U.S. patent application number 11/329611 was filed with the patent office on 2006-08-17 for emergency pneumatic spring with centering action.
This patent application is currently assigned to Siemens Transportation systems GmbH & Co. KG. Invention is credited to Herbert Haas, Johannes Hirtenlechner, Andreas Kienberger, Christian Kuter, Martin Teichman, Herwig Waltensdorfer.
Application Number | 20060180048 11/329611 |
Document ID | / |
Family ID | 33569174 |
Filed Date | 2006-08-17 |
United States Patent
Application |
20060180048 |
Kind Code |
A1 |
Teichman; Martin ; et
al. |
August 17, 2006 |
Emergency pneumatic spring with centering action
Abstract
A pneumatic spring (LUF) for a rail vehicle (SFZ), comprising
two bellow rims (BF1, BF2) mounted one above the other and
interconnected by pneumatic-suspension bellow (LBA). One of the
bellow rims (BF1) comprises a groove (NUT) and the other rim (BF2)
comprises a counterpart (GGS) for the groove (NUT), which permit an
automatic centering of the two bellow rims (BF1,BF2) in relation to
one another in the transversal direction (Q) of the vehicle, if the
pneumatic spring (LUF) fails.
Inventors: |
Teichman; Martin; (Graz,
AT) ; Waltensdorfer; Herwig; (Graz, AT) ;
Kienberger; Andreas; (Graz, AT) ; Haas; Herbert;
(Graz, AT) ; Hirtenlechner; Johannes; (Graz,
AT) ; Kuter; Christian; (Graz, AT) |
Correspondence
Address: |
MONTE & MCGRAW, PC
4092 SKIPPACK PIKE
P.O. BOX 650
SKIPPACK
PA
19474
US
|
Assignee: |
Siemens Transportation systems GmbH
& Co. KG
Vienna
AT
|
Family ID: |
33569174 |
Appl. No.: |
11/329611 |
Filed: |
January 11, 2006 |
Current U.S.
Class: |
105/198.1 |
Current CPC
Class: |
B60G 11/28 20130101;
B61F 5/10 20130101; F16F 2230/24 20130101; B60G 2202/152 20130101;
F16F 2230/007 20130101; B60G 11/62 20130101; B60G 2200/34 20130101;
B60G 2202/143 20130101; B60G 2206/424 20130101; B60G 2204/16
20130101; B60G 11/27 20130101; B60G 2204/4502 20130101; B60G
2204/44 20130101; F16F 9/052 20130101; B60G 2202/1422 20130101;
B61F 5/148 20130101 |
Class at
Publication: |
105/198.1 |
International
Class: |
B61F 3/00 20060101
B61F003/00 |
Foreign Application Data
Date |
Code |
Application Number |
Jul 12, 2004 |
WO |
PCT/AT04/00249 |
Jul 15, 2003 |
AT |
A 1084/2003 |
Claims
1. A pneumatic spring for a rail vehicle that includes two bellow
rims that, when in the assembled state, are arranged above each
other and that are connected with each other via an air bellow,
characterized in that one of the bellow rims displays a groove and
the other of the bellow rims displays a counterpiece for the groove
for the automatic centering in the transversal vehicle direction of
the two bellow rims with respect to each other in case the
pneumatic spring fails.
2. The pneumatic spring according to claim 1, characterized in that
the groove is arranged on one of the bellow rims, which, when in
the assembled state, lies above the other of the bellow rims.
3. The pneumatic spring according to claim 1, characterized in that
the groove is arranged on one of the bellow rims, which, when in
the assembled state, lies under the other of the bellow rims.
4. The pneumatic spring according to claim 1, characterized in that
at least one of the bellow rims has at least one sliding
element.
5. The pneumatic spring according to claim 4, characterized in that
each of the at least one sliding elements has a level sliding
surface.
6. The pneumatic spring according to claim 1, characterized in that
the groove has an essentially triangular cross-section.
