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
  • B61F5/14—Side bearings
• • 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
  • B61F5/14—Side bearings
  • B61F5/144—Side bearings comprising fluid damping devices
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
  • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
  • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
  • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
  • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
• • 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
  • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels

Definitions

• the invention relates to a rail vehicle with at least two emergency springs arranged in a decentralized manner in the vehicle transverse direction and a roll stabilizer, wherein the at least two emergency springs are arranged in different vehicle halves with respect to the vehicle longitudinal axis.
• FIG 1. shows schematically a conventional rail vehicle with two decentralized air and arranged below emergency springs.
• C ws the rigidity of the roll stabilizer designated WS in Fig. 1
• CLF the roll stiffness of the air spring designated LF in Fig. 1 and "LF basis" 2
• C w ges NF means the total rigidity of the bogie in an emergency spring operation
• CNF the roll rigidity of the emergency spring designated NF in FIG. 1 and "NF base" the distance between the two emergency springs NF in the vehicle transverse direction.
• the overall stiffness of an emergency spring NF is usually about one order of magnitude higher than that of an air spring LF. In emergency spring operation, therefore, there is a very high rolling load. stiffness, as from GIg. 2 can be seen. With the high roll stiffness of such rail vehicles is accompanied by a high risk of derailment when cornering in emergency spring operation.
• the overall roll stiffness in the above solution in emergency spring operation is essentially defined by the stiffness of the roll stabilizer.
• An advantageous variant of the invention provides that the two emergency springs are hydraulically coupled together in the emergency spring operation.
• the hydraulic coupling can be realized in a simple manner even with only a small available space.
• Another variant of the invention provides to pneumatically couple the two emergency springs in the emergency spring operation with each other. This type of coupling is also very suitable for low installation heights available.
• a particularly easy to implement and very fail-safe embodiment of the invention provides that the two emergency springs are mechanically coupled together in the emergency spring operation.
• the above object can also be achieved according to the invention with a rail vehicle of the type mentioned, in which the torque transfer capability of the roll stabilizer is variable and minimized in an emergency spring operation.
• the roll stiffness of the roll stabilizer is fully or partially wegschaltbar in case of pressure drop in an air spring supply.
• a particularly easy to implement and reliably working embodiment provides that the roll stabilizer has the car body with the bogie connecting, in the case of an emergency spring operation with each other corresponding hydraulic cylinder / piston elements.
• the roll stabilizer can have detachable, mechanically clamped pressure rods, whereby decoupling of the roll system from the bogie or body can be achieved by releasing the tension rods.
• Fig. 15 shows a hydraulic roll stabilizer according to the invention in more detail
• a rail vehicle SCH or bogie DG according to the invention has at least two emergency springs NF and a roll stabilizer WS arranged in a decentralized manner in the vehicle transverse direction.
• the two emergency springs NF are arranged with respect to the vehicle longitudinal axis ⁇ in different vehicle halves FH1, FH2.
• a power coupling KOP between the two emergency springs NF is provided for minimizing the torque transfer capability about the vehicle longitudinal axis between these emergency springs NF provided to the car body. As shown in Fig.
• this coupling KOP can be designed as a mechanical coupling in the form of a rocker, which rests on the failure of the air springs LF on the two emergency springs NF or these coupled together.
• the coupling shown here is tiltably mounted on a portion of the car body WK, for example, a traverse, in the vehicle transverse direction FQR. In this way, the car body WK can move substantially unaffected by failure of the air springs LF in the vehicle transverse direction FQR of the emergency springs NF.
• the roll stiffness is thus defined in this embodiment in an emergency spring operation thus primarily by a likewise arranged between the bogie DG and the car body WK roll stabilizer WS.
• FIGS. 3 and 4 differ from the variant shown in FIG. 2 primarily in that the emergency springs NF are not arranged serially but parallel to the air springs LF.
• the coupling KOP is again in the form of a rocker, wherein the pivot point DRE of the rocker is not arranged on the car body WK but on the bogie.
• the emergency springs NF are connected in series with the power coupling LAD or the rocker.
• a formed in an air spring operation between the emergency springs NF and a portion of the rail vehicle SCH gap SPA can be constructively located anywhere in the power flow, so above or below the emergency springs NF.
