Device for force transfer between chassis frame and carriage body of a rail vehicle

Abstract

A device for force transfer between a chassis frame and a carriage body of a rail vehicle includes a plurality of lemniscate links which are connected to the chassis frame via first joints, a yoke having a middle linking point in which the carriage body can be mounted, wherein the plurality of lemniscate links are connected to the yoke via second joints and form a Z-shaped assembly, where elastically deformable elements are arranged in the in the yoke and the first and second joints, and includes limiting means for receiving impact loads that exceed the operating load so as to limit the maximum deflection of the middle linking point of the yoke in a tractive force direction parallel to a tractive force acting on the chassis frame.

Claims

1. A device for force transfer between a chassis frame and a carriage body of a rail vehicle, comprising: first joints; second joints; a plurality of lemniscate links connected to the chassis frame via the first joints; a yoke having a middle linking point in which a pivot pin of the carriage body is mountable, the plurality of lemniscate links being connected to the yoke via the second joints and forming a Z-shaped assembly; elastically deformable elements arranged within the yoke and the first and second joints and in the yoke; and limiting means for limiting a maximum deflection of the middle linking point of the yoke in a tractive force direction parallel to a tractive force acting on the chassis frame.

2. The device as claimed in claim 1, wherein the first joints of the plurality of lemniscate links are each attached to a cross arm of the chassis frame; and wherein the limiting means comprises a first emergency stop and second emergency stop which are arranged on the cross arms.

3. The device as claimed in claim 2, wherein the yoke is arranged between the cross arms.

4. The device as claimed in claim 3, wherein the yoke is arranged between the cross arms in at least one of (i) symmetrically in a longitudinal direction and (ii) a transverse direction.

5. The device as claimed in claim 3, wherein the emergency stops are connected to the cross arms.

6. The device as claimed in claim 3, wherein the first and second emergency stops are formed by the cross arms.

7. The device as claimed in claim 2, wherein the emergency stops are connected to the cross arms.

8. The device as claimed in claim 2, wherein the first and second emergency stops are formed by the cross arms.

9. The device as claimed in claim 2, wherein the first emergency stop comprises a first stop surface for a first contact surface of the yoke; and wherein the second emergency stop comprises a second stop surface for a second contact surface of the yoke.

10. The device as claimed in claim 9, wherein the first stop surface and the second stop surface are disposed opposite to one another and the yoke is arranged in a longitudinal direction in a midpoint between the first and second stop surfaces.

11. The device as claimed in claim 10, wherein the yoke comprises a first contact surface and a second contact surface, the first and second contact surfaces facing respective stop surfaces.

12. The device as claimed in claim 9, wherein the yoke comprises a first contact surface and a second contact surface, the first and second contact surfaces facing respective stop surfaces.

13. The device as claimed in claim 9, wherein at least one of (i) the first and second contact surfaces and (ii) the first and second stop surfaces are flat.

14. The device as claimed in claim 9, wherein at least one of (i) the first and second contact surfaces and (ii) the first and second stop surfaces have a bent shaped.

15. The device as claimed claim 14, wherein the first and second contact surfaces and the first and second stop surfaces are bent into a cylinder-jacket shape.

16. The device as claimed in claim 9, wherein the first and second contact surfaces and the first and second stop surfaces are spaced apart from one another.

17. The device as claimed in claim 16, wherein a first distance is established between the first stop surface and the first contact surface, said first distance corresponding at least to a deformation path of whichever elastic element is least rigid under an operating load.

18. The device as claimed in claim 16, wherein a second distance is established between the second stop surface and the second contact surface, said second distance corresponding at least to a deformation path of whichever elastic element is least rigid under an operating load.