7. The pneumatic spring according to claim 6, characterized in that
sliding elements are disposed on central portions of a facing
surface of at least one of the upper and lower bellow rims, for
centering the two bellow rims in case the pneumatic spring fails,
and other sliding elements are provided on disposed on lateral
portions of the facing surface of the at least one of the upper and
lower bellow rims to absorb vertical stresses.
8. The pneumatic spring according to claim 7, characterized in that
the sliding elements and the other sliding elements have level
sliding surfaces.
9. The pneumatic spring according to claim 1, characterized in that
the groove has an essentially trapezoidal cross-section.
10. The pneumatic spring according to claim 9, characterized in
that sliding elements are disposed on central portions of a facing
surface of at least one of the upper and lower bellow rims, for
centering the two bellow rims in case the pneumatic spring fails,
and other sliding elements are provided on disposed on lateral
portions of the facing surface of the at least one of the upper and
lower bellow rims to absorb vertical stresses.
11. The pneumatic spring according to claim 10, characterized in
that the sliding elements and the other sliding elements have level
sliding surfaces.
12. The pneumatic spring according to claim 1, characterized in
that the groove and the counterpiece are made essentially congruent
with respect to each other.
13. The pneumatic spring according to claim 1, characterized in
that the groove has an apex, and the groove apex and the
counterpiece each extend essentially along a longitudinal midplane
of its particular associated bellow rim.
14. The pneumatic spring according to claim 1, characterized in
that the groove is bent.
15. The pneumatic spring according to claim 14, characterized in
that the bend of the groove is adapted to the turnout motion.
16. The pneumatic spring according to claim 1, characterized in
that the counterpiece is made in the shape of a cone.
17. The pneumatic spring according to claim 1, characterized in
that the upper bellow rim, when in the assembled state, displays a
compressed air supply that is arranged centrally upon it.
18. The pneumatic spring according to claim 17, characterized in
that the sliding elements are arranged for the centering of the two
bellow rims and are made slanted at their corners that face toward
the compressed air supply.
19. A rail vehicle with a bogie or a truck and a freight car body
arranged above, characterized in that there is arranged at least
one pneumatic spring according to claim 1 between the bogie and the
freight car body.
20. The rail vehicle according to claim 19, characterized in that
the apex of the groove extends essentially parallel to the
longitudinal vehicle direction.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The present application claims priority from PCT Patent
Application No. PCT/AT2004/000249 filed Jul. 12, 2004, which in
turn claims priority from Austrian Patent Application No. A
1084/2003 filed Jul. 15, 2003.
FIELD OF THE INVENTION
[0002] This invention relates to rail vehicles and more
particularly to a pneumatic spring for a rail vehicle.
BACKGROUND OF THE INVENTION
[0003] Usually, pneumatic springs LUF are arranged between a bogie
DRE and a freight car body WKA of a rail vehicle. Such an
arrangement or execution of a pneumatic spring as it is known in
the state of the art is illustrated by way of example in FIG. 1.
Naturally, the spring LUF can also be filled with a gaseous medium
other than air, which is why the term "pneumatic spring" in this
document quite generally refers to a gas spring. The known
pneumatic spring LUF displays an air bellow LBA arranged between
two bellow rims BF1, BF2 usually made of steel. Pneumatic spring
LUF is connected with the freight car body WKA or with the bogie
DER via the bellow rims BF1, BF2. Usually, an emergency spring NOT
is provided, for example, a rubber layer spring between pneumatic
spring LUF and the bogie, where the two bellow rims BF1, BF2 are
usually made in the shape of plates.
[0004] Transversal forces occurring during operation are absorbed
by the pneumatic spring LUF and the emergency spring NOT, and a
transversal movement of the freight car body WKA is usually limited
by transversal buffers QPU, QPU' that cooperate with a stop ANS
(FIG. 2). In known bogie designs, which employ pneumatic springs
LUF with sliding plates GLP for emergency operation when the
pneumatic spring LUF fails, its transversal rigidity is almost
completely eliminated, as a result of which the transversal travel
of the freight car body WKA in the hysteresis of sliding friction
is undefined.
