EP3450280B1 - Schienenfahrzeug mit einer notfedervorrichtung - Google Patents

Schienenfahrzeug mit einer notfedervorrichtung Download PDF

Info

Publication number
EP3450280B1
EP3450280B1 EP17189430.6A EP17189430A EP3450280B1 EP 3450280 B1 EP3450280 B1 EP 3450280B1 EP 17189430 A EP17189430 A EP 17189430A EP 3450280 B1 EP3450280 B1 EP 3450280B1
Authority
EP
European Patent Office
Prior art keywords
unit
decoupling
contact surface
wagon body
running gear
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
Application number
EP17189430.6A
Other languages
English (en)
French (fr)
Other versions
EP3450280A1 (de
Inventor
Dominique WALLET
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to ES17189430T priority Critical patent/ES2805876T3/es
Priority to PL17189430T priority patent/PL3450280T3/pl
Priority to EP17189430.6A priority patent/EP3450280B1/de
Publication of EP3450280A1 publication Critical patent/EP3450280A1/de
Application granted granted Critical
Publication of EP3450280B1 publication Critical patent/EP3450280B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • B61F5/04—Bolster supports or mountings
    • 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
    • B61F5/10—Bolster supports or mountings incorporating fluid springs

Definitions

  • the present invention relates to a rail vehicle supported on a running gear unit via a secondary suspension arrangement, wherein the secondary suspension arrangement comprises a secondary suspension device and an emergency spring device.
  • Such a rail vehicle is for instance known from EP 0 794 099 A1 .
  • the emergency spring unit has to provide the suspension and allow the rolling movement of the running gear unit with respect to the vehicle.
  • the emergency spring is integrated within components of the secondary suspension (e.g. within lateral air spring elements of the secondary suspension), such as it is known, for example, from US 4,841,874 .
  • support force transmission between the wagon body unit and the running gear unit is primarily provided via the emergency spring(s).
  • These designs have the disadvantage that their stiffness of the emergency springs in the height direction of the vehicle typically is considerably higher than the corresponding stiffness of the (failed) air springs. This increased stiffness adds to the stiffness of the antiroll bar, and considerably increases the rolling stiffness of the vehicle arrangement and, consequently, considerably increases the risk of derailment.
  • a safety device for pneumatic suspensions is integrated into the secondary suspension of a rail vehicle.
  • the safety device is mounted between the wagon body and the running gear.
  • a tronco-conically shaped supporting element is integrated into the secondary suspension and supported by elastic rings inside a base element at the bottom of the secondary suspension connected to the running gear.
  • the design of the railway vehicle determines the location and the design of the secondary suspension and thereby also the location and the design of the emergency spring, making it rather inflexible for design changes of the rail vehicle or the emergency spring.
  • the object of the present invention to provide a rail vehicle which does not show the disadvantages described above, or at least shows them to a lesser extent, and which, in particular, facilitates an improved rolling movement of the wagon body and the running gear.
  • the invention further aims for an emergency spring device which facilitates a more flexible design and configuration relaxing the building space constraints.
  • the present invention is based on the technical teaching that an improved rolling movement of the wagon body unit and the running gear unit can be accomplished, if the emergency spring device is configured such that is does not or almost not restrict the rolling movement of the wagon body on the running gear.
  • the rolling stiffness of the vehicle is essentially defined by the rolling support and essentially similar to normal operation (i.e. with properly operating secondary suspension, e.g. inflated air springs).
  • the emergency spring device may be configured with a decoupling section that essentially mechanically decouples the wagon body unit and the running gear unit about a rolling axis (parallel to the longitudinal direction of the vehicle).
  • the support in height direction of the vehicle and the rolling movement of the vehicle are functionally separated and are carried out by separate elements of the emergency spring device, such that, in an emergency operation after failure of the secondary suspension, the wagon body can carry out the rolling movement about this rolling axis.
  • the invention also has beneficial effects in cases where the normal suspension is intentionally deactivated, e.g. where air springs of a secondary suspension are intentionally deflated, in order to lower the height level of the wagon body (for meeting restricted track envelope constraints in tunnels or under bridges, etc.).
  • the decoupling unit mechanically decouples the wagon body unit from the running gear unit about a decoupling axis of rotation.
  • the decoupling unit comprises a first contact surface and a second contact surface.
  • the first contact surface is configured to contact the second contact surface at at least one contact location to define the decoupling axis.
  • the decoupling axis of rotation is extending along a longitudinal axis of the wagon body.
  • At least one of the first contact surface and the second contact surface of the decoupling unit is a curved surface having at least one main axis of curvature to define the decoupling axis of rotation.
  • This main axis of curvature preferably extends parallel to the decoupling axis of rotation to define the decoupling axis of rotation in a very simple manner.
