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

Patent metadata

Field	Value
Publication number	US-10676111-B2
Application number	US-201615551639-A
Country	US
Kind code	B2
Filing date	Feb 11, 2016
Priority date	Feb 18, 2015
Publication date	Jun 9, 2020
Grant date	Jun 9, 2020

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.

First claim

The invention claimed is:

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.

Assignees

• Siemens Ag Oesterreich
• Siemens Mobility Austria Gmbh

Inventors

• Karner Christian
• Seifried Radovan
• Willidal Thomas

Classifications

• B61F5/24

  Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes · CPC title

• B61F5/22

  Guiding of the vehicle underframes with respect to the bogies · CPC title

• B61F5/16 Primary

  Centre bearings or other swivel connections between underframes and bolsters or bogies · CPC title