EP2841318B1 - Device for transmitting a force between a chassis and a body of a rail vehicle - Google Patents

Device for transmitting a force between a chassis and a body of a rail vehicle Download PDF

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Publication number
EP2841318B1
EP2841318B1 EP13719431.2A EP13719431A EP2841318B1 EP 2841318 B1 EP2841318 B1 EP 2841318B1 EP 13719431 A EP13719431 A EP 13719431A EP 2841318 B1 EP2841318 B1 EP 2841318B1
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EP
European Patent Office
Prior art keywords
chassis
face
traction link
sliding
longitudinal direction
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EP13719431.2A
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German (de)
French (fr)
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EP2841318A1 (en
Inventor
David KREUZWEGER
Christian PLANKENSTEINER
Michael Sumnitsch
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Siemens Mobility GmbH
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Siemens AG Oesterreich
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Priority to PL13719431T priority Critical patent/PL2841318T3/en
Publication of EP2841318A1 publication Critical patent/EP2841318A1/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
    • 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
    • B61F5/04—Bolster supports or mountings
    • B61F5/08—Bolster supports or mountings incorporating rubber springs

Definitions

  • the invention relates to a device for transmitting power between a chassis and coupled to the chassis car body of a rail vehicle.
  • chassis and car body are connected on the one hand via a secondary suspension with each other to allow a spring movement or a rebound and rebound of the car body, especially in a vertical height direction, but also in the lateral direction, in particular parallel to a transverse direction.
  • the secondary suspension is not suitable for longitudinal driving of the chassis, i. for power transmission between the chassis and car body parallel to a longitudinal direction, which is necessary for the acceleration and deceleration of the car body by the chassis. Therefore, on the other hand, a device for longitudinal driving is necessary, the chassis and car body interconnects and at the same time spring movements and Ausfierien of the car body relative to the chassis, as they arise, for example, when cornering allowed.
  • the EP 1254821 A1 gives an example, in which the car body and chassis are connected to each other via a Lemniskatenanlenkung. Also the BE 665 271 A gives an example of a device for power transmission between a chassis and a car body.
  • a disadvantage of the known solutions is that - in addition to the considerable technical effort, which allows only small manufacturing tolerances - usually a relatively large space is required, which then for other elements, such as. Damper and / or roll stabilizers, is no longer available.
  • the lifting of the car body from the chassis designed complicated because many fasteners of the known longitudinal entrainment devices are to be solved.
  • the accessibility of these fasteners is usually very limited, which makes their control difficult.
  • the object of the present invention is to avoid the abovementioned disadvantages.
  • a structurally simple device for transmitting power in the longitudinal direction to be created which allows spring movements and rotational movements of the car body relative to the chassis.
  • the device should require little space and facilitate uncomplicated release of the car body from the chassis.
  • manufacturing tolerances should be easily balanced and the device for inspection purposes to be easily accessible.
  • Core of the invention is the arrangement of longitudinal driving buffers on at least one cross member of a chassis on which longitudinal driving buffers sliding portions of a stop plate which is attached to a car body or a part thereof, slidably abut.
  • the sliding portions abut against end faces of the longitudinal driving buffer, the end faces preferably being normal to a longitudinal direction of the running gear and facing in opposite directions.
  • the sliding portions are slidably against the longitudinal driving buffers and their end faces, so that spring movements by means of a secondary suspension between the chassis and car body are possible without hindrance. That is, the secondary suspension represents the suspension between the car body and chassis.
  • the spring movements have a sliding of the sliding portions on the longitudinal driving buffers and their end faces result.
  • the sliding can take place both parallel to a height direction and parallel to a transverse direction, wherein the longitudinal direction, height direction and transverse direction are preferably mutually normal.
  • this makes it possible to remove the car body from the chassis without having to loosen connections due to the longitudinal drive.
  • the longitudinal drive thus obtained from below with a view in the height direction is obvious and thus allows the control of the associated components.
  • a device for transmitting power between a chassis and a car body of a rail vehicle that at least a first, a first end side exhibiting L Lucassmit Vietnamesepuffer and at least a second, a second end side exhibiting Lekssmit Cypruspuffer are attached, that the first end of the second end face is spaced with respect to a longitudinal direction of the rail vehicle, that the two end faces in at least approximately opposite directions and that on the car body, a stop plate is provided with longitudinally spaced apart sliding portions, against which the end faces of the longitudinal driving buffer at least partially slidably.
  • the chassis preferably has at least two axles arranged one behind the other, each with two wheels, and at least one cross member extending in the transverse direction.
  • the longitudinal driving buffers are mounted on the same cross member, so that viewed in the longitudinal direction before and behind the cross member in each case at least one longitudinal driving buffer is arranged, wherein the end faces of the longitudinal driving buffer before and after the cross member in opposite directions parallel to the longitudinal direction.
  • the stop plate is fork-shaped, designed with legs, wherein the legs are spaced apart in the longitudinal direction and each having one, pointing to a front side sliding portion. The sliding portions of the longitudinally spaced apart legs have corresponding to each other, wherein between these sliding sections are the longitudinal driving buffer and the cross member.
  • the at least one first longitudinal driving buffer and the at least one second longitudinal driving buffer are fixed to a cross member of the chassis, and that the stop plate is fork-shaped and legs each having a, pointing to an end sliding section includes.
  • the sliding portions are movable parallel to a height direction and / or to a transverse direction.
  • the spring travel parallel to the height direction is limited by the secondary suspension.
  • the suspension parallel to the transverse direction also takes place via the secondary suspension, but in this case the travel is limited by a transverse stop, which is usually located in the region of the secondary suspension.
  • a sliding plate with a sliding surface is exchangeably attached. Due to the interchangeability, which is preferably realized by screwing the sliding plates with the longitudinal driving buffers, the sliding plates can be designed as cost-effective wearing parts. In this case, the sliding portions are wear resistant designed so that only the sliding plates must be renewed. Finally, by choosing the Gleitplattenmaterials the friction between the sliding plate and sliding section can be influenced.
  • the sliding plates are made of plastic.
  • the sliding plates seen in the longitudinal direction have the shape of a circle.
  • the cross member with the first attach to it and second longitudinal driving buffers in relation to the longitudinal direction of the rail vehicle is arranged centrally in the chassis.
  • the longitudinal driving buffer must be made of an elastic material.
  • the at least one first longitudinal driving buffer and / or the at least one second longitudinal driving buffer are multilayered elastomeric buffers.
  • the elastic longitudinal driving buffers not only dampen braking and acceleration movements, but also enable - damped and limited - rotational movements of the car body relative to the chassis. Accordingly, it is provided in a particularly preferred embodiment of the device according to the invention that the car body is rotatable with the stop plate relative to the chassis about an axis of rotation which extends parallel to the height direction.
  • the longitudinal driving buffers In order to be able to fasten a longitudinal driving buffer to a cross member, the longitudinal driving buffers have a base plate. This can be bolted to the cross member. In this case, an adjustment insert can be arranged between the cross member and the base plate, so that manufacturing tolerances can be easily compensated. Thus, a flat concern of the sliding sections can be guaranteed at each L Lucassmit Spotifypuffer. On the other hand, a defined gap between the chassis and car body or between the end face of the respective longitudinal driving buffer and the respective sliding section can be adjusted on the Einstellbeilage.
  • the Leksmit Spotifypuffer have a base plate and are secured by screwing the base plate with a cross member at this, wherein between the cross member and the respective base plate at least one adjusting insert is arranged.
  • Fig. 1 shows a sectional view of a chassis 1 of a rail vehicle according to the section line AA in Fig. 2 ,
  • the chassis 1 comprises two axles 6, which are spaced apart in a longitudinal direction 3 and on each of which two wheels 7 are mounted. Furthermore, the chassis 1 has a cross member 8, which extends in a transverse direction 4, which is normal to the longitudinal direction 3 and a height direction 5 extends.
  • the illustrated chassis 1 comprises no drive elements, but the device according to the invention can of course also be provided for drive trolleys in an analogous manner.
  • a first longitudinal driving buffer 9 and a second longitudinal driving buffer 10 are attached on the cross member 8.
  • viewed in the longitudinal direction of the first longitudinal driving buffer 9 is disposed in front of the cross member 8 and the second longitudinal driving buffer 10 after the cross member 8.
  • the longitudinal driving buffers 9, 10 are known multilayer elastomer buffer having a corresponding elasticity.
  • the longitudinal driving buffers 9, 10 have seen in the longitudinal direction 3 at one end in each case a base plate 19 which is secured to the cross member 8 by means of screw 20, see. Fig. 3 , which is an enlarged detail view of area B of the Fig. 2 shows. At the other end seen in the longitudinal direction 3, the longitudinal driving buffers 9, 10 each have an end face 16, 17 which extends along the transverse direction 4 and the height direction 5. The end face 16 of the first longitudinal driving buffer 9 and the end face 17 of the second longitudinal driving buffer 10 point in opposite directions and away from each other.
  • a sliding plate 13 is attached to a sliding surface 14, wherein the sliding surfaces 14 along the transverse direction 4 and height direction 5 extend.
  • the sliding plates 13 are designed as wearing parts and made of plastic.
  • a sliding portion 18 of a leg 12 of a stop plate 11 flat and slidably, wherein the sliding portions 18 are designed wear-resistant.
  • the legs 12 are spaced from each other in the longitudinal direction 3, so that the stop plate 11 seen in the transverse direction 4 forms a fork shape.
  • the stop plate 11 is in turn fixedly connected to a car body 2, of which a part in Fig. 1 is recognizable.
  • the car body 2 is further coupled by means of a secondary suspension 22 to the chassis 1.
  • the axles 6 with the wheels 7 are also coupled by means of a primary suspension 21 to the chassis 1.
  • Fig. 2 As in Fig. 2 can be seen, the area of the longitudinal driving buffer 9, 10 and the sliding portions 18 of the legs 12 seen from below in the height direction is visible. This allows easy control of the device, for example, to determine the state of wear of the sliding plates 13. It continues Fig. 2 show that the device according to the invention, which requires only a simple cross member 8, plenty of space for other components, such as damper (not shown) for the secondary suspension 22 or roll stabilizers (not shown) leaves.
  • the sliding portions 18 are not rigidly connected to the sliding surfaces 14 of the sliding plates 13, but only slidably abut, slide the sliding portions 18 at spring movements of the car body 2 relative to the chassis. 1 from the sliding surfaces 14. That is, the car body 2 can be compared to the chassis 1 easily parallel to the height direction 5 and parallel to the transverse direction 4 by means of the secondary suspension 22 spring movements. In this case, the spring travel in the vertical direction 5 by the secondary suspension 22 and in the transverse direction by corresponding stops (not shown) limited.
  • the elasticity of the longitudinal driving buffers 9, 10 also angularly limited rotational movements of the car body 2 relative to the chassis 1, wherein a corresponding axis of rotation is parallel to the height direction 5 and preferably in the center of the chassis.
  • the damping of the elastomer causes the longitudinal driving buffer 9, 10 in this case, a certain shock absorption.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Dampers (AREA)
  • Vibration Prevention Devices (AREA)