  • one of the first contact surface and the second contact surface is a planar surface. This embodiment may provide a simple design with a counterpart for the respectively second contact surface and first contact surface having a different shape in order to provide at least one contact location to define the decoupling axis.
  • At least one of the first contact surface and the second contact surface is a cylindrical surface.
  • defined rotation about the decoupling axis may be obtained.
  • at least one of the first contact surface and the second contact surface defines a contact edge contacting the other one of the first contact surface and the second contact surface.
  • the contact edge preferably extends parallel to the decoupling axis of rotation to define the decoupling axis of rotation in a very simple manner.
  • any of the above mentioned embodiments can be combined to configure the contact location between the first contact surface and the second contact surface and thereby define the decoupling axis.
  • the decoupling unit is configured such that, in the emergency operation upon failure of the secondary suspension device, contact made between the first contact surface and the second contact surface at the contact location is substantially in the form of a point contact or of a line contact or of an area contact.
  • the connecting device is configured to provide a connection between the wagon body unit and the running gear unit.
  • the connecting device may be a pivot device configured to define a pivot between the wagon body unit and the running gear unit about the height axis.
  • the connecting device may be a traction link device configured to provide transmission of traction forces between the wagon body unit and the running gear along said longitudinal axis.
  • the connecting device comprises a connecting arm unit extending along said height axis.
  • the connecting arm unit is configured to be connected, at one end, to a first component formed by one of the wagon body unit and the running gear unit and, at a location spaced along said height axis from the one end, to a second component formed by the other one of the wagon body unit and the running gear unit.
  • the decoupling unit comprises a first decoupling element and a second decoupling element.
  • the first decoupling element extends, in a plane perpendicular to the height axis, through a recess in the connecting arm unit.
  • the first decoupling element in particular, extends along the longitudinal axis through the recess in the connecting arm unit.
  • the first decoupling element in particular, is connected to the emergency spring unit.
  • the first decoupling element comprises a decoupling beam element extending through the recess in the connecting arm unit.
  • the variant yields a particular space-saving configuration.
  • the first decoupling element in particular at both ends, has a first contact surface contacting a second contact surface of the second decoupling element of the decoupling unit to define the decoupling axis.
  • the second decoupling element in particular at both ends, has a first sliding contact surface and the first sliding contact surface is configured to form sliding contact with a second sliding contact surface in the emergency operation.
  • the decoupling unit is formed such that, along the height axis, a gap is formed between the first sliding contact surface and the second sliding contact surface during normal operation of the vehicle, while in the emergency operation the first sliding contact surface makes sliding contact with the second sliding contact surface.
  • the second sliding contact surface may be formed by a component of one of the wagon body unit and the running gear unit.
  • the decoupling unit comprises a first decoupling element forming a first contact surface and a second decoupling element forming a second contact surface.
  • the decoupling unit is formed such that, along the height axis, a gap is formed between the first contact surface and the second contact surface during normal operation of the vehicle.
  • the decoupling unit is formed such that, in the emergency operation, the first contact surface contacts the second contact surface at at least one contact location to define said decoupling axis.
  • the first decoupling element is formed by the emergency spring unit, in particular, by a spring element, preferably a leaf spring element, of the emergency spring unit.
  • the second decoupling element is formed by a component of one of said wagon body unit and said running gear unit.
  • the emergency spring unit comprises a laminated spring element, in particular, a laminated metal-rubber spring element.
  • a laminated spring element in particular, a laminated metal-rubber spring element.
  • the emergency spring unit may be configured to be mounted to a component of one of the wagon body unit and the running gear unit. Any of these variants yields particularly space-saving configurations.
  • the advantage of the above mentioned embodiments is that it is possible to use them as an add-on solution for already existing vehicles. Since almost no modification of the vehicle is required, the above mentioned embodiments may lead to a space- and cost-saving solution to provide any vehicle, in particular rail vehicles, with a resilient emergency support of the wagon body unit of the vehicle on the running gear unit of the vehicle at least in a direction of a height axis of the wagon body in an emergency operation in case of a failure of a secondary suspension device of the rail vehicle.
  • the secondary suspension arrangement comprises a rolling support device acting between the wagon body unit and the running gear unit.
  • the emergency spring device acts kinematically in parallel to the rolling support device.
  • the decoupling unit in particular, is configured to mechanically decouple the wagon body unit from the running gear unit such that a rolling resistance of the wagon body unit with respect to the running gear unit is substantially only defined by the rolling support device.
