérisé en ce que la console en forme de tourillon (4) est mise en place au niveau de la traverse (1).
- Véhicule sur rails avec un raccordement optimisé en termes de poids du châssis à une caisse selon l'une des revendications 1 à 4, caractérisé en ce que le plancher du wagon présente dans la zone du dispositif de réception (5) une ouverture refermable dans l'intérieur du wagon.
- Véhicule sur rails avec un raccordement optimisé en termes de poids du châssis à une caisse selon l'une des revendications 1 à 5, caractérisé en ce que le dispositif de réception (5) présente un système anti-soulèvement (10).
- Véhicule sur rails avec un raccordement optimisé en termes de poids du châssis à une caisse selon l'une des revendications 1 à 6, caractérisé en ce que le cadre de châssis (9) est réalisé de manière articulée.
- Véhicule sur rails avec un raccordement optimisé en termes de poids du châssis à une caisse selon l'une des revendications 1 à 7, caractérisé en ce que le dispositif de réception (5) est réalisé en tant qu'élément d'une traverse de caisse ou est relié à celle-ci.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL11745766T PL2619065T3 (pl) | 2010-09-21 | 2011-08-16 | Pojazd szynowy ze zoptymalizowanym pod względem ciężaru połączeniem podwozia z nadwoziem wagonu |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT15672010A AT510492A1 (de) | 2010-09-21 | 2010-09-21 | Gewichtsoptimierte anbindung des fahrwerks eines schienenfahrzeuges an einen wagenkasten |
PCT/EP2011/064069 WO2012038157A1 (fr) | 2010-09-21 | 2011-08-16 | Raccordement, optimisé en termes de poids, du châssis d'un véhicule sur rails à une caisse |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2619065A1 EP2619065A1 (fr) | 2013-07-31 |
EP2619065B1 true EP2619065B1 (fr) | 2018-09-26 |
Family
ID=44630502
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP11745766.3A Active EP2619065B1 (fr) | 2010-09-21 | 2011-08-16 | Véhicule sur rails avec un raccordement, optimisé en termes de poids, du châssis à une caisse |
Country Status (9)
Country | Link |
---|---|
EP (1) | EP2619065B1 (fr) |
CN (1) | CN103108791A (fr) |
AT (1) | AT510492A1 (fr) |
DK (1) | DK2619065T3 (fr) |
ES (1) | ES2702776T3 (fr) |
PL (1) | PL2619065T3 (fr) |
RU (1) | RU2013118343A (fr) |
UA (1) | UA105118C2 (fr) |
WO (1) | WO2012038157A1 (fr) |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
BE403499A (fr) * | 1931-12-08 | |||
DE833505C (de) * | 1950-09-01 | 1952-03-10 | Krauss Maffei Ag | Drehgestell fuer Schienenfahrzeuge mit an Lenkern gefuehrten Achsen |
DE1108726B (de) * | 1958-04-30 | 1961-06-15 | Krauss Maffei Ag | Seitliche Brueckenabstuetzung zwischen Drehgestell und Hauptrahmen von Schienenfahrzeugen mittels Gummifedern |
US3451355A (en) * | 1967-01-04 | 1969-06-24 | Dominion Foundries & Steel | Locomotive truck |
US3712243A (en) * | 1969-10-07 | 1973-01-23 | Mcmullen Ass Inc J | Railway car roll stabilization |
US3670661A (en) * | 1970-03-02 | 1972-06-20 | Mcmullen Ass John J | Resilient roll controlling railway car side bearings |
US3961584A (en) * | 1971-10-14 | 1976-06-08 | Hamilton Neil King Paton | Railway car truck |
US3771465A (en) * | 1972-05-24 | 1973-11-13 | Buckeye Steel Castings Co | Railway vehicle center bearing |
DE2604769C3 (de) * | 1976-02-07 | 1981-07-23 | M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg | Einrichtung zur Führung eines Schienenfahrzeug-Drehgestelles am Untergestell des Wagenkastens |
BE874750A (fr) * | 1978-05-23 | 1979-09-12 | Dresser Ind | Bogie radial de wagon |
FR2633577B1 (fr) * | 1988-07-01 | 1995-12-22 | Durand Charles | Procede et dispositif pour la stabilisation transversale des vehicules ferroviaires sur les trajets sinueux |
FR2636030B1 (fr) * | 1988-09-08 | 1990-10-19 | Alsthom Creusot Rail | Vehicule ferroviaire equipe, au niveau de chaque bogie, d'une barre anti-roulis agissant sur la suspension secondaire |
DE19810697A1 (de) * | 1998-03-12 | 1999-09-16 | Duewag Ag | Vorrichtung zur Übertragung der Längskräfte eines Drehgestelles auf den Wagenkasten eines Schienenfahrzeuges, insbesondere eines Triebfahrzeuges mit hoher Zugkraft |
DE10157368A1 (de) * | 2001-11-23 | 2003-06-12 | Bombardier Transp Gmbh | Positionseinstellung eines Fahrzeug-Wagenkörpers |
DE10316497A1 (de) * | 2003-04-09 | 2005-01-05 | Bombardier Transportation Gmbh | Fahrwerk für ein Schienenfahrzeug mit verbesserter Querfederung |
DE102005041163A1 (de) * | 2005-08-16 | 2007-02-22 | Bombardier Transportation Gmbh | Fahrzeug mit Wankstützen |
DE102009014866A1 (de) * | 2009-03-30 | 2010-10-28 | Bombardier Transportation Gmbh | Fahrzeug mit Wankkompensation |
-
2010
- 2010-09-21 AT AT15672010A patent/AT510492A1/de not_active Application Discontinuation
-
2011
- 2011-08-16 CN CN2011800454530A patent/CN103108791A/zh active Pending
- 2011-08-16 DK DK11745766.3T patent/DK2619065T3/en active
- 2011-08-16 PL PL11745766T patent/PL2619065T3/pl unknown
- 2011-08-16 UA UAA201303429A patent/UA105118C2/uk unknown
- 2011-08-16 RU RU2013118343/11A patent/RU2013118343A/ru unknown
- 2011-08-16 EP EP11745766.3A patent/EP2619065B1/fr active Active
- 2011-08-16 WO PCT/EP2011/064069 patent/WO2012038157A1/fr active Application Filing
- 2011-08-16 ES ES11745766T patent/ES2702776T3/es active Active
Also Published As
Publication number | Publication date |
---|---|
DK2619065T3 (en) | 2018-12-17 |
WO2012038157A1 (fr) | 2012-03-29 |
RU2013118343A (ru) | 2014-10-27 |
ES2702776T3 (es) | 2019-03-05 |
AT510492A1 (de) | 2012-04-15 |
PL2619065T3 (pl) | 2019-03-29 |
UA105118C2 (uk) | 2014-04-10 |
CN103108791A (zh) | 2013-05-15 |
EP2619065A1 (fr) | 2013-07-31 |
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