Description

GEBIET DER ERFINDUNGFIELD OF THE INVENTION

Die Erfindung betrifft eine Vorrichtung zur Kraftübertragung zwischen einem Fahrwerk und einem mit dem Fahrwerk gekoppelten Wagenkasten eines Schienenfahrzeugs.The invention relates to a device for transmitting power between a chassis and coupled to the chassis car body of a rail vehicle.

STAND DER TECHNIKSTATE OF THE ART

Bei Schienenfahrzeugen sind Fahrwerk und Wagenkasten einerseits über eine Sekundärfederung miteinander verbunden, um eine Federbewegung bzw. ein Ein- und Ausfedern des Wagenkastens vor allem in einer vertikalen Höhenrichtung, aber auch in lateraler Richtung, insbesondere parallel zu einer Querrichtung zu ermöglichen. Die Sekundärfederung eignet sich jedoch nicht zur Längsmitnahme des Fahrwerks, d.h. zur Kraftübertragung zwischen Fahrwerk und Wagenkasten parallel zu einer Längsrichtung, die für das Beschleunigen und Abbremsen des Wagenkastens durch das Fahrwerk notwendig ist. Daher ist andererseits eine Vorrichtung zur Längsmitnahme notwendig, die Fahrwerk und Wagenkasten miteinander verbindet und gleichzeitig Federbewegungen sowie Ausdrehbewegungen des Wagenkastens gegenüber dem Fahrwerk, wie sie beispielsweise bei Kurvenfahrt entstehen, zulässt.In rail vehicles chassis and car body are connected on the one hand via a secondary suspension with each other to allow a spring movement or a rebound and rebound of the car body, especially in a vertical height direction, but also in the lateral direction, in particular parallel to a transverse direction. However, the secondary suspension is not suitable for longitudinal driving of the chassis, i. for power transmission between the chassis and car body parallel to a longitudinal direction, which is necessary for the acceleration and deceleration of the car body by the chassis. Therefore, on the other hand, a device for longitudinal driving is necessary, the chassis and car body interconnects and at the same time spring movements and Ausdrehbewegungen of the car body relative to the chassis, as they arise, for example, when cornering allowed.