[0005] This means that the upper and lower bellow rims BF1, BF2
can, within the transversal sliding friction hysteresis, assume any
undefined position with respect to each other (FIG. 3), as a result
of which the running performance of the rail vehicle SFZ will
deteriorate or the permissible limitation profile can be
impaired.
[0006] It is therefore an object of the invention to minimize the
transversal friction hysteresis as much as possible when the
pneumatic spring fails.
BRIEF SUMMARY OF THE INVENTION
[0007] This problem is solved according to the invention with a
pneumatic spring for a rail vehicle that comprises two bellow rims
that are arranged above each other and that are connected with each
other via an air bellow when in an assembled state. One of the
bellow rims has a groove, while the other one of the bellow rims
has a counterpiece for the groove for the purpose of the automatic
centering in the lateral direction of the vehicle of the two bellow
rims with respect to each other in case the pneumatic spring has
failed.
[0008] It is to the credit of the invention that it ensures a
defined middle position of the two bellow rims with respect to each
other even if the pneumatic spring fails because, in case of a
failure of the pneumatic spring and the resultant settling or
sinking of the upper bellow rim upon the lower bellow rim, the
counterpiece and the groove can be made to engage each other. As a
result of the cooperation of the groove with its counterpiece, one
can greatly restrict the relative motion of the two bellow rims
with respect to each other in the lateral direction of the vehicle.
In the case of the invention-based solution, one can thus
substantially eliminate the friction hysteresis by means of the
self-centering groove and its counterpiece.
[0009] In a preferred variant of the invention, the groove is
arranged on the bellow rim that, when in the assembled state, lies
above the other bellow rim, whereby for certain pneumatic spring
systems, the alignment of the groove downward can also be
advantageous. Furthermore, at least one of the bellow rims can
display at least one sliding element.
[0010] Advantageously, the groove displays an essentially
triangular or trapezoidal cross-section. In particular, all sliding
elements are made as level surfaces, as a result of which there can
develop a relatively large-surface contact between the sliding
surface and the countersurface, something that has a positive
effect on the service life. Furthermore, the groove and the
counterpiece can essentially be designed in a congruent fashion
with respect to each other. Moreover, the groove can be bent,
whereby the bend is advantageously adapted to the turnout movement.
The counterpiece can basically have the shape of a cone, although
it also can have some other shape.
[0011] Optimized centering of the two bellow rims in case of a
failure of the pneumatic spring can be achieved in the following
manner: The apex of the groove and the counterpiece will extend
essentially along a longitudinal midplane of its particular
associated bellow rim. If the groove has a triangular
cross-section, then sliding elements are disposed on a central
portion of the facing surfaces of the upper and lower bellow rims,
or one thereof, for the purpose of centering the two bellow rims in
case the pneumatic spring has failed, whereas other, like sliding
elements disposed on lateral portions of the facing surfaces of the
upper and lower bellow rims, or one thereof, are provided to absorb
vertical stresses.
[0012] If the groove, on the other hand, has a trapezoidal
cross-section, then there are provided sliding elements centrally
on the upper and/or lower bellow rim for the purpose of absorbing
vertical stresses in case the pneumatic spring has failed, whereas
other sliding elements are provided laterally on the upper and/or
lower bellow rim for the purpose of centering the two bellow rims.
The functioning mode of the sliding plates is thus separated into a
carrying row and a centering row. This separation of functions
takes place as a result of the suitable choice of the tolerances
and prevents the unnecessary jamming of the centering sliding
plates.
[0013] The service life is extended because the sliding elements
display level sliding surfaces. The optimized design of the sliding
plates facilitates a central air connection without which the
sliding elements run over the air connection borehole, whereby the
upper bellow rim, when in an assembled state, displays an air
connection that is arranged centrally upon it, and the sliding
elements, provided for the centering of the two bellow rims, can
advantageously be made slanted on their corners that face toward
the air connection, to prevent the opening from being covered
up.