  • the wagon body unit comprises at least one of a bolster and a wagon body.
  • the running gear unit comprises a running gear frame.
  • the vehicle 101 comprises a wagon body unit in the form of a bolster 102.1 of a wagon body 102 supported by a secondary suspension arrangement 104 on a running gear unit in the form of a bogie 103 with a bogie frame 103.1. It will be appreciated that, with other variants, the wagon body unit 102.1 may also be formed by a structural component of the wagon body 102.
  • the secondary suspension arrangement 104 comprises a secondary suspension device (not shown) and emergency spring device 105.
  • the secondary suspension device is formed by two air springs located in a conventional manner at both lateral sides of the wagon body 102 and supporting the wagon body 102 on the bogie frame 103.1.
  • the secondary suspension device i.e. a deflation of the air springs
  • the wagon body 102 is supported on the bogie frame 103.1 by the emergency spring device 104, which is located centrally (in the transverse direction) between the air springs of the secondary suspension device.
  • the emergency spring device 105 is integrated in a central recess area 106.1 of a connecting device which is configured as a pivot 106.
  • the pivot 106 in a conventional manner, has a connecting arm unit 106.2 which, in the height direction (z axis), extends downward and reaches into a corresponding receptacle of the running gear 103 (not shown).
  • the connecting arm unit 106.2 of the pivot 106 is mounted to the bolster 102.1 of the wagon body 102.
  • the pivot 106 is connected to the bogie frame 103.1 to transmit traction and braking forces between the bogie 103 and the wagon body 102.
  • the pivot 106 also forms a traction link device.
  • any other desired and suitable traction link device 106 may be used to integrate the emergency spring device 105.
  • the emergency spring device 105 comprises an emergency spring unit 107, a first decoupling element in the form of a shaft 108 (forming a decoupling beam element) and two second decoupling elements in the form of two supporting elements 109 located at each end of the shaft 108. It will be appreciated that, with other variants, a single second decoupling element 109 may be sufficient.
  • the shaft 108 and the emergency spring 107 are arranged kinematically in series between the wagon body 102 and the bogie frame 103.1.
  • the supporting elements 109 and the shaft 108 are configured such that the shaft 108 is rotatable in the supporting elements 109 about a decoupling axis 105.1.
  • a decoupling unit 110 is provided at both sides of the shaft 108.
  • the longitudinal axis of the shaft 108 (in the static situation) is located at the centerline height plane (xz plane) of the vehicle 101 and oriented along the longitudinal axis of the vehicle 101.
  • the decoupling axis 105.1 is substantially parallel to the longitudinal axis of the vehicle 101.
  • a gap D exists in the height direction between a first sliding contact surface 109.1 of the respective supporting element 109 and a second sliding contact surface 103.3 of the running gear frame 103.1.
  • the wagon body 102 moves down towards the running gear frame 103.1, thereby closing the gap D and activating the emergency spring device 105.
  • the first sliding contact surfaces 109.1 and the second sliding contact surfaces 103.3 provide sliding lateral and rotational motion (about the height axis) during such emergency operation.
  • the emergency spring unit 107 is configured to support the wagon body 102 on the running gear frame 103.1 in the height direction of the vehicle 101.
  • the decoupling unit 110 mechanically decouples rolling motion between the wagon body 102 and the bogie about the decoupling axis 105.1.
  • Such rolling motion decoupling is provided by a rotational bearing arrangement with a first contact surface in the form of a cylindrical outer contact surface 111 of the shaft 108 and a mating second contact surface in the form an inner contact surface 112 of each supporting element 109.
  • the respective first contact surface 111 and the associated second contact surface 112 contact each other at a contact location 113 (in an area contact).
  • the main axis of curvature of the cylindrical outer contact surface 111 of the shaft 108 defines the decoupling axis of rotation 105.1 which extends along the longitudinal axis of the vehicle 101.
  • the decoupling axis of rotation 105.1 of the decoupling unit 110 enables the rolling movement of the bolster 102.1 and the wagon body 102 with respect to the running gear 103, which is essentially not restricted by the emergency spring device 105.
  • the emergency spring device 105 is configured such that it does not or almost not restrict the rolling movement of the wagon body 102 on the bogie 103.
  • the rolling stiffness of the vehicle 101 i.e. the rolling resistance that acts against a rolling motion of the wagon body 102 with respect to the bogie 103 about the rolling axis
  • the rolling support (not shown), which acts in a conventional manner between the wagon body 102 on the bogie 103 to define the rolling stiffness.
  • rolling stiffness in an advantageous manner, is not increased compared to normal operation (i.e. with properly operating inflated secondary suspension).
  • the emergency operation rolling stiffness is even lower or may essentially be similar to normal operation (i.e. with properly operating inflated secondary suspension).
  • the emergency spring unit 107 is a laminated spring element, i.e. a metal-rubber spring, and provides the support of the wagon body 102 in the height direction.
  • any other type of spring element 107 e.g. a conventional helical spring or one or more disc springs etc. may be used in the emergency spring unit 107 to support the wagon body 102 on the running gear 103.
  • the emergency spring device 205 in its basic design and functionality, corresponds to the emergency spring device 105 and may replace the latter in the rail vehicle 101 of Figure 1 .
