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

Abstract

A device transmits a force between a chassis and a body of a rail vehicle. The device is a structurally simple, space-saving device which allows spring movements and rotational movements of the body relative to the chassis. This is achieved in that at least one first traction link buffer, which has a first end face, and at least one second traction link buffer, which has a second end face, are fixed to the chassis. The first end face is spaced from the second end face in a longitudinal direction of the rail vehicle. The two end faces point in at least approximately opposite directions, and a stop plate with sliding portions which are mutually spaced in the longitudinal direction is provided on the body. The end faces of the traction link buffers rest against the sliding portions in a slidable manner at least along some sections.

Claims

1. A device for transmitting a force between a chassis and a rail car body of a rail vehicle, the device comprising: traction link buffers including at least one first traction link buffer having a first end face and at least one second traction link buffer having a second end face fixed to the chassis, the chassis and the rail car body being separate components of the rail vehicle, said first end face disposed at a distance from said second end face in relation to a longitudinal direction of the rail vehicle, said first and second end faces face in at least approximately opposite directions; and a stop plate disposed on the rail car body and having mutually spaced sliding portions in the longitudinal direction, said first and second end faces of said traction link buffers abut at least in sections in a slidable manner with said sliding portions for transmitting forces in the longitudinal direction of the rail vehicle between the chassis and the rail car body.

2. The device according to claim 1, wherein: said at least one first traction link buffer and said at least one second traction link buffer are fixed to a cross-member of the chassis; and said stop plate is a fork having limbs with, in each case, one of said sliding portions facing one of said first or second end faces.

3. The device according to claim 2, wherein the cross-member with the first and second traction link buffers attached thereto is disposed centrally in the chassis with reference to the longitudinal direction of the rail vehicle.

4. The device according to claim 1, wherein said sliding portions are movable parallel to a vertical direction and/or to a transverse direction.

5. The device according to claim 1, further comprising slide plates each having a slide surface, in each case one of said slide plates with said slide surface fixed to one of said first or second end faces in a replaceable manner.

6. The device according to claim 5, wherein said slide plates are manufactured from plastic.

7. The device according to claim 5, wherein said slide plates have a circular form, seen in the longitudinal direction.

8. The device according to claim 1, wherein said at least one first traction link buffer and/or said at least one second traction link buffer take a form of multi-layer elastomer buffers.

9. The device according to claim 1, wherein the rail car body with said stop plate is rotatable relative to the chassis about an axis of rotation which extends parallel to a vertical direction.

10. The device according to claim 1, wherein said traction link buffers have a base plate and are fixed by screwing said base plate to a cross-member of the chassis; and further comprising at least one adjustment insert disposed between the cross-member and said base plate.

Description

BRIEF DESCRIPTION OF THE FIGURES

(1) The invention will now be explained in greater detail on the basis of an exemplary embodiment. The drawings are by way of example and, while intended to set out the inventive concept, they in no way constrain or definitively reflect it.

(2) Wherein:

(3) FIG. 1 shows a sectional view of a chassis and of part of a body according to the intersecting line A-A in FIG. 2

(4) FIG. 2 shows a view of the underside of a chassis of a rail vehicle

(5) FIG. 3 shows an enlarged detailed view of the area B from FIG. 2

WAYS OF CARRYING OUT THE INVENTION

(6) FIG. 1 shows a sectional view of a chassis 1 of a rail vehicle according to the intersecting line A-A in FIG. 2. The chassis 1 here comprises two axles 6, which are at a distance from each other in a longitudinal direction 3 and upon which are mounted in each case two wheels 7. The chassis 1 further has a crossmember 8, which extends in a transverse direction 4, which is normally located on the longitudinal direction 3 and in a vertical direction 5. Although the chassis 1 shown comprises no traction elements, the inventive device can of course also be provided for traction chassis in an analogous manner.

(7) Fixed onto the crossmember 8 are a first traction link buffer 9 and a second traction link buffer 10. Viewed in a longitudinal direction, the first traction link buffer 9 is here arranged before the crossmember 8 and the second traction link buffer 10 after crossmember 8. The traction link buffers 9, 10 take the form of multilayer elastomer buffers which are known per se, which have a corresponding elasticity.