Um diesen Anforderungen gerecht zu werden, sind aus dem Stand der Technik aufwendige Lösungen mit Lenkern, Drehzapfen, Lemniskatenanlenkungen und Kombinationen dieser Elemente bekannt. Die EP 1254821 A1 gibt hierzu ein Beispiel, in welchem Wagenkasten und Fahrwerk über eine Lemniskatenanlenkung miteinander verbunden sind. Auch die BE 665 271 A gibt ein Beispiel für eine Vorrichtung zur Kraftübertragung zwischen einem Fahrwerk und einem Wagenkasten.To meet these requirements, the prior art complex solutions with handlebars, trunnions, Lemniscate linkages and combinations of these elements known. The EP 1254821 A1 gives an example, in which the car body and chassis are connected to each other via a Lemniskatenanlenkung. Also the BE 665 271 A gives an example of a device for power transmission between a chassis and a car body.

Nachteilig an den bekannten Lösungen ist, dass - neben dem beträchtlichen technischen Aufwand, der nur geringe Fertigungstoleranzen zulässt - zumeist ein relativ großer Bauraum benötigt wird, der dann für andere Elemente, wie z.B. Dämpfer und/oder Wankstabilisatoren, nicht mehr zur Verfügung steht. Außerdem gestaltet sich das Abheben des Wagenkastens vom Fahrwerk kompliziert, da viele Verbindungselemente der bekannten Längsmitnahmevorrichtungen zu lösen sind. Auch die Zugänglichkeit dieser Verbindungselemente ist üblicherweise sehr eingeschränkt, was deren Kontrolle erschwert.A disadvantage of the known solutions is that - in addition to the considerable technical effort, which allows only small manufacturing tolerances - usually a relatively large space is required, which then for other elements, such as. Damper and / or roll stabilizers, is no longer available. In addition, the lifting of the car body from the chassis designed complicated because many fasteners of the known longitudinal entrainment devices are to be solved. The accessibility of these fasteners is usually very limited, which makes their control difficult.

AUFGABE DER ERFINDUNGOBJECT OF THE INVENTION

Aufgabe der vorliegenden Erfindung ist es, die oben genannten Nachteile zu vermeiden. Insbesondere soll eine konstruktiv einfache Vorrichtung zur Kraftübertragung in Längsrichtung geschaffen werden, die Federbewegungen und Drehbewegungen des Wagenkastens gegenüber dem Fahrwerk zulässt. Außerdem soll die Vorrichtung wenig Bauraum benötigen und ein unkompliziertes Lösen des Wagenkastens vom Fahrwerk erleichtern. Schließlich sollen Fertigungstoleranzen einfach ausgeglichen werden können und die Vorrichtung für Kontrollzwecke gut zugänglich sein.The object of the present invention is to avoid the abovementioned disadvantages. In particular, a structurally simple device for transmitting power in the longitudinal direction to be created, which allows spring movements and rotational movements of the car body relative to the chassis. In addition, the device should require little space and facilitate uncomplicated release of the car body from the chassis. Finally, manufacturing tolerances should be easily balanced and the device for inspection purposes to be easily accessible.

DARSTELLUNG DER ERFINDUNGPRESENTATION OF THE INVENTION

Diese Aufgabe wird erfindungsgemäß gelöst mit einer Vorrichtung nach den Ansprüchen 1 bis 10.
Kern der Erfindung ist die Anordnung von Längsmitnahmepuffern an zumindest einem Querträger eines Fahrwerks, auf welchen Längsmitnahmepuffern Gleitabschnitte einer Anschlagplatte, die an einem Wagenkasten befestigt oder ein Teil desselben ist, gleitbar anliegen. Dabei liegen die Gleitabschnitte an Stirnseiten der Längsmitnahmepuffer an, wobei die Stirnseiten vorzugsweise normal auf eine Längsrichtung des Fahrwerks stehen und in entgegengesetzte Richtungen weisen. Hierdurch kann parallel zur Längsrichtung Kraft zwischen dem Fahrwerk und dem Wagenkasten übertragen werden, d.h. eine Längsmitnahme realisiert werden, ohne dass die Gleitabschnitte an den Längsmitnahmepuffern aufwendig fixiert zu sein brauchen. Stattdessen liegen die Gleitabschnitte gleitbar an den Längsmitnahmepuffern bzw. deren Stirnseiten an, sodass Federbewegungen mittels einer Sekundärfederung zwischen Fahrwerk und Wagenkasten ungehindert möglich sind. D.h. die Sekundärfederung stellt die Federung zwischen Wagenkasten und Fahrwerk dar.This object is achieved with a device according to claims 1 to 10.
Core of the invention is the arrangement of longitudinal driving buffers on at least one cross member of a chassis on which longitudinal driving buffers sliding portions of a stop plate which is attached to a car body or a part thereof, slidably abut. The sliding portions abut against end faces of the longitudinal driving buffer, the end faces preferably being normal to a longitudinal direction of the running gear and facing in opposite directions. In this way can be transmitted parallel to the longitudinal direction of force between the chassis and the car body, ie a longitudinal driving can be realized without the sliding sections need to be fixed consuming at the Längsmitnahmepuffern. Instead, the sliding portions are slidably against the longitudinal driving buffers and their end faces, so that spring movements by means of a secondary suspension between the chassis and car body are possible without hindrance. That is, the secondary suspension represents the suspension between the car body and chassis.