  • identical components have been given the identical reference numeral, while like components are given the same reference numeral increased by the value 100.
  • explicit reference is made to be explanations given above in the context of the first embodiment with respect to these components.
  • the emergency spring unit 207 comprises a first decoupling element 208 in the form of an elongated leaf spring unit arranged along the transverse axis (y axis) of the wagon body unit 102.1.
  • the emergency spring unit 207 is mounted on the running gear frame 103.1 in such a manner that it again provides, in an emergency operation with deflated air springs, a decoupling axis of rotation which extends along the longitudinal axis (x axis) of the vehicle 101.
  • a leaf spring unit 208 of the emergency spring unit 207 can be mounted forward and/or rearward (in the longitudinal direction) of a pivot 206.
  • a single leaf spring unit 208 of the emergency spring unit 207 may also extend through a (preferably central) recess of the pivot 206.
  • Such a pivot 206 may have the same functions as the pivot 106 of Figure 2 . In particular, it may be part of a traction link between the wagon body 102 and the bogie 103.
  • a gap D exists between the leaf spring unit 208 of the emergency spring 207 and a second decoupling element 209 of the wagon body unit 102.1.
  • the wagon body unit 102.1 moves down until the second decoupling element 209 of the wagon body unit 102.1 contacts the leaf spring unit 208 of the emergency spring 207 which is mounted to the running gear unit 103, thereby closing the gap D and activating the emergency spring device 205.
  • the emergency spring unit 207 is configured to support the wagon body 102 on the running gear 103 in the height direction of the vehicle 101.
  • the decoupling unit 210 is formed by a curved upper contact surface 211 of the leaf spring unit 208 of the emergency spring unit 207 and a planar lower contact surface 212 of the second decoupling element 209 of the wagon body unit 102.1 contacting each other at a contact location 213 (ideally, i.e. with infinitely rigid components, in a line contact - but, in reality, also with a narrow, essentially rectangular area contact).
  • the axis of main curvature of the curved upper contact surface 211, at the respective contact location 213, generates and defines the decoupling axis of rotation of the decoupling unit 210, wherein this axis of main curvature and, hence, the decoupling axis of rotation extends along the longitudinal axis of the vehicle 101.
  • the decoupling axis of rotation 205.1 of the decoupling unit 205 again enables the rolling movement of the wagon body 102 with respect to the running gear 103, which is essentially unrestricted by the emergency spring unit 207.
  • the emergency spring device 305 in its basic design and functionality, corresponds to the emergency spring device 205 and may replace the latter in the rail vehicle 101 of Figure 1 .
  • identical components have been given the identical reference numerals, while like components are given the same reference numeral increased by the value 100.
  • explicit reference is made to be explanations given above in the context of the second embodiment with respect to these components.
  • the emergency spring unit 307 is mounted to the wagon body unit 102.1 and comprises a helical spring unit arranged and acting along the height axis (z axis) of the wagon body unit 102.1.
  • the emergency spring unit 307 comprises a first decoupling element 308 in the form of a contact element with a triangular cross section that forms a contact edge at the first contact surface 311.
  • the emergency spring unit 307 again provides, in an emergency operation with deflated air springs, a decoupling axis of rotation which extends along the longitudinal axis (x axis) of the vehicle 101. It will be appreciated that such a helical spring unit of the emergency spring unit 307 can be mounted forward and/or rearward (in the longitudinal direction) of a pivot 206.
  • a single spring unit of the emergency spring unit 307 may also extend in a recess of the pivot 206.
  • Such a pivot 206 may have the same functions as the pivot 106 of Figure 2 . In particular, it may be part of a traction link between the wagon body 102 and the bogie 103.
  • a gap D exists between the first decoupling element 308 of the emergency spring unit 307 and a second decoupling element 309 of the bogie frame 103.1.
  • the wagon body unit 102.1 moves down until the second decoupling element 209 of the wagon body unit 102.1 contacts the contact edge of the decoupling element 308 of the emergency spring 307, thereby closing the gap D and activating the emergency spring device 305.
  • the emergency spring unit 307 is configured to support the wagon body 102 on the running gear 103 in the height direction of the vehicle 101.
  • the decoupling unit 310 is formed by the contact surface 311 of the contact edge of the decoupling element 308 of the emergency spring unit 307 and a planar upper contact surface 312 of the second decoupling element 309 of the running gear frame 103.1 contacting each other at a contact location 313 (ideally, i.e. with infinitely rigid components, in a line contact - but, in reality, also with a narrow, essentially rectangular area contact).
  • the contact edge forming the contact surface 311, at the respective contact location 313, generates and defines the decoupling axis of rotation of the decoupling unit 310, wherein the contact edge and, hence, the decoupling axis of rotation extends along the longitudinal axis of the vehicle 101.
  • the decoupling axis of rotation of the decoupling unit 305 again enables the rolling movement of the wagon body 102 with respect to the running gear 103, which is essentially unrestricted by the emergency spring unit 307.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)