• a hydraulic or pneumatic coupling between the two emergency springs NF may be provided.
• the force flow takes place serially in an emergency spring operation through the coupling element KOP and the emergency springs NF.
• Fig. 8 shows a variant of a hydraulic coupling KOP for a rail vehicle according to the invention, wherein for the sake of simplicity, only the coupling without the further existing components, such as roll stabilizer, car body and bogie, is shown.
• a liquid preferably a hydraulic oil
• two bellows filled with a liquid are provided which are connected to a line. which are connected.
• hydraulic oil is forced out of one of the bellows into the other bellows.
• Fig. 7 an electromechanical coupling between the two emergency springs is shown in more detail.
• force measuring sensors KM and actuators STG with integrated position measuring systems are used, which are connected to a control STR and arranged on opposite, transverse sides of the car body.
• the control STR compares the signals received from the force measuring sensors and actuators (force and displacement signals). If different values are obtained for the forces measured by the left and the right sensor, the control actuates height-adjustable actuators STG until the forces measured by the force measuring sensors are the same.
• the actuators are arranged between the car body WKA and the bogie and are based on the car body WKA, for example, a traverse.
• FIGS. 8 to 11 show further embodiments of hydraulic couplings.
• the emergency springs with a fluid-filled chamber are integrated, which are coupled together via one or more lines LEI.
• a leakage compensation in the form of a fluid inlet opening into the line LEI with a valve VEN can also be provided.
• FIGS. 12-14 show a power coupling KOP between the emergency springs NF, which is integrated in the air spring system.
• a chamber KA filled with a fluid may be formed by the upper bellows rim BF of the air spring LF, a cover plate AP and side walls of the air bellows.
• the cover plate AP has an opening through which the line LEI, which communicates with the chamber KA an identically arranged on the other side in the car transverse direction of the rail vehicle spring is in communication.
• Under the air spring LF or under the chamber KA emergency spring NF is arranged.
• the connecting line LEI does not extend between the chambers KA as in Fig. 14 but under the emergency springs NF.
• the air bag is not shown in Fig. 15.
• the fluid is displaced in the serially acting on the emergency spring chamber KA, which may be formed, for example, as a bellows or cylinder, and allows a balance between left and right emergency spring NF.
• All shown power couplings KOP of the two emergency springs NF have in common that the forces acting on the car body WK in an inclination of the car body in the vehicle transverse direction FQR forces through the coupling KOP substantially without causing moments to be directed to the opposite side of the car body WK.
• Fig. 15 shows a hydraulic roll stabilizer.
• the roll stabilizer WS can be designed with or without damping properties.
• the roll stiffness of this roll stabilizer WS can be completely or partially switched off in case of a pressure drop in an air spring supply.
• a controllable depending on the pressure P of the air spring supply valve / switching arrangement VSA be provided.
• the roll stabilizer WS has the car body with the bogie connecting, in the case of emergency spring operation with each other corresponding hydraulic cylinder / piston elements ZK.
• a fluid in the cylinder / piston elements ZK can be displaced therebetween as a result of rolling movements of the vehicle body.
• the roll stabilizer can also be completely or partially decoupled from the bogie DG or body WK. This can be done for example by complete or partial decoupling of the train push rods ZDS, levers, joints GEL, bearings or coupling points to the bogie DG or car body WK or wagenkastenfesten components of the roll stabilizer WS.
• the decoupling of the roll stabilizer WS or of its parts can be controlled mechanically and / or electronically.
• the lateral Zubuchstangen ZDS are provided with a free-threaded and arranged in a corresponding counterpart, for example in a cylinder, so that the length of the Zutikstangen due to the force occurring during a roll force in an emergency spring operation can change freely.
• a free length change of the vertical Werstedstangen ZDS in a normal operation may be provided in a normal operation blocked brake for the Werruckstangen ZDS. In an emergency spring operation, this brake is then released.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)
• Wick-Type Burners And Burners With Porous Materials (AREA)
• Impression-Transfer Materials And Handling Thereof (AREA)

Applications Claiming Priority (2)

Publications (2)

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• 2006
  • 2006-09-13 AT AT0151906A patent/AT504186A3/de not_active Application Discontinuation
• 2007
  • 2007-07-11 DE DE502007004344T patent/DE502007004344D1/de active Active
  • 2007-07-11 EP EP07787379A patent/EP2061689B1/fr not_active Revoked
  • 2007-07-11 WO PCT/EP2007/057106 patent/WO2008031651A1/fr not_active Ceased
  • 2007-07-11 AT AT07787379T patent/ATE473139T1/de active

Non-Patent Citations (1)

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