Die Federbewegungen haben ein Abgleiten der Gleitabschnitte auf den Längsmitnahmepuffern bzw. deren Stirnseiten zur Folge. Dabei kann das Abgleiten sowohl parallel zu einer Höhenrichtung als auch parallel zu einer Querrichtung erfolgen, wobei Längsrichtung, Höhenrichtung und Querrichtung vorzugsweise wechselseitig normal aufeinander stehen. Außerdem wird hierdurch ein Abnehmen des Wagenkastens vom Fahrwerk ermöglicht, ohne dass Verbindungen aufgrund der Längsmitnahme gelöst werden müssten. Schließlich ist die so realisierte Längsmitnahme von unten mit Blickrichtung in Höhenrichtung einsichtig und ermöglicht so die Kontrolle der zugehörigen Bauteile.The spring movements have a sliding of the sliding portions on the longitudinal driving buffers and their end faces result. In this case, the sliding can take place both parallel to a height direction and parallel to a transverse direction, wherein the longitudinal direction, height direction and transverse direction are preferably mutually normal. In addition, this makes it possible to remove the car body from the chassis without having to loosen connections due to the longitudinal drive. Finally, the longitudinal drive thus obtained from below with a view in the height direction is obvious and thus allows the control of the associated components.

Entsprechend ist es bei einer Vorrichtung zur Kraftübertragung zwischen einem Fahrwerk und einem Wagenkasten eines Schienenfahrzeugs erfindungsgemäß vorgesehen, dass am Fahrwerk mindestens ein erster, eine erste Stirnseite aufweisender Längsmitnahmepuffer und mindestens ein zweiter, eine zweite Stirnseite aufweisender Längsmitnahmepuffer befestigt sind, dass die erste Stirnseite von der zweiten Stirnseite in Bezug zu einer Längsrichtung des Schienenfahrzeugs beabstandet ist, dass die beiden Stirnseiten in zumindest annähernd entgegen gesetzte Richtungen weisen und dass am Wagenkasten eine Anschlagplatte mit in Längsrichtung voneinander beabstandeten Gleitabschnitten vorgesehen ist, an denen die Stirnseiten der Längsmitnahmepuffer zumindest abschnittsweise gleitbar anliegen.Accordingly, it is provided according to the invention in a device for transmitting power between a chassis and a car body of a rail vehicle, that at least a first, a first end side exhibiting Längsmitnahmepuffer and at least a second, a second end side exhibiting Längsmitnahmepuffer are attached, that the first end of the second end face is spaced with respect to a longitudinal direction of the rail vehicle, that the two end faces in at least approximately opposite directions and that on the car body, a stop plate is provided with longitudinally spaced apart sliding portions, against which the end faces of the longitudinal driving buffer at least partially slidably.

Das Fahrwerk weist in Längsrichtung gesehen vorzugsweise zumindest zwei hintereinander angeordnete Achsen mit jeweils zwei Rädern sowie zumindest einen sich in Querrichtung erstreckenden Querträger auf. Eine besonders platzsparende Ausführungsform ergibt sich, wenn die Längsmitnahmepuffer am selben Querträger befestigt sind, sodass in Längsrichtung gesehen vor und hinter dem Querträger jeweils zumindest ein Längsmitnahmepuffer angeordnet ist, wobei die Stirnseiten der Längsmitnahmepuffer vor und nach dem Querträger in entgegengesetzte Richtungen parallel zur Längsrichtung weisen. Entsprechend ist die Anschlagplatte gabelförmig, mit Schenkeln ausgeführt, wobei die Schenkel in Längsrichtung voneinander beabstandet sind und jeweils einen, zu einer Stirnseite weisenden Gleitabschnitt aufweisen. Die Gleitabschnitte der in Längsrichtung voneinander beabstandeten Schenkel weisen entsprechend zueinander, wobei sich zwischen diesen Gleitabschnitten die Längsmitnahmepuffer und der Querträger befinden.Seen in the longitudinal direction, the chassis preferably has at least two axles arranged one behind the other, each with two wheels, and at least one cross member extending in the transverse direction. A particularly space-saving embodiment results when the longitudinal driving buffers are mounted on the same cross member, so that viewed in the longitudinal direction before and behind the cross member in each case at least one longitudinal driving buffer is arranged, wherein the end faces of the longitudinal driving buffer before and after the cross member in opposite directions parallel to the longitudinal direction. Accordingly, the stop plate is fork-shaped, designed with legs, wherein the legs are spaced apart in the longitudinal direction and each having one, pointing to a front side sliding portion. The sliding portions of the longitudinally spaced apart legs have corresponding to each other, wherein between these sliding sections are the longitudinal driving buffer and the cross member.

Daher ist es bei einer bevorzugten Ausführungsform der erfindungsgemäßen Vorrichtung vorgesehen, dass der mindestens eine erste Längsmitnahmepuffer und der mindestens eine zweite Längsmitnahmepuffer an einem Querträger des Fahrwerks befestigt sind, und dass die Anschlagplatte gabelförmig ausgeführt ist und Schenkel mit jeweils einem, zu einer Stirnseite weisenden Gleitabschnitt umfasst.Therefore, it is provided in a preferred embodiment of the device according to the invention, that the at least one first longitudinal driving buffer and the at least one second longitudinal driving buffer are fixed to a cross member of the chassis, and that the stop plate is fork-shaped and legs each having a, pointing to an end sliding section includes.

Entsprechend der oben genannten Federbewegungen parallel zur Höhenrichtung und/oder Querrichtung ist es bei einer besonders bevorzugten Ausführungsform der erfindungsgemäßen Vorrichtung vorgesehen, dass die Gleitabschnitte parallel zu einer Höhenrichtung und/oder zu einer Querrichtung bewegbar sind. Der Federweg parallel zur Höhenrichtung wird dabei durch die Sekundärfederung begrenzt. Die Federung parallel zur Querrichtung erfolgt ebenfalls über die Sekundärfederung, allerdings wird hierbei der Federweg durch einen Queranschlag, der üblicherweise im Bereich der Sekundärfederung angeordnet ist, begrenzt.According to the above-mentioned spring movements parallel to the height direction and / or transverse direction, it is provided in a particularly preferred embodiment of the device according to the invention that the sliding portions are movable parallel to a height direction and / or to a transverse direction. The spring travel parallel to the height direction is limited by the secondary suspension. The suspension parallel to the transverse direction also takes place via the secondary suspension, but in this case the travel is limited by a transverse stop, which is usually located in the region of the secondary suspension.