19. The device as claimed in claim 16, wherein, on an impact load in the tractive force direction that is higher than an operating load, the elastically deformable elements in one of (i) the first and second joints and (ii) the yoke are deformed elastically such that one of (i) the first contact surface contacts the first stop surface and (ii) the second contact surface contacts the second stop surface to conduct at least a part of the impact load directly into the chassis frame.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) For a further explanation of the invention, the following part of the description refers to the FIGURES from which further advantageous embodiments, details and developments of the invention can be derived. The FIGURES should be understood as exemplary and, although they explain the concept of the invention, they do not restrict it in any way or even reproduce it in a definitive manner, in which:

(2) The FIGURE shows an embodiment of a chassis frame with a device for force transfer in accordance with the invention.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

(3) The FIGURE shows a first cross arm 2 and a second cross arm 3 of a chassis frame 1, where the longitudinal members of the chassis frame 1 connecting the two cross arms 2,3 are not depicted. Herein, the cross arms 2,3 extend parallel to a transverse direction 17 of the chassis frame 1 and are aligned symmetrically to a longitudinal direction 16 standing normal to the transverse direction 17. Here, the device for force transfer in accordance with the invention between the chassis frame 1 and a carriage body comprises a first lemniscate link 4 and a second lemniscate link 5 plus a yoke 10 with a middle linking point 11.

(4) The first lemniscate link 4 comprises a first joint 6 and a second joint 8 and is connected via the first joint 6 to the first cross arm 2 and via the second joint 8 to the yoke 10. Similarly, the second lemniscate link 5 also comprises a first joint 7 and a second joint 9, where the second lemniscate link 5 is connected via the first link 7 to the second cross arm 3 and via the second joint 9 to the yoke 10.

(5) On the one hand, the distance between the first 6 and second joint 8 of the first lemniscate link 4 (with the second lemniscate link 5, i.e., the same distance is established between the first 7 and second joint 8) is greater than the distance between the second joints 8,9 of the two lemniscate links 4,5. On the other hand, the lemniscate links 4,5 are aligned parallel to the longitudinal direction 16 and offset with respect to one another relative to the transverse direction 17. As a result, a Z-shaped assembly of the lemniscate links 4,5 and the yoke 10 becomes formed. Herein, viewed in the longitudinal direction 16, the middle linking point 11 is located in the middle between the two cross arms 2,3 and, viewed in the transverse direction 17, in the middle between the two lemniscate links 4,5. A pivot pin 12 of a carriage body is mounted in the yoke 10, where the longitudinal axis of the pivot pin 12 passes through the middle linking point 11 and extends parallel to a vertical direction, where the vertical direction is defined by the normal vector of the longitudinal direction 16 and the transverse direction 17.

(6) In the present case, the first joints 6,7 are formed as spherical bearings so that they can both be swiveled about an axis parallel to the transverse direction 17 and about an axis parallel to the vertical direction. However, the function of the lemniscate linkage is also achieved if the first joints 6,7 can only be swiveled about the axis parallel to the vertical direction parallel. The second joints 8,9 are constructed similarly, where again only the swivel axis parallel to the vertical direction is absolutely necessary.

(7) If, for example, due to cornering, a transverse force is now exerted on the carriage body, then the lemniscate links 4,5 on the first joints 6,7 are swiveled about the swivel axes parallel to the vertical direction so that the middle linking point 11, and hence the pivot pin 12, moves on a lemniscate that is selected such that the movement approximately corresponds to a straight movement parallel to the transverse direction 17. It is self-evident that, in such a deflected state, the lemniscate links 4,5 are no longer parallel to one another.

(8) In addition to any transverse forces that occur, a tractive force acting on the chassis frame 1 in a tractive force direction 15, which in the example shown, extends parallel to the longitudinal direction 16, must also be transferred between the chassis frame 1 and carriage body or pivot pin 12 of the carriage body. Under the operating load, the tractive force is transferred via the lemniscate links 4,5 and the yoke 10 to the pivot pin 12. Herein, any impacts under the operating load, which occur, for example, on acceleration or braking, are reduced, absorbed and damped, on the one hand, by elastic deformation of the actual lemniscate links 4,5 and, on the other, by the deformation of elastically deformable elements 13, which are arranged in all joints 6,7,8,9 and between the yoke 10 and pivot pin 12. Suitable elastic elements 13 are, for example, rubber bushings or rubber-metal bushings. An impact of this kind and the deformations resulting therefrom cause the middle linking point to be displaced in the tractive force direction 15.