Claims (14)

  1. Schienenfahrzeug mit einer Wagenkasteneinheit (102.1), die über eine Sekundärfederanordnung (104) auf einer Fahrwerkseinheit (103) abgestützt ist, wobei
    - die Sekundärfederungsanordnung (104) eine Sekundärfederungsvorrichtung und eine Notfedervorrichtung (105; 205; 305) umfasst,
    - die Notfedervorrichtung (105; 205; 305) eine Notfedereinheit (107; 207; 307) umfasst, die dazu ausgebildet ist, eine federnde Notabstützung einer Wagenkasteneinheit (102.1) eines Wagenkastens (102) des Fahrzeugs auf der Fahrwerkseinheit (103) zumindest in einer Richtung einer Höhenachse des Wagenkastens (102) in einem Notbetrieb im Falle eines Versagens der Sekundärfederungsvorrichtung bereitzustellen;
    - die Notfedervorrichtung (105; 205; 305) ferner eine Entkopplungseinheit (110; 210; 310) umfasst; wobei
    - die Entkopplungseinheit (110; 210; 310) und die Notfedereinheit (107; 207; 307) dazu ausgebildet sind, kinematisch in Serie zwischen der Wagenkasteneinheit (102.1) und der Fahrwerkseinheit (103) angeordnet zu sein;
    - die Entkopplungseinheit (110; 210; 310) ausgebildet ist, um die Wagenkasteneinheit (102.1) von der Fahrwerkseinheit (103) um eine rotatorische Entkopplungsachse (105.1), die sich entlang einer Längsachse des Wagenkastens (102) erstreckt, mechanisch zu entkoppeln;
    dadurch gekennzeichnet, dass
    - die Notfedervorrichtung (105; 205; 305) in einer Querrichtung des Schienenfahrzeugs im Wesentlichen zentral angeordnet ist.
  2. Schienenfahrzeug nach Anspruch 1, wobei
    - die Entkopplungseinheit (110; 210; 310) eine erste Kontaktfläche (111; 211; 311) und eine zweite Kontaktfläche (112; 212; 312) aufweist,
    - wobei die erste Kontaktfläche (111; 211; 311) dazu ausgebildet ist, die zweite Kontaktfläche (112; 212; 312) an wenigstens einer Kontaktstelle (113; 213; 313) zu berühren, um die Entkopplungsachse (105.1) zu definieren.
  3. Schienenfahrzeug nach Anspruch 2, wobei
    - wenigstens eine der ersten Kontaktfläche (111; 211; 311) und der zweiten Kontaktfläche (112; 212; 312) eine gekrümmte Fläche ist, wobei die gekrümmte Fläche wenigstens eine Hauptkrümmungsachse aufweist, um die rotatorische Entkopplungsachse zu definieren;
    oder
    - eine der ersten Kontaktfläche (111; 211; 311) und der zweiten Kontaktfläche (112; 212; 312) eine ebene Fläche ist;
    oder
    - wenigstens eine der ersten Kontaktfläche (111; 211; 311) und der zweiten Kontaktfläche (112; 212; 312) eine zylindrische Fläche ist;
    oder
    wenigstens eine der ersten Kontaktfläche (111; 211; 311) und der zweiten Kontaktfläche (112; 212; 312) eine Kontaktkante definiert, welche die andere der ersten Kontaktfläche (111; 211; 311) und der zweiten Kontaktfläche (112; 212; 312) berührt, um die rotatorische Entkopplungsachse zu definieren.
  4. Schienenfahrzeug nach einem der Ansprüche 2 oder 3, wobei die Entkopplungseinheit (110; 210; 310) derart ausgebildet ist, dass im Notbetrieb bei Versagen der Sekundärfederungsvorrichtung der Kontakt zwischen der ersten Kontaktfläche (111; 211; 311) und der zweiten Kontaktfläche (112; 212; 312) an der Kontaktstelle im Wesentlichen in Form eines Punktkontakts oder eines Linienkontakts oder eines Flächenkontakts erfolgt.
  5. Schienenfahrzeug nach einem der Ansprüche 1 bis 4, wobei