Um das Abgleiten der Gleitabschnitte an den Stirnseiten besonders reibungsarm vonstatten gehen zu lassen, ist es bei einer besonders bevorzugten Ausführungsform der erfindungsgemäßen Vorrichtung vorgesehen, dass an jeder Stirnseite jeweils eine Gleitplatte mit einer Gleitfläche austauschbar befestigt ist. Aufgrund der Austauschbarkeit, die vorzugsweise durch Verschraubung der Gleitplatten mit den Längsmitnahmepuffern realisiert wird, können die Gleitplatten als kostengünstige Verschleißteile ausgelegt werden. In diesem Fall werden die Gleitabschnitte verschleißfest ausgelegt, sodass nur die Gleitplatten erneuert werden müssen. Schließlich kann durch Wahl des Gleitplattenmaterials die Reibung zwischen Gleitplatte und Gleitabschnitt gezielt beeinflusst werden.In order to make sliding of the sliding sections on the end faces particularly frictionless, it is provided in a particularly preferred embodiment of the device according to the invention that on each end face a sliding plate with a sliding surface is exchangeably attached. Due to the interchangeability, which is preferably realized by screwing the sliding plates with the longitudinal driving buffers, the sliding plates can be designed as cost-effective wearing parts. In this case, the sliding portions are wear resistant designed so that only the sliding plates must be renewed. Finally, by choosing the Gleitplattenmaterials the friction between the sliding plate and sliding section can be influenced.

Bei einer besonders kostengünstigen Ausführungsform der erfindungsgemäßen Vorrichtung ist es vorgesehen, dass die Gleitplatten aus Kunststoff gefertigt sind.In a particularly cost-effective embodiment of the device according to the invention, it is provided that the sliding plates are made of plastic.

Um bei vorgegebenem Bauraum bzw. Volumen eine maximale Gleitfläche für eine optimale Kraftübertragung zur Verfügung zu stellen, ist es bei einer besonders bevorzugten Ausführungsform der erfindungsgemäßen Vorrichtung vorgesehen, dass die Gleitplatten in Längsrichtung gesehen die Form eines Kreises aufweisen.In order to provide a maximum sliding surface for an optimal power transmission for a given space or volume, it is provided in a particularly preferred embodiment of the device according to the invention that the sliding plates seen in the longitudinal direction have the shape of a circle.

Um einerseits eine optimale Kraftübertragung zwischen Fahrwerk und Wagenkasten zu gewährleisten und andererseits ein Fahrwerk mit nur einem einfachen Querträger - Material und Kosten sparend - ausführen zu können, ist es bei einer besonders bevorzugten Ausführungsform der erfindungsgemäßen Vorrichtung vorgesehen, dass der Querträger mit den daran befestigen ersten und zweiten Längsmitnahmepuffern in Bezug zur Längsrichtung des Schienenfahrzeugs mittig im Fahrwerk angeordnet ist.On the one hand to ensure optimum power transmission between the chassis and car body and on the other hand a chassis with only a simple cross member - material and cost-saving - to perform, it is provided in a particularly preferred embodiment of the device according to the invention that the cross member with the first attach to it and second longitudinal driving buffers in relation to the longitudinal direction of the rail vehicle is arranged centrally in the chassis.

Die Längsmitnahmepuffer müssen aus einem elastischen Material gefertigt sein. Um Kosten zu sparen, ist es bei einer besonders bevorzugten Ausführungsform der erfindungsgemäßen Vorrichtung vorgesehen, dass es sich bei dem mindestens einen ersten Längsmitnahmepuffer und/oder dem mindestens einen zweiten Längsmitnahmepuffer um mehrschichtige Elastomer-Puffer handelt.The longitudinal driving buffer must be made of an elastic material. In order to save costs, it is provided in a particularly preferred embodiment of the device according to the invention that the at least one first longitudinal driving buffer and / or the at least one second longitudinal driving buffer are multilayered elastomeric buffers.

Durch die elastischen Längsmitnahmepuffer werden nicht nur Brems- und Beschleunigungsbewegungen gedämpft, sondern auch - gedämpfte und begrenzte - Drehbewegungen des Wagenkastens gegenüber dem Fahrwerk ermöglicht. Entsprechend ist es bei einer besonders bevorzugten Ausführungsform der erfindungsgemäßen Vorrichtung vorgesehen, dass der Wagenkasten mit der Anschlagplatte gegenüber dem Fahrwerk um eine Drehachse, die sich parallel zur Höhenrichtung erstreckt, drehbar ist.The elastic longitudinal driving buffers not only dampen braking and acceleration movements, but also enable - damped and limited - rotational movements of the car body relative to the chassis. Accordingly, it is provided in a particularly preferred embodiment of the device according to the invention that the car body is rotatable with the stop plate relative to the chassis about an axis of rotation which extends parallel to the height direction.

Um einen Längsmitnahmepuffer an einem Querträger befestigten zu können, weisen die Längsmitnahmepuffer eine Grundplatte auf. Diese kann mit dem Querträger verschraubt werden. Zwischen dem Querträger und der Grundplatte kann dabei eine Einstellbeilage angeordnet werden, sodass Fertigungstoleranzen leicht ausgeglichen werden können. Somit kann ein flächiges Anliegen der Gleitabschnitte an jedem Längsmitnahmepuffer garantiert werden. Andererseits kann über die Einstellbeilage auch ein definierter Spalt zwischen Fahrwerk und Wagenkasten bzw. zwischen der Stirnseite des jeweiligen Längsmitnahmepuffers und dem jeweiligen Gleitabschnitt eingestellt werden. Entsprechend ist es bei einer besonders bevorzugten Ausführungsform der erfindungsgemäßen Vorrichtung vorgesehen, dass die Längsmitnahmepuffer eine Grundplatte aufweisen und durch Verschraubung der Grundplatte mit einem Querträger an diesem befestigt sind, wobei zwischen Querträger und der jeweiligen Grundplatte mindestens eine Einstellbeilage angeordnet ist.In order to be able to fasten a longitudinal driving buffer to a cross member, the longitudinal driving buffers have a base plate. This can be bolted to the cross member. In this case, an adjustment insert can be arranged between the cross member and the base plate, so that manufacturing tolerances can be easily compensated. Thus, a flat concern of the sliding sections can be guaranteed at each Längsmitnahmepuffer. On the other hand, a defined gap between the chassis and car body or between the end face of the respective longitudinal driving buffer and the respective sliding section can be adjusted on the Einstellbeilage. Accordingly, it is provided in a particularly preferred embodiment of the device according to the invention that the Längsmitnahmepuffer have a base plate and are secured by screwing the base plate with a cross member at this, wherein between the cross member and the respective base plate at least one adjusting insert is arranged.