[0014] The abovementioned problem is solved according to the
invention also with a rail vehicle of the kind mentioned initially
in that at least one pneumatic spring is arranged between the bogie
and the freight car body. The alignment of the groove in the
longitudinal direction (i.e., the direction of movement)
facilitates a sliding action due to the turnout motion of the bogie
when moving along an arc with simultaneous maintenance of the
groove centering action.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] The accompanying drawings, which are incorporated herein and
constitute part of this specification, illustrate the presently
preferred embodiments of the invention, and, together with the
general description given above and the detailed description given
below, serve to explain the features of the invention. In the
drawings:
[0016] FIGS. 1 to 3 are PRIOR ART elevation views of a rail vehicle
representation showing a bogie and a freight car body of a rail
vehicle with pneumatic springs;
[0017] FIG. 4 is a basic sketch of a rail vehicle having the
present invention;
[0018] FIG. 5 is a partial top view of a bellow rim of the
pneumatic spring of the present invention;
[0019] FIG. 6 is a cross-section of the pneumatic spring of FIG.
5;
[0020] FIG. 7 is a top view of the pneumatic spring of FIGS. 5 and
6 with an illustration of the possible operating states; and
[0021] FIGS. 8 to 10 each show alternate embodiments of the
pneumatic spring of the present invention.
DETAILED DESCRIPTION OF THE INVENTION
[0022] FIGS. 4 to 10 illustrate the pneumatic spring of the present
invention. According to FIG. 4, an invention-based rail vehicle SFZ
has a bogie DRE and a freight car body WAK arranged above it. An
invention-based pneumatic spring LUF is arranged between freight
car body WAK and the bogie, below which the pneumatic spring is an
emergency spring NOT, for example, a rubber layer spring. In case
the pneumatic spring LUF fails, emergency spring NOT provides for
the spring suspension of the freight car body WKA in the vertical
direction, while to limit the maximum lateral deflection, one can
provide a centrally disposed stop ANS whose lateral deflection is
limited by two transversal buffers QPU, QPU'.
[0023] Pneumatic spring LUF, as shown in FIG. 6, displays two
mutually opposite bellow rims BF1, BF2 that are connected with each
other via a pneumatic bellow LBA. Such pneumatic springs LUF or
pneumatic spring systems are known to the expert in many different
forms and will therefore not be explained in any greater detail at
this point. Furthermore, one of the two bellow rims BF1 has a
groove NUT, which preferably has a triangular or trapezoidal
cross-section--see also FIGS. 8-10. The other bellow rim BF2
displays a counterpiece GGS for the groove NUT, whereby the
counterpiece GGS in a preferred embodiment of the invention is made
congruent with the groove NUT. The counterpiece GGS is thus made as
a wedge in case of a groove NUT with a triangular cross-section.
Production can be simplified in the following manner: Bellow rim
BF2 and counterpiece GGS are made in one piece, although separate
production with subsequent assembly of the counterpiece GGS and its
bellow rim BF2 would basically be possible.
[0024] Very good centering action of the two bellow rims BF1, BF2
and thus of pneumatic spring LUF in case of failure, can be
achieved in the following manner: Groove NUT and counterpiece GGS
are so arranged on their bellow rims BF1, BF2 that the apex SCH of
the groove NUT and the apex SCH' of counterpiece GGS will extend
essentially along a longitudinal midplane C of its particular
associated bellow rim BF1, BF2. As a result, in case the pneumatic
spring fails, one can ensure good engagement of the groove NUT with
its counterpiece GGS.
[0025] When pneumatic spring LUF is assembled, groove NUT is so
arranged that the apex SCH of the groove NUT will extend
essentially parallel to the longitudinal vehicle direction L. As a
result of this measure and the arrangement of groove NUT on the
upper bellow rim BF1, in case the pneumatic spring fails, one can
assure self-centering of the rims with respect to each other.
Basically, however, other embodiments are also conceivable, where
the groove NUT is defined on the lower bellow rim BF2 and the
counterpiece GGS is defined on the upper bellow rim BF1. It is
essentially the geometry of the pneumatic bellows and the bellow
rims that will determine whether the groove is arranged on the
upper or the lower bellow rim.