    - wenigstens ein Teil der Notfedereinheit (107; 207; 307) in eine Verbindungsvorrichtung (106; 206; 306) integriert ist, wobei die Verbindungsvorrichtung (106; 206; 306) dazu ausgebildet ist, eine Verbindung zwischen der Wagenkasteneinheit (102.1) und der Fahrwerkseinheit (103) bereitzustellen;
    wobei
    - die Verbindungsvorrichtung (106; 206; 306) insbesondere eine Schwenkvorrichtung ist, die ausgebildet ist, um einen Drehpunkt zwischen der Wagenkasteneinheit (102.1) und der Fahrwerkseinheit (103) um die Höhenachse zu definieren;
    und/oder
    - die Verbindungsvorrichtung (106; 206; 306) insbesondere eine Traktionsverbindungsvorrichtung ist, die ausgebildet ist, um die Übertragung von Traktionskräften zwischen der Wagenkasteneinheit (102.1) und dem Fahrwerk entlang der Längsachse bereitzustellen.
  6. Schienenfahrzeug nach Anspruch 5, wobei
    - die Verbindungsvorrichtung (106; 206; 306) eine Verbindungsarmeinheit (106.2) umfasst, die sich entlang der Höhenachse erstreckt,
    - wobei die Verbindüngsarmeinheit (106.2) dazu ausgebildet ist, an einem Ende mit einer ersten Komponente verbunden zu sein, die von einer der Wagenkasteneinheit (102.1) und der Fahrwerkseinheit (103) gebildet ist, und an einer Stelle, die entlang der Höhenachse von dem einen Ende beabstandet ist, mit einer zweiten Komponente verbunden zu sein, die von der anderen der Wagenkasteneinheit (102.1) und der Laufwerkseinheit (103) gebildet ist.
  7. Schienenfahrzeug nach Anspruch 6, wobei
    - die Entkopplungseinheit (110; 210; 310) ein erstes Entkopplungselement (108; 208; 308) und ein zweites Entkopplungselement (109; 209; 309) umfasst,
    - wobei sich das erste Entkopplungselement (108; 208; 308) in einer Ebene senkrecht zu der Höhenachse durch eine Aussparung (106.1) in der Verbindungsarmeinheit (106.2) erstreckt;
    wobei
    - das erste Entkopplungselement (108; 208; 308) sich insbesondere entlang der Längsachse durch die Aussparung (106.1) in der Verbindungsarmeinheit (106.2) erstreckt;
    und/oder
    - das erste Entkopplungselement (108; 208; 308) insbesondere mit der Notfedereinheit (107; 207; 307) verbunden ist.
  8. Schienenfahrzeug nach Anspruch 7, wobei
    - das erste Entkopplungselement (108; 208; 308) ein Entkopplungsträgerelement (108; 208; 308) umfasst, das sich durch die Aussparung (106.1) in der Verbindungsarmeinheit (106.2) erstreckt;
    und/oder
    - das erste Entkopplungselement (108; 208; 308), insbesondere an beiden Enden, eine erste Kontaktfläche (111; 211; 311) aufweist, die eine zweite Kontaktfläche (112; 212; 312) des zweiten Entkopplungselements (109; 209; 309) der Entkopplungseinheit (110; 210; 310) berührt, um die Entkopplungsachse (105.1) zu definieren.
  9. Schienenfahrzeug nach Anspruch 7 oder 8, wobei
    - das zweite Entkopplungselement (109; 209; 309), insbesondere an beiden Enden, eine erste Gleitkontaktfläche (109.1; 212; 312) aufweist,
    - die erste Gleitkontaktfläche (109.1; 212; 312) dazu ausgebildet ist, im Notfallbetrieb einen Gleitkontakt mit einer zweiten Gleitkontaktfläche, (103.3; 211; 311) auszubilden,
    wobei
    - die Entkopplungseinheit (110; 210; 310), insbesondere, derart ausgebildet ist, dass entlang der Höhenachse ein Spalt zwischen der ersten Gleitkontaktfläche (109.1; 212; 312) und der zweiten Gleitkontaktfläche (103.3; 211; 311)während des normalen Betriebs des Fahrzeugs gebildet wird;