KURZE BESCHREIBUNG DER FIGURENBRIEF DESCRIPTION OF THE FIGURES

Die Erfindung wird nun anhand eines Ausführungsbeispiels näher erläutert. Die Zeichnungen sind beispielhaft und sollen den Erfindungsgedanken zwar darlegen, ihn aber keinesfalls einengen oder gar abschließend wiedergeben.The invention will now be explained in more detail with reference to an embodiment. The drawings are exemplary and are intended to illustrate the inventive idea, but in no way restrict it or even reproduce it.

Dabei zeigt:

Fig. 1
eine Schnittansicht eines Fahrwerks und eines Teils eines Wagenkastens gemäß der Schnittlinie A-A in Fig. 2
Fig. 2
eine Aufsicht auf die Unterseite eines Fahrwerks eines Schienenfahrzeugs
Fig. 3
eine vergrößerte Detailansicht des Bereichs B aus Fig. 2
Showing:
Fig. 1
a sectional view of a chassis and a part of a car body along the section line AA in Fig. 2
Fig. 2
a view of the underside of a chassis of a rail vehicle
Fig. 3
an enlarged detail view of the area B from Fig. 2

WEGE ZUR AUSFÜHRUNG DER ERFINDUNGWAYS FOR CARRYING OUT THE INVENTION

Fig. 1 zeigt eine Schnittansicht eines Fahrwerks 1 eines Schienenfahrzeugs gemäß der Schnittlinie A-A in Fig. 2. Das Fahrwerk 1 umfasst dabei zwei Achsen 6, die in einer Längsrichtung 3 voneinander beabstandet sind und an denen jeweils zwei Räder 7 gelagert sind. Weiters weist das Fahrwerk 1 einen Querträger 8 auf, der sich in einer Querrichtung 4, die normal auf die Längsrichtung 3 und auf eine Höhenrichtung 5 steht, erstreckt. Das dargestellte Fahrwerk 1 umfasst keine Antriebselemente, jedoch kann die erfindungsgemäße Vorrichtung selbstverständlich auch für Antriebsfahrwerke in analoger Weise vorgesehen werden. Fig. 1 shows a sectional view of a chassis 1 of a rail vehicle according to the section line AA in Fig. 2 , The chassis 1 comprises two axles 6, which are spaced apart in a longitudinal direction 3 and on each of which two wheels 7 are mounted. Furthermore, the chassis 1 has a cross member 8, which extends in a transverse direction 4, which is normal to the longitudinal direction 3 and a height direction 5 extends. The illustrated chassis 1 comprises no drive elements, but the device according to the invention can of course also be provided for drive trolleys in an analogous manner.

Am Querträger 8 sind ein erster Längsmitnahmepuffer 9 und ein zweiter Längsmitnahmepuffer 10 befestigt. Dabei ist in Längsrichtung betrachtet der erste Längsmitnahmepuffer 9 vor dem Querträger 8 angeordnet und der zweite Längsmitnahmepuffer 10 nach dem Querträger 8. Bei den Längsmitnahmepuffern 9, 10 handelt es sich um an sich bekannte mehrschichtige Elastomer-Puffer, die eine entsprechende Elastizität aufweisen.On the cross member 8, a first longitudinal driving buffer 9 and a second longitudinal driving buffer 10 are attached. In this case, viewed in the longitudinal direction of the first longitudinal driving buffer 9 is disposed in front of the cross member 8 and the second longitudinal driving buffer 10 after the cross member 8. The longitudinal driving buffers 9, 10 are known multilayer elastomer buffer having a corresponding elasticity.

Die Längsmitnahmepuffer 9, 10 weisen in Längsrichtung 3 gesehen an jeweils einem Ende jeweils eine Grundplatte 19 auf, die am Querträger 8 mittels Schraubverbindungen 20 befestigt ist, vgl. Fig. 3, die eine vergrößerte Detailansicht des Bereichs B der Fig. 2 zeigt. Am in Längsrichtung 3 gesehen jeweils anderen Ende weisen die Längsmitnahmepuffer 9, 10 jeweils eine Stirnseite 16, 17 auf, die sich entlang der Querrichtung 4 und der Höhenrichtung 5 erstreckt. Die Stirnseite 16 des ersten Längsmitnahmepuffers 9 und die Stirnseite 17 des zweiten Längsmitnahmepuffers 10 weisen dabei in entgegengesetzte Richtungen und voneinander weg.The longitudinal driving buffers 9, 10 have seen in the longitudinal direction 3 at one end in each case a base plate 19 which is secured to the cross member 8 by means of screw 20, see. Fig. 3 , which is an enlarged detail view of area B of the Fig. 2 shows. At the other end seen in the longitudinal direction 3, the longitudinal driving buffers 9, 10 each have an end face 16, 17 which extends along the transverse direction 4 and the height direction 5. The end face 16 of the first longitudinal driving buffer 9 and the end face 17 of the second longitudinal driving buffer 10 point in opposite directions and away from each other.

An jeder Stirnseite 16, 17 ist jeweils eine Gleitplatte 13 mit einer Gleitfläche 14 befestigt, wobei sich die Gleitflächen 14 entlang der Querrichtung 4 und Höhenrichtung 5 erstrecken. Die Gleitplatten 13 sind als Verschleißteile ausgelegt und aus Kunststoff gefertigt. An den Gleitflächen 14 liegt jeweils ein Gleitabschnitt 18 eines Schenkels 12 einer Anschlagplatte 11 flächig und gleitbar an, wobei die Gleitabschnitte 18 verschleißfest ausgeführt sind. Die Schenkel 12 sind in Längsrichtung 3 von einander beabstandet, sodass die Anschlagplatte 11 in Querrichtung 4 gesehen eine Gabelform ausbildet.At each end face 16, 17, a sliding plate 13 is attached to a sliding surface 14, wherein the sliding surfaces 14 along the transverse direction 4 and height direction 5 extend. The sliding plates 13 are designed as wearing parts and made of plastic. At the sliding surfaces 14 is in each case a sliding portion 18 of a leg 12 of a stop plate 11 flat and slidably, wherein the sliding portions 18 are designed wear-resistant. The legs 12 are spaced from each other in the longitudinal direction 3, so that the stop plate 11 seen in the transverse direction 4 forms a fork shape.