[0026] Longitudinal movement of the two bellow rims BF1, BF2 with
respect to each other due to turnouts is facilitated by the sliding
action of the counterpiece GGS in groove NUT. Any rotations
occurring around the vertical axis V of the pneumatic spring LUF
and the transversal shifts in the direction labeled Q, are absorbed
by emergency spring NOT, while groove NUT will retain its
transversally centered position (FIG. 7). This means that very
similar conditions obtain for the restriction calculation, both for
pneumatic spring operation and for emergency operation--failure of
pneumatic spring--something that has a particularly favorable
effect on the design (width) of the freight car body WKA.
[0027] Moreover, as a result of the wedge-shaped design of groove
NUT and of counterpiece GGS, one can--in case of a lateral shift of
the two bellow rims BF1, BF2 with respect to each other in case of
damage--guarantee the engagement of groove NUT and counterpiece GGS
because counterpiece GGS, in case of the settling of the upper
bellow rim BF1, can be "caught" by the sidewalls of the groove NUT.
In that way, one can ensure the automatic centering of bellow rims
BF1, BF2 or of pneumatic spring LUF in the course of emergency
operation. The transition phase from pneumatic operation to
emergency operation, in particular, represents a critical
situation, where groove NUT is optimized as a result of the
abovementioned wedge-shaped design for this transition. This means
that the two bellow rims BF1, BF2 in case the pneumatic spring LUF
has failed can automatically relatively center each other in all
operating states (transversal travel, turnout, longitudinal travel
and wobbling).
[0028] By restricting the mobility of the two bellow rims BF1, BF2
with respect to each other in the transversal direction Q, one can
bring about an essential minimization of the lateral travel sliding
hysteresis if the pneumatic bellow LBA should collapse.
[0029] Furthermore, sliding plates GL1, GL2, GL3, GL4 can be
arranged on counterpiece GGS, while according to FIG. 5, two each
of sliding plates GL1, GL2, GL3, GL4 can be arranged on each wedge
flank, which plates cooperate with the sidewalls of groove NUT. The
segments ABS, ABS' that adjoin the wedge flanks can also have
sliding plates GL1, GL2, whereby the vertical stresses are
introduced via these sliding plates GL1, GL2, while the sliding
plates GL3, GL4, arranged on the wedge flanks, will serve primarily
for the purpose of centering the two bellow rims BF1, BF2 with
respect to each other. There is thus a functional separation of
sliding plates GL1, GL2, GL3, GL4 into "carrying" and
"centering."
[0030] If the groove has a trapezoidal cross-section, then sliding
elements GL3, GL4, arranged in the middle segment, are provided to
absorb vertical stresses in case pneumatic spring LUF should fail,
while sliding elements GL1, GL2, arranged on a lateral segment ABS,
ABS', are provided to center the two bellow rims BF1, BF2 (FIGS. 9,
10).
[0031] When the upper bellow rim BF1 is in an assembled state, then
a compressed air supply LFA, arranged centrally upon it, can
include an opening OEF. The pneumatic air supply LFA can be
arranged centrally by means of an arrangement of the sliding plates
GL3-GL6 upon counterpiece GGS, placed as far away from each other
as possible, as a result of which, one can prevent a contact of the
sliding plates GL3-GL6 with the opening OEF.
[0032] Moreover, the sliding elements GL3, GL4, GL5, GL6, provided
for the centering of the two bellow rims BF1, BF2 at their corners
E3, E4, E5, E6 facing toward opening OEF, can be advantageously
slanted to prevent the opening OEF from being covered up (FIGS. 5
and 7).
[0033] Summarizing, one can say this: by virtue of the arrangement
of groove NUT and counterpiece GGS on the upper or the lower bellow
rim BF1 or BF2, in case pneumatic spring LUF has failed, one exerts
a centering effect upon these two parts in all possible operating
states and thus, in case of a failure, bring about a clearly
defined laterally centered state of the pneumatic spring LUF.
[0034] It will be appreciated by those skilled in the art that
changes could be made to the embodiments described above without
departing from the broad inventive concept thereof It is
understood, therefore, that this invention is not limited to the
particular embodiments disclosed, but it is intended to cover
modifications within the spirit and scope of the present invention
as defined by the appended claims.
* * * * *