(9) In order to now limit this displacement in the tractive force direction 15, limiting means 14 in the form of a first emergency stop 18 and a second emergency stop 19 are provided. Herein, the first emergency stop 18 is arranged on the first cross arm 2 and the second emergency stop 19 on the second cross arm 3 or the emergency stops 18,19 are formed directly by the cross arms 2,3. In detail, the emergency stops 18,19 are formed by projecting extensions of the cross arms 2,3, which each extend in the direction of the yoke 10 or in the direction of the middle linking point 11, where these can, for example, be reinforced by reinforcing plates to increase the rigidity of the emergency stops 18,19. In alternative embodiments, the emergency stops 18,19 can also be connected to the cross arms 2,3 and, for example, be formed as consoles or stacked boxes connected to the cross arms 2,3 in either a non-positive manner or in a positive manner, such as screwed or welded.

(10) The first emergency stop 18 comprises, on the side facing the yoke 10, a first stop surface 20, where the yoke 10 forms a first contact surface 22 on the side facing the first emergency stop 18. Similarly, the second emergency stop 19 comprises on the side facing the yoke 10, a second stop surface 21. Likewise, the yoke 10 forms a second contact surface 23 on the side facing the second emergency stop 19. Here, the contact surfaces 22,23 and the stop surfaces 20,21 are aligned in the transverse direction 17 symmetrically to the cross arms 2,3, lie opposite to one another and form a common projection surface when viewed in the longitudinal direction 16. In order to form the contact surfaces 22,23, sections of the jacket surface of the yoke 10 comprise flat regions parallel to the transverse direction 17, which can be identified in the FIGURE as straight sections of the circumference of the yoke 10.

(11) In the present exemplary embodiment, the contact surfaces 22,23 and the stop surfaces 20,21 are embodied flat, where they self-evidently also extend in a vertical direction.

(12) In other embodiments (not depicted), the contact surfaces 22,23 and/or the stop surfaces 20,21 can also be curved. Here, it is advantageous for the curvature to be formed by a cylinder jacket surface so that arched upper and lower covering curves are connected by straight lines extending parallel to the vertical direction. In particular, it is advantageous here for the covering curves to be embodied as circular arcs, where either the stop surfaces 20,21 or the contact surfaces 22,23 are concave and the other surfaces are each convex so that the surfaces can be in contact regardless of the tractive force direction 15 without thereby becoming skewed.

(13) In order to ensure tractive force transfer under operating load without one of the stop surfaces 20,21 touching the respective contact surface 22,23, a first distance 24 is formed between the first stop surface 20 and the first contact surface 22 and a second distance 25 is formed between the second stop surface 21 and the second contact surface 23. Here, in this specific exemplary embodiment, in the unloaded state, the distances 24,25 are approximately 5 mm. Therefore, if the device is exposed to a tractive load or an impact within the operating load, as described above, this is to a large extent absorbed by the elastic elements 13. However, in the case of an impact load, such as a buffer impact, the operating load is exceeded and the deformation paths of the elastic elements 13 are so great that the first distance 24 (or the second distance 25) is completely cancelled out such that one of the stop surfaces 20,21 touches or is pressed again the respective contact surface 22,23. Hence, the part of the impact load that exceeds the maximum operating load is introduced directly into the chassis frame 1 via the corresponding cross arms 2,3. The emergency stops 18,19 are significantly more rigid than the elastic elements 13. As a result, this substantially prevents further deformation of the elastic elements 13.

(14) This ensures that the elastic elements 13, and the lemniscate links 4,5 or the joints 6,7,8,9 thereof, do not have to be over-dimensioned in order so as to also absorb the entire impact load. Thus, the smaller dimensions of the components enable the weight of the device to be reduced and it is simultaneously possible for the elastic elements 13 to be designed with a lower rigidity in order to be able to damp impacts under operating load more effectively.

(15) Thus, while there have been shown, described and pointed out fundamental novel features of the invention as applied to a preferred embodiment thereof, it will be understood that various omissions and substitutions and changes in the form and details of the devices illustrated, and in their operation, may be made by those skilled in the art without departing from the spirit of the invention. For example, it is expressly intended that all combinations of those elements and/or method steps which perform substantially the same function in substantially the same way to achieve the same results are within the scope of the invention. Moreover, it should be recognized that structures and/or elements shown and/or described in connection with any disclosed form or embodiment of the invention may be incorporated in any other disclosed or described or suggested form or embodiment as a general matter of design choice. It is the intention, therefore, to be limited only as indicated by the scope of the claims appended hereto.