Die Anschlagplatte 11 ist wiederum fest mit einem Wagenkasten 2 verbunden, von dem ein Teil in Fig. 1 erkennbar ist. Der Wagenkasten 2 ist ferner mittels einer Sekundärfederung 22 mit dem Fahrwerk 1 gekoppelt. Die Achsen 6 mit den Rädern 7 sind außerdem mittels einer Primärfederung 21 mit dem Fahrwerk 1 gekoppelt.The stop plate 11 is in turn fixedly connected to a car body 2, of which a part in Fig. 1 is recognizable. The car body 2 is further coupled by means of a secondary suspension 22 to the chassis 1. The axles 6 with the wheels 7 are also coupled by means of a primary suspension 21 to the chassis 1.

Um ein flächiges Anliegen der Gleitabschnitte 18 der Schenkel 12 an den Gleitflächen 14 der Gleitplatten 13 zu ermöglichen, sind Einstellbeilagen 15 zwischen Querträger 8 und den Grundplatten 19 angeordnet. Auf diese Weise können Fertigungstoleranzen problemlos berücksichtigt werden. Andererseits können mittels der Einstellbeilagen 15 auch definierte Spalte zwischen Fahrwerk 1 und Wagenkasten 2 bzw. zwischen den Gleitflächen 14 der Gleitplatten 13 und den Gleitabschnitten 18 eingestellt werden.In order to enable a flat abutment of the sliding portions 18 of the legs 12 on the sliding surfaces 14 of the sliding plates 13, adjusting inserts 15 between the cross member 8 and the base plates 19 are arranged. In this way, manufacturing tolerances can be considered easily. On the other hand, by means of the Einstellbeilagen 15 also defined gaps between the chassis 1 and car body 2 and between the sliding surfaces 14 of the sliding plates 13 and the sliding portions 18 can be adjusted.

Wie in Fig. 2 erkennbar ist, ist der Bereich der Längsmitnahmepuffer 9, 10 und der Gleitabschnitte 18 der Schenkel 12 von unten in Höhenrichtung gesehen einsehbar. Dies ermöglicht eine problemlose Kontrolle der Vorrichtung, beispielsweise um den Verschleißzustand der Gleitplatten 13 festzustellen. Weiters geht aus Fig. 2 hervor, dass die erfindungsgemäße Vorrichtung, die nur einen einfachen Querträger 8 benötigt, reichlich Platz für andere Komponenten, wie beispielsweise Dämpfer (nicht dargestellt) für die Sekundärfederung 22 oder Wankstabilisatoren (nicht dargestellt) belässt.As in Fig. 2 can be seen, the area of the longitudinal driving buffer 9, 10 and the sliding portions 18 of the legs 12 seen from below in the height direction is visible. This allows easy control of the device, for example, to determine the state of wear of the sliding plates 13. It continues Fig. 2 show that the device according to the invention, which requires only a simple cross member 8, plenty of space for other components, such as damper (not shown) for the secondary suspension 22 or roll stabilizers (not shown) leaves.

Da die Gleitabschnitte 18 mit den Gleitflächen 14 der Gleitplatten 13 nicht starr verbunden sind, sondern lediglich gleitbar anliegen, gleiten die Gleitabschnitte 18 bei Federbewegungen des Wagenkastens 2 gegenüber dem Fahrwerk 1 an den Gleitflächen 14 ab. D.h. der Wagenkasten 2 kann gegenüber dem Fahrwerk 1 problemlos parallel zur Höhenrichtung 5 sowie parallel zur Querrichtung 4 mittels der Sekundärfederung 22 Federbewegungen ausführen. Dabei wird der Federweg in Höhenrichtung 5 durch die Sekundärfederung 22 und in Querrichtung durch entsprechende Anschläge (nicht dargestellt) begrenzt.Since the sliding portions 18 are not rigidly connected to the sliding surfaces 14 of the sliding plates 13, but only slidably abut, slide the sliding portions 18 at spring movements of the car body 2 relative to the chassis. 1 from the sliding surfaces 14. That is, the car body 2 can be compared to the chassis 1 easily parallel to the height direction 5 and parallel to the transverse direction 4 by means of the secondary suspension 22 spring movements. In this case, the spring travel in the vertical direction 5 by the secondary suspension 22 and in the transverse direction by corresponding stops (not shown) limited.

Gleichzeitig wird durch das flächige Anliegen der Gleitabschnitte 18 an den Gleitplatten 13 eine optimale Kraftübertragung parallel zur Längsrichtung 3, d.h. für positive und negative Beschleunigungen parallel zur Längsrichtung 3, gewährleistet. Dabei wird durch die Dämpfung des Elastomers der Längsmitnahmepuffer 9, 10 eine gewisse Ruckdämpfung erzielt.At the same time, the flat abutment of the sliding portions 18 on the sliding plates 13 results in an optimum transmission of force parallel to the longitudinal direction 3, i. for positive and negative accelerations parallel to the longitudinal direction 3 guaranteed. In this case, a certain recoil damping is achieved by the damping of the elastomer of the longitudinal driving buffer 9, 10.

Schließlich ermöglicht die Elastizität der Längsmitnahmepuffer 9, 10 auch winkelmäßig beschränkte Drehbewegungen des Wagenkastens 2 gegenüber dem Fahrwerk 1, wobei eine entsprechende Drehachse parallel zur Höhenrichtung 5 und vorzugsweise in der Fahrwerksmitte liegt. Dabei bewirkt die Dämpfung des Elastomers der Längsmitnahmepuffer 9, 10 auch in diesem Falle eine gewisse Ruckdämpfung.Finally, the elasticity of the longitudinal driving buffers 9, 10 also angularly limited rotational movements of the car body 2 relative to the chassis 1, wherein a corresponding axis of rotation is parallel to the height direction 5 and preferably in the center of the chassis. The damping of the elastomer causes the longitudinal driving buffer 9, 10 in this case, a certain shock absorption.