    und/oder
    - die zweite Gleitkontaktfläche (103.3; 211; 311), insbesondere, durch eine Komponente einer der Wagenkasteneinheit (102.1) und der Fahrwerkseinheit (103) gebildet wird.
  10. Schienenfahrzeug nach einem der Ansprüche 1 bis 6, wobei
    - die Entkopplungseinheit (210; 310) ein erstes Entkopplungselement (108; 208; 308), das eine erste Kontaktfläche (211; 311) bildet, und ein zweites Entkopplungselement (209; 309), das eine zweite Kontaktfläche (212; 312) bildet, umfasst,
    - die Entkopplungseinheit (210; 310) derart ausgebildet ist, dass während des Normalbetriebs des Fahrzeugs entlang der Höhenachse ein Spalt D zwischen der ersten Kontaktfläche (211; 311) und der zweiten Kontaktfläche (212; 312) gebildet wird; und
    - die Entkopplungseinheit (210; 310) derart ausgebildet ist, dass in dem Notfallbetrieb die erste Kontaktfläche (211;311) die zweite Kontaktfläche (212; 312) an wenigstens einer Kontaktstelle (213; 313) berührt, um die Entkopplungsachse (105.1) zu definieren.
  11. Schienenfahrzeug nach Anspruch 10, wobei
    - das erste Entkopplungselement (108; 208; 308) durch die Notfedereinheit (107; 207; 307) gebildet wird, insbesondere durch ein Federelement, vorzugsweise ein Blattfederelement, der Notfedereinheit (207);
    und/oder
    - das zweite Entkopplungselement (109; 209; 309) durch eine Komponente einer der Wagenkasteneinheit (102.1) und der Fahrwerkseinheit (103) gebildet wird.
  12. Schienenfahrzeug nach einem der Ansprüche 1 bis 11, wobei
    - die Notfedereinheit (107; 307) ein Schichtfederelement, insbesondere ein Metall-Gummi-Schichtfederelement, umfasst;
    und/oder
    - die Notfedereinheit (107; 207; 307) dazu ausgebildet ist, an einer Komponente einer der Wagenkasteneinheit (102.1) und der Fahrwerkseinheit (103) montiert zu sein.
  13. Schienenfahrzeug nach einem der Ansprüche 1 bis 12, wobei
    - die Sekundärfederungsanordnung (104) eine zwischen der Wagenkasteneinheit (102.1) und der Fahrwerkseinheit (103) wirkende Wankstützvorrichtung umfasst;
    - die Notfedervorrichtung (105; 205; 305) kinematisch parallel zu der Wankstützvorrichtung wirkt,
    wobei
    - die Entkopplungseinheit (110; 210; 310), insbesondere, so ausgebildet ist, dass sie die Wagenkasteneinheit (102.1) von der Fahrwerkseinheit (103) mechanisch über die Notfedereinrichtung (105; 205; 305) derart entkoppelt, dass ein Wankwiderstand der Wagenkasteneinheit (102) in Bezug auf die Fahrwerkseinheit (103) im Wesentlichen nur durch die Wankstützeinrichtung definiert ist.
  14. Schienenfahrzeug nach einem der Ansprüche 1 bis 13, wobei
    - die Wagenkasteneinheit (102.1) wenigstens eines von eine Wiege und einem Wagenkasten umfasst,
    und/oder
    - die Fahrwerkseinheit (103) einen Fahrwerksrahmen (103.1) umfasst.
EP17189430.6A 2017-09-05 2017-09-05 Schienenfahrzeug mit einer notfedervorrichtung Active EP3450280B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
ES17189430T ES2805876T3 (es) 2017-09-05 2017-09-05 Vehículo ferroviario con un dispositivo de resorte de emergencia
PL17189430T PL3450280T3 (pl) 2017-09-05 2017-09-05 Pojazd szynowy ze sprężynowym urządzeniem bezpieczeństwa
EP17189430.6A EP3450280B1 (de) 2017-09-05 2017-09-05 Schienenfahrzeug mit einer notfedervorrichtung