(8) Viewed in longitudinal direction 3, the traction link buffers 9, 10 have in each case at one end a base plate 19, which is fixed to the crossmember 8 by means of screw connections 20, cf. FIG. 3, which shows an enlarged detailed view of the area B from FIG. 2. On the respective other end viewed in longitudinal direction 3, the traction link buffers 9, 10 in each case have an end face 16, 17, which extends along the transverse direction 4 and the vertical direction 5. The end face 16 of the first traction link buffers 9 and the end face 17 of the second traction link buffers 10 here face in opposite directions and away from each other.

(9) A slide plate 13 with a slide surface 14 is fixed to each end face 16, 17 respectively, wherein the slide surfaces 14 extend along the transverse direction 4 and vertical direction 5. The slide plates 13 are designed as consumables and manufactured from plastic. A sliding portion 18 of a limb 12 of a stop plate 11 in each case abuts the slide surfaces 14 in a flat and slidable manner, wherein the sliding portions 18 are embodied to be wear-resistant. The limbs 12 are in at a distance from each other in longitudinal direction 3, so that seen in transverse direction 4 the stop plate 11 is embodied in fork-like form.

(10) The stop plate 11 is in turn fixedly connected to a body 2, of which part can be seen in FIG. 1. The body 2 is further coupled with the chassis 1 by means of a secondary suspension 22. The axles 6 with the wheels 7 are in addition coupled with the chassis 1 by means of a primary suspension 21.

(11) In order to enable flat abutment of the sliding portions 18 of the limbs 12 on the slide surfaces 14 of the slide plates 13, adjustment inserts 15 are arranged between crossmember 8 and the base plates 19. In this way, manufacturing tolerances can be taken into account without problems. On the other hand a defined gap between chassis 1 and body 2 or between the slide surfaces 14 of the slide plates 13 and the sliding portions 18 can also be set by means of the adjustment inserts 15.

(12) As can be seen in FIG. 2, the area of the traction link buffers 9, 10 and the sliding portions 18 of the limbs 12 can be inspected from beneath in the vertical direction. This enables unproblematic monitoring of the device, for example in order to ascertain the state of wear of the slide plates 13. It is further evident from FIG. 2 that the inventive device, which only requires a simple crossmember 8, leaves abundant space for other components, such as for example dampers (not shown) for the secondary suspension 22 or roll stabilizers (not shown).

(13) As the sliding portions 18 are not rigidly connected with the slide surfaces 14 of the slide plates 1, but merely abut them in a slidable manner, the sliding portions 18 slide on the slide surfaces 14 in the case of spring movements of the body 2 relative to the chassis 1. That is the body 2 can, without problem, perform spring movements relative to the chassis 1 parallel to the vertical direction 5 and parallel to the transverse direction 4 by means of the secondary suspension 22. The suspension travel is here limited in the vertical direction 5 by the secondary suspension 22 and in the transverse direction by corresponding stops (not shown).

(14) At the same time, the flat abutment of the sliding portions 18 with the slide plates 13 guarantees optimal transmission of force parallel to the longitudinal direction 3, that is to say guarantees positive and negative accelerations parallel to the longitudinal direction 3. A certain degree of jerk damping is hereby achieved by means of the damping of the elastomer of the traction link buffers 9, 10.

(15) Finally, the elasticity of the traction link buffers 9, 10 also enables angularly limited rotational movements of the body 2 relative to the chassis 1, wherein a corresponding axis of rotation lies parallel to the vertical direction 5 and preferably in the center of the chassis. In this case too, the damping of the elastomer of the traction link buffers 9, 10 effects a certain degree of jerk damping.

LIST OF REFERENCE CHARACTERS

(16) 1 Chassis 2 Body 3 Longitudinal direction 4 Transverse direction 5 Vertical direction 6 Axle 7 Wheel 8 Crossmember 9 First traction link buffer 10 Second traction link buffer 11 Stop plate 12 Limbs of the stop plate 13 Slide plate 14 Slide surface 15 Adjustment insert 16 End face of the first traction link buffer 17 End face of the second traction link buffer 18 Sliding portion 19 Base plate 20 Screw connection 21 Primary suspension 22 Secondary suspension