EP0613809B1 - High speed bogie for railway wagon - Google Patents

Description

The invention relates to a freight car bogie for high speeds.

Compared to standard freight car bogies, special facilities and measures are provided to achieve the required smoothness and the necessary braking at high driving speeds. On the other hand, there are stricter economic standards for the large number of freight wagons that justify the effort that is absolutely necessary. The resulting technical requirements can be summarized as follows: With regard to smooth running, freight wagons must have a laterally decoupled bogie linkage for a speed range above 140 km / h, so as not to force the freight wagons to follow the lateral movements of the bogie during sinus movement. Adequate anti-rotation between the carriage and the bogie must also be provided to stabilize the same. Many freight wagons also demand improved roll stability. Last but not least, better vertical shock and vibration isolation due to larger vertical spring travel is required, since the disturbance forces increase with higher driving speeds.

From 160 km / h, longitudinal excitation forces are noticeable, which result from the unbalance and out-of-roundness of the wheel sets and excite the car to vertical bending vibrations. Disc brakes in multiple arrangements with measures for better heat dissipation must be used for braking, since block brakes do not meet the requirements that occur at high speeds.

A large number of proposals are known for solving the problem, which frequently contradict or exclude one another or are too complex and mostly come from the field of passenger car bogies.

It is the state of the art for a cradle with pendulums or shackles for the laterally decoupled bogie linkage and to provide transverse dampers. The use of the flexicoil effect of coil springs is ruled out because the existing large load differences in freight cars do not correspond to the coil springs due to the resulting transverse suspension properties. It is also known to provide for fully utilizing the vertically permissible static lowering of the car between empty and loaded after adjustable pendulums. The friction damping, which is more favorable for freight wagons, due to lateral support on the cradle to stabilize the sinus movement, must be done carefully in the cooking speed range. For example, the small friction paths or amplitudes that occur when the sine run is inhibited from turning require a longitudinally almost rigid linkage of the cradle to the bogie. The articulation designs known from high-speed passenger coaches are elastic. By installing the rubber elements, which are progressively elastic in the longitudinal direction of the vehicle, for vibration isolation of the wheel set excitation forces, the effectiveness of the rotation inhibition in the high-speed range is inadmissibly reduced. Another area in which obvious lessons are taught is axle suspension and guidance. The document DE-OS 2309702 contains an all-round elastic articulation of the axle bearing housing, in which the greatest elasticity is present in the longitudinal direction in order to allow the wheel set to be freely adjustable in the track curve. An additional spring presses a longitudinally articulated sliding piece against an upper friction surface of the axle bearing housing and thereby generates longitudinal friction damping. Furthermore, a spring leaf axle linkage is described in DE-OS 3918300, in which a rubber intermediate bearing is arranged at the connecting point of the handlebar on the axle bearing housing. A damper, which lies parallel to the spring leaf and is arranged between the axle bearing and the bogie clamping point, dampens the longitudinal elasticity. GB-A-772.644 describes a bogie in which combined guide and suspension elements are arranged between the bogie frame and the axle bearing housing upper part and the axle bearing housing lower part, the vertical suspension of which is progressive, the longitudinal one Spring constant is considerably larger than the lateral spring constant.

However, all of these fonts do not convey the complete solution for high speed freight bogies.

The object of the invention is to provide a bogie that meets the requirements listed above for sufficient torsion resistance and sufficient roll stability with good shock and vibration isolation, with a contradiction between the almost longitudinally rigid articulation of the cradle to the bogie frame and on the other hand there is sufficient longitudinal elasticity for vibration isolation of the wheelset excitation forces resulting from the unbalance and out-of-roundness. This requires an almost longitudinally rigid coupling of the cradle to the bogie frame for effective rotation inhibition of the small sinusoidal amplitudes and, on the other hand, sufficient longitudinal elasticity in the bogie for vibration isolation of the wheel set excitation forces resulting from the unbalance and out-of-roundness. The large differences in masses or mass inertias that exist between an empty and a loaded freight car must be taken into account.

The object is achieved by the features of the claims. The further related and derived features relate to a twistable H-shaped bogie frame with a Z-shaped, almost longitudinally rigid linkage of the cradle and lateral support of the freight wagon.

Depending on the existing requirements with regard to roll stability, the secondary spring distance can be the same size as the primary spring distance. Greater roll stability can be achieved by increasing the secondary spring distance. A further increase results in pendulums inclined outwards compared to the vertical. Basically, the pendulums are designed to be adjustable to exhaust the permissible static deflection. Furthermore, the primary and Secondary spring characteristics progressively designed according to an e-function in order to maintain constant deflection frequencies in all loading conditions. The multiple axle shaft disc brake requires special attention. The low primary spring amplitudes make no special demands on the suspension of the brake pads and their linkage. Almost the full shock and vibration isolation is preserved even during braking.

The bogie frame is specially designed for the disc brake so that there are sufficient free cross-sections so that the air required for cooling can also reach the braking device of the trailing wheel set.

Fig. 1:

Die halbe Seitenansicht und den halben Mittenlängsschnitt eines Hochgeschwindigkeits-Güterwagendrehgestell speziell für Geschwindigkeiten ab 160 km/h nach der Linie I-I der Fig. 2,

Fig. 2:

die Draufsicht auf das Drehgestell nach Fig. 1,

Fig. 3:

die halbe Seitenansicht und den halben Mittenlängsschnitt eines wanksteiferen Hochgeschwindigkeits-Güterwagendrehgestells für Geschwindigkeiten über 200 km/h nach einer Linie III - III der Fig. 4,

Fig. 4:

die Draufsicht auf das Drehgestell nach Fig. 3,

Fig. 5:

die halbe Seitenansicht und den halben Mittenlängsschnitt eines weiteren wanksteiferen Hochgeschwindigkeits-Güterwagendrehgestells für Geschwindigkeiten über 200 km/h nach einer Linie V - V der Fig. 6,

Fig. 6:

die Draufsicht auf das Drehgestell nach Fig. 5,

Fig. 7:

einen Querschnitt nach der Linie VI-VI der Fig. 6,

Fig. 8:

die halbe Seitenansicht und den halben Längsschnitt des Führungs-, Federungs- und Dämpfungselements in einem größeren Maßstab,

Fig. 9:

eine weitere Variante analog Fig. 8,

Fig.10:

eine halbe Draufsicht im Schnitt nach der Linie II - II der Fig. 8.

The details of the invention are explained in three variants. Show it:

Fig. 1:

Half the side view and half the longitudinal section of a high-speed freight wagon bogie especially for speeds from 160 km / h according to line II of FIG. 2,

Fig. 2:

the top view of the bogie of FIG. 1,

Fig. 3:

half the side view and half the longitudinal section of a more stiff, high-speed freight wagon bogie for speeds over 200 km / h according to a line III - III of FIG. 4,

Fig. 4:

the top view of the bogie of FIG. 3,

Fig. 5:

half the side view and half the central longitudinal section of another more stiff, high-speed freight wagon bogie for speeds above 200 km / h along a line V - V of FIG. 6,

Fig. 6:

the top view of the bogie of FIG. 5,

Fig. 7:

6 shows a cross section along the line VI-VI of FIG. 6,

Fig. 8:

half the side view and half the longitudinal section of the guide, suspension and damping element on a larger scale,

Fig. 9:

another variant analogous to FIG. 8,

Fig. 10:

a half plan view in section along the line II - II of Fig. 8th

The H-shaped and twistable bogie frame 1 is vertically articulated by two elastic cardanic bearings 2, but horizontally rigid. These bearings 2 are arranged diagonally opposite in the middle part of the long beams 3 and support one side of the cross beams 4 while the other side is firmly connected to the other long beams 3. The cross members 4 also carry the disc brake linkages 5. The rocker arms 6 are coupled in a Z-shaped manner almost longitudinally rigid and cardanically at two diagonally opposite ends of the long members 3. These connect the cradle 7 to the bogie frame 1. In the middle of the cradle 7, a pivot pin 8 is immersed, which transmits the longitudinal and transverse forces. The vertical load is transmitted via the side sliders 9. As a result of the almost longitudinally rigid coupling of the cradle 7 to the bogie frame 1, the sliders 9 can bring about the required rotation inhibition. The sliding amplitudes usually only reach an amount of up to 2 mm. The cradle 7 is based on the coil springs 10, which have a rubber additional spring 11 on the inside and produce a progressive characteristic curve according to an e-function in the working area of the two coil springs 10 and rubber additional spring 11. The proportion of cradle springs is approx. 90% of the permissible static spring travel between empty and loaded vehicle. The coil springs 10 and additional rubber springs 11 stand on the weighing trough 12. This hangs on vertical pendulums 13 which can be adjusted to compensate for the loss of height due to tread correction. The pendulums 13 are connected to the weighing trough 12 by a pin bearing 14 in order to avoid instability due to the tipping of the weighing trough 12.

At the top, the pendulum 13 is supported in the long beam 3 by a spherical bearing 15 Long beam 3 widened. There is an opening through which the coil springs 10 protrude. At all four ends of the bogie frame 1, combined guide, suspension and damping elements 16 are arranged, which articulate the wheel sets 17. The guide, suspension and damping elements 16 will be discussed in more detail later.

The full use of the permissible spring travel results in greater roll stability compared to conventional freight car bogies. If there is a loss of height due to tread correction, these are not readjusted. For this reason, only a part of the permissible static reductions between empty and loaded vehicle is available for the suspension. This means that the suspension is harder and the vehicle is more stiff.

In order to achieve the roll stiffness with simple means even with the full permissible spring travel, a further embodiment variant is presented in FIGS. 3 to 4.

The more rigid bogie is achieved by increasing the transverse spacing of the coil springs 10. This is very effective because the distance to the square is included in the roll stiffness. Otherwise, the bogie largely corresponds to the original version. The two elastic gimbal bearings 2, which connect the bogie halves, are adapted to the changed conditions and allow the cross member 4 to protrude beyond the long member 3. In order to create space for the rocker arm 6, the pendulums 13 are arranged at an angle to the long beam 3 and the suspension points are located in the cross beams 4.

The cradle 12 is also suspended at the same angle and the pendulums 13 have spherical bearings 15 at the top and bottom. To prevent instabilities in the cradle troughs 12, they are coupled together by two torsion-soft trough connectors 18. The wheel sets 17 are also articulated by the combined guide, suspension and damping elements 16.

The greatest roll stiffness without the use of additional stabilizers can be achieved with an increased spring transverse distance by inclined arrangement of the pendulums 13. FIGS. 5 to 7 show such an embodiment variant, in which the pendulums 13 are arranged in the long beam 3.

When a track curve with excess centrifugal force passes through, the cradle 7 swings to the outside of the curve. As a result of the inclined pendulum 13 by approximately 8 °, the outer cradle 12 rises while the inner cradle 12 is lowered. This effect is synonymous with an additional track elevation or in other words, it reduces the roll angle compared to a vertical pendulum arrangement. In addition to this special feature, the bogie has analog components of the first or second variant. The main difference is that the cradle 12 is not suspended directly from the pendulums 13, but with the trough connector 18 interposed. Since these are load-bearing, a torsionally soft design has been dispensed with and instead the two trough connectors 18 have been diagonally on one side of the cradle 12 firmly connected and the other side articulated with the interposition of an elastic gimbal bearing 2. This also compensates for the loads in the bogie when the track is twisted.

The guide, suspension and damping element 16 contained in all the design variants is shown in FIGS. 8 to 10.

The wheel set 17 has closed tapered roller bearing units 34 on both sides, these are encompassed by an axle bearing housing upper part 19 and an axle bearing housing lower part 20, the latter having an opening 21 at the bottom so that hot running detectors can determine the bearing temperatures exactly. The axle bearing housing upper part 19 and axle bearing housing lower part 20 are held together by the housing cover 22 and the housing base 23. The vertical load is largely transmitted from the upper rubber compression spring 24. So that the desired progressive characteristic arises, the rubber compression spring 24 receives a support bell 25, which also serves as a vertical emergency stop. A belt ring 25 'can also perform the same tasks. A horizontal friction plate 26 is located between the rubber compression spring 24 and the upper housing part 19. This has an annular support and friction surface and fills the distance between the housing cover 22 and the housing base 23.

The friction plate 26 is elastically deformable over the flat cross section, but is kink-resistant with respect to the friction forces that occur. At its end, this is rotatably and vertically displaceably mounted on a bolt 27 which is fastened to the end of the long beam 3.

On both sides of the upper axle bearing housing part 19, a rubber thrust compression spring 28 is fastened at an outside angle of 75 °. Between the axle bearing housing lower part 20 and the rubber thrust compression springs 28 there is additionally a pressure wedge 29 and a vertical friction plate 30 each, the annular support and friction surface of which are firmly connected in a vertical groove of the pressure wedge 29, this receives the vertical guidance at the top the dividing joint through the axle bearing housing upper part 19 and below through a nose of the axle bearing housing lower part 20.

The lateral guides form the housing cover 22 and the housing base 23. The shafts of the vertical friction plates are also elastic and resistant to buckling and are rotatably and displaceably mounted on a bolt 27 at the bottom. These bolts 27 are fastened to an axle holder web 31 which, like the lower housing part 20, also has an opening. The rubber thrust compression springs 28 are detachably held on the outside in the long beam 3. For this purpose, a prismatic stop 32 and laterally a step-shaped stop 33 serve laterally. This