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17189430.6A EP3450280B1 (de) 2017-09-05 2017-09-05 Schienenfahrzeug mit einer notfedervorrichtung

Publications (2)

Publication Number Publication Date
EP3450280A1 EP3450280A1 (de) 2019-03-06
EP3450280B1 true EP3450280B1 (de) 2020-05-27

Family

ID=59799270

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17189430.6A Active EP3450280B1 (de) 2017-09-05 2017-09-05 Schienenfahrzeug mit einer notfedervorrichtung

Country Status (3)

Country Link
EP (1) EP3450280B1 (de)
ES (1) ES2805876T3 (de)
PL (1) PL3450280T3 (de)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2815375C2 (de) * 1978-04-10 1986-08-28 Waggon Union Gmbh, 1000 Berlin Und 5900 Siegen Seitliche elastische Abstützung des Wagenkastens von Schienenfahrzeugen
DE8137758U1 (de) * 1981-12-24 1982-06-16 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Notabstuetzung fuer wiegenlose luftfederdrehgestelle
DE3701424A1 (de) 1987-01-20 1988-07-28 Gutehoffnungshuette Man Luftfederdrehgestell, insbesondere fuer schnellauffaehige schienenfahrzeuge
IT1222392B (it) 1987-07-30 1990-09-05 Pirelli Accessori Ind Dispositivo di sicurezza per sospensioni pneumatiche
DE19608179A1 (de) * 1996-03-04 1997-09-11 Deutsche Waggonbau Ag Abstützung von Schienenfahrzeugen mittels Luftfedersysteme
DE102009043488A1 (de) * 2009-09-30 2011-05-05 Bombardier Transportation Gmbh Federanordnung zur Niveauregulierung in einem Fahrzeug

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP3450280A1 (de) 2019-03-06
ES2805876T3 (es) 2021-02-15
PL3450280T3 (pl) 2020-11-16

Similar Documents

Publication Publication Date Title
CA2503522C (en) Shackle assembly
US8910579B2 (en) Rail vehicle with laterally soft connection of the wagon body to the running gear
KR920000773B1 (ko) 철도차량용 현수장치
CN107107921B (zh) 将轨道车的车厢主体与其转向架链接之轨道车用的横向件
US9643626B2 (en) Rail vehicle unit
US9440663B2 (en) Spring device for a rail vehicle
EP3299247A1 (de) Drehgestell für schienenfahrzeug
KR100492853B1 (ko) 궤도 차량용 트럭 프레임
EP0399345B1 (de) Drehgestellkonstruktion für ein Eisenbahnfahrzeug
US4776283A (en) Truck for railway vehicle
US4428302A (en) Emergency spring system for a railway car
EP3450280B1 (de) Schienenfahrzeug mit einer notfedervorrichtung
KR880000849B1 (ko) 철도 차량용 측면 베어링
JP2781385B2 (ja) ボギーに対する鉄道車輛の懸架装置
RU2726675C2 (ru) Ходовая часть рельсового транспортного средства
CN110143214A (zh) 防侧翻装置、转向架、轨道车辆以及轨道交通***
KR20010006078A (ko) 철도차량
FI85249B (fi) Boggie foer jaernvaegsvagnar med tippbar stomme.
CA3130644C (en) Wheel arrangement for a rail vehicle
US20220081014A1 (en) Wheel arrangement for a rail vehicle
JPH0156942B2 (de)
CA2004768C (en) Side bearing unit for railroad car

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20190904

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20191205

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602017017206

Country of ref document: DE

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1274267

Country of ref document: AT

Kind code of ref document: T

Effective date: 20200615

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: TROESCH SCHEIDEGGER WERNER AG, CH

REG Reference to a national code

Ref country code: NL

Ref legal event code: FP

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200928

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200927

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200828

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200827

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200827

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2805876

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20210215

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602017017206

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20210302

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200905

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200905

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20210905

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200527

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210905

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230822

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20230920

Year of fee payment: 7

Ref country code: AT

Payment date: 20230921

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20230824

Year of fee payment: 7

Ref country code: FR

Payment date: 20230928

Year of fee payment: 7

Ref country code: DE

Payment date: 20230920

Year of fee payment: 7

Ref country code: BE

Payment date: 20230920

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20231124

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20231001

Year of fee payment: 7