BEZUGSZEICHENLISTELIST OF REFERENCE NUMBERS

11
Fahrwerklanding gear
22
Wagenkastencar body
33
Längsrichtunglongitudinal direction
44
Querrichtungtransversely
55
Höhenrichtungheight direction
66
Achseaxis
77
Radwheel
88th
Querträgercrossbeam
99
Erster LängsmitnahmepufferFirst longitudinal drive buffer
1010
Zweiter LängsmitnahmepufferSecond longitudinal driving buffer
1111
Anschlagplattestop plate
1212
Schenkel der AnschlagplatteLeg of the stop plate
1313
Gleitplattesliding plate
1414
Gleitflächesliding surface
1515
EinstellbeilageEinstellbeilage
1616
Stirnseite des ersten LängsmitnahmepuffersFront side of the first longitudinal driving buffer
1717
Stirnseite des zweiten LängsmitnahmepuffersFront side of the second longitudinal driving buffer
1818
Gleitabschnittsliding
1919
Grundplattebaseplate
2020
Schraubverbindungscrew
2121
Primärfederungprimary suspension
2222
Sekundärfederungsecondary suspension

Claims (10)

  1. Device for transmitting a force between a chassis (1) and a body (2) of a rail vehicle, in which at least one first traction link buffer (9), having one first end face (16), and at least one second traction link buffer (10), having a second end face (17), can be fixed to the chassis (1), wherein the first end face (16) is at a distance from the second end face (17) in relation to a longitudinal direction (3) of the rail vehicle, wherein the two end faces (16, 17) face in at least approximately opposite directions and wherein a stop plate (11) is to be attached to the body (2), characterised in that the stop plate is provided with mutually spaced sliding portions (18) protruding in the longitudinal direction (3), which the end faces (16, 17) of the traction link buffers (9, 10) abut at least in sections in a slidable manner.
  2. Device according to claim 1, characterised in that the at least one first traction link buffer (9) and the at least one second traction link buffer (10) are fixed to a crossmember (8) of the chassis (1), and that the stop plate (11) is embodied in the form of a fork and comprises limbs (12) with, in each case, a sliding portion (18) facing an end face (16, 17).
  3. Device according to one of claims 1 to 2, characterised in that the sliding portions (18) are movable parallel to a vertical direction (5) and/or to a transverse direction (4) .
  4. Device according to one of claims 1 to 3, characterised in that in each case a slide plate (13) with a slide surface (14) is fixed to end face (16, 17) in a replaceable manner.
  5. Device according to claim 4, characterised in that the slide plates (13) are manufactured from plastic.
  6. Device according to one of claims 4 to 5, characterised in that the slide plates (13) have a circular form, seen in the longitudinal direction (3).
  7. Device according to one of claims 2 to 6, characterised in that the crossmember (8) with the first and second traction link buffers (9, 10) attached thereto is arranged centrally in the chassis (1) with reference to the longitudinal direction (3) of the rail vehicle.
  8. Device according to one of claims 1 to 7, characterised in that the at least one first traction link buffer (9) and/or the at least one second traction link buffer (10) take the form of multilayer elastomer buffers.
  9. Device according to one of claims 1 to 8, characterised in that the body (2) with the stop plate (11) is rotatable relative to the chassis (1) about an axis of rotation which extends parallel to the vertical direction (5).
  10. Device according to one of claims 1 to 9, characterised in that the traction link buffers (9, 10) have a base plate (19) and are fixed to the same by screwing the base plate (19) to a crossmember (8), wherein at least one adjustment insert (15) is arranged between crossmember (8) and the respective base plate (19).
EP13719431.2A 2012-04-26 2013-04-04 Device for transmitting a force between a chassis and a body of a rail vehicle Active EP2841318B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL13719431T PL2841318T3 (en) 2012-04-26 2013-04-04 Device for transmitting a force between a chassis and a body of a rail vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50147/2012A AT513078A1 (en) 2012-04-26 2012-04-26 Device for transmitting power between the chassis and the body of a rail vehicle
PCT/EP2013/057105 WO2013160079A1 (en) 2012-04-26 2013-04-04 Device for transmitting a force between a chassis and a body of a rail vehicle

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EP2841318A1 EP2841318A1 (en) 2015-03-04
EP2841318B1 true EP2841318B1 (en) 2018-12-05

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US (1) US9694831B2 (en)
EP (1) EP2841318B1 (en)
CN (1) CN104245472B (en)
AT (1) AT513078A1 (en)
AU (2) AU2013251907A1 (en)
BR (1) BR112014026441A2 (en)
CA (1) CA2871511A1 (en)
DK (1) DK2841318T3 (en)
ES (1) ES2714499T3 (en)
PL (1) PL2841318T3 (en)
RU (1) RU2607964C2 (en)
TR (1) TR201901971T4 (en)
WO (1) WO2013160079A1 (en)

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AT513078A1 (en) * 2012-04-26 2014-01-15 Siemens Ag Oesterreich Device for transmitting power between the chassis and the body of a rail vehicle
AT514459B1 (en) * 2013-06-26 2015-03-15 Siemens Ag Oesterreich Rail vehicle with clad chassis
AT516917A3 (en) * 2015-02-18 2017-12-15 Siemens Ag Oesterreich Device for power transmission between chassis frame and car body of a rail vehicle
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AT521070B1 (en) * 2018-03-21 2019-12-15 Rail Cargo Austria Ag Interface for connecting a vehicle body to a base frame
CN112533814B (en) * 2018-03-27 2023-11-07 西门子交通奥地利有限责任公司 Running gear for a rail vehicle
CN110843840B (en) * 2019-11-18 2020-12-11 哈尔滨工业大学 Heavy-load quick railway wagon bogie with mechanical suspension type secondary suspension device and rigidity calculation method
CN112026838B (en) * 2020-09-10 2021-11-12 中车青岛四方机车车辆股份有限公司 Draw beam, central traction device, bogie and rail vehicle

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ES2714499T3 (en) 2019-05-28
AU2016204429A1 (en) 2016-07-21
RU2607964C2 (en) 2017-01-11
RU2014143034A (en) 2016-06-10
US9694831B2 (en) 2017-07-04
WO2013160079A1 (en) 2013-10-31
CN104245472A (en) 2014-12-24
AT513078A1 (en) 2014-01-15
US20150144026A1 (en) 2015-05-28
AU2013251907A1 (en) 2014-10-16
TR201901971T4 (en) 2019-03-21
CN104245472B (en) 2017-06-20
PL2841318T3 (en) 2019-05-31
CA2871511A1 (en) 2013-10-31
EP2841318A1 (en) 2015-03-04
DK2841318T3 (en) 2019-03-04
BR112014026441A2 (en) 2017-06-27

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