The invention relates to a spring lock for a secondary spring which is arranged between the car body and the underframe of a rail vehicle.
With rail vehicles, the wheel wear results in a reduction in the height of the position of the car body.
Upon entry into a station, it may therefore occur that the level of a floor arranged in the car body comes to rest below the floor level of the station. The level difference between the station and the upper edge of the floor of the car body may result in the formation of a step in the transition region between the rail vehicle and the station. These steps pose a significant safety risk for passengers, therefore in accordance with the prior art, this loss of height on account of wheel wear is compensated for in that the car body is raised compared with the underframe, an undercarriage or pivoted bogie. To this end anti-wear washers in the form of metal or plastic disks are inserted below the secondary springs supporting the car body.
For assembly of the anti-wear washers, the car body must be raised in a workshop to such an extent that the secondary spring detaches from the underframe. To this end, the connections between the car body and the underframes, such as cables or hoses, and the lift lock of the spring, must be disassembled. This is associated with significant effort. The object underlying the invention is therefore to reduce this outlay.
In accordance with the invention, this takes place with a spring lock for a secondary spring arranged between the car body and the underframe of a rail vehicle, characterized in that a spring locking element is provided, which in a mounted state rests on the car body and projects through a cutout and is connected to the secondary spring in such a way that it is prevented from extending.
According to the invention, upon assembly of anti-wear washers prior to raising the car body, the secondary springs are locked in the compressed state with the spring locking element. When raising the car body, the secondary spring can therefore no longer extend, and thus detaches immediately from its restraint. On account of the lesser need for lifting of the car body, the connections between car body and underframe, such as cables or hoses, and the lift lock of the spring do not now need to be disassembled, thereby avoiding the significant outlay associated therewith.
The invention is suited to different secondary spring embodiments. It can be used particularly advantageously if the secondary spring is a conical spring, if necessary embodied in several parts, which is connected via a spring retainer to the car body.
The invention can however also be used advantageously as secondary springs in the case of pneumatic springs 12 and helical springs 13.
A particularly advantageous embodiment of the invention is then also obtained if the spring locking element has an at least approximately cylindrical shaft with a T-handle on its upper end and if the shaft has a thread on its lower end, and that a supporting element is fixed on the shaft and that the spring locking element is screwed by means of thread, in the mounted state, to a corresponding counterpart of the secondary spring.
The spring locking element is thus particularly easy to handle, no additional tool for fastening purposes is required.
A bayonet coupling or a latch can be provided as an alternative to a screw connection.
Furthermore, an additional safety aspect is fulfilled in that the spring locking element projects from the base of the car body and monitoring is thus easily enabled to determine whether, after concluding the assembly work, the spring locking elements have also been removed again.
The invention is described in more detail with the aid of the Figures, in which, by way of example
The representation according to
A cutout which can be closed in the operating state is provided above each secondary spring 3 in the car body 1, through which the cylindrical shaft 6 of the spring locking element 5 projects in the assembled state. In the car body 1 itself, the spring locking element 5 with its upper end of the cylindrical shaft 6 and the T-handle 7 projects from the base and is thus easily visible. It is thus possible to very easily monitor whether the locking of the secondary springs 3 has taken place, or whether this was also released again after conclusion of the assembly work.
The cylindrical shaft 6 has a thread 8 on its lower end, which is screwed to a corresponding counterpart 9 of the secondary spring 3. In addition, a plate-type supporting element 11 is fixed at a suitable height to the cylindrical shaft 6, said supporting element 11 being supported against the car body 1 and/or a suitable brace of the same and thus prevents a downward displacement of the spring locking element 5. It is also expedient here if the supporting element 11 can be fastened to the Cylindrical shaft 6 at different positions and can thus be adjusted to different requirements with different spring forms for instance. This can take place for instance by means of a further thread on the cylindrical shaft 6, as a result of which a continuous adjustment of the height of the plate-type supporting element 11 is enabled, see
After screwing the spring locking element 5 to the secondary spring 3, the car body 1 can now be raised and the anti-wear washers 10 attached below the secondary springs 3.
Alternatively to a spring, the approximately cylindrical shaft 6 of the spring locking element 5 can have a bayonet coupling or also for instance a claw fastener on its lower end, by means of which the spring locking element 5 in the mounted state is connected to a corresponding counterpart of the secondary spring 3.
The invention can equally also be used in pneumatic springs 12 and helical springs 13 as secondary springs, such as is shown in
With pneumatic springs 12 according to the schematic representations in
It is likewise possible to rotate the system, to clamp the spring 3, 12, 13 (conical, pneumatic or helical spring) to the underframe 2, and after raising the car body 1 to place the anti-wear washers 10 on the top side of the spring between the spring and the car body 1.
It is expedient for many application areas if the secondary spring 3, 12, 13 is configured in several parts.
This multipart structure can include the combination of a conical spring with a rubber spring for instance, as shown in
With these combinations, it may be advantageous only to lock one part, preferably the softer part of the spring 3, 12, 13 by means of spring locking element 5.
For specific application cases, it may however also be advantageous to lock both parts.
Number | Date | Country | Kind |
---|---|---|---|
A 1239/2011 | Aug 2011 | AT | national |
Filing Document | Filing Date | Country | Kind | 371c Date |
---|---|---|---|---|
PCT/EP2012/065314 | 8/6/2012 | WO | 00 | 2/27/2014 |
Publishing Document | Publishing Date | Country | Kind |
---|---|---|---|
WO2013/029924 | 3/7/2013 | WO | A |
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1788171 | Jun 2006 | CN |
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Entry |
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Machine translation of KR 10-2011-0133971 (no date). |
Machine translation of FR 2354229 (no date). |
Machine translation of CN 102114852 (no date). |
Number | Date | Country | |
---|---|---|---|
20140306387 A1 | Oct 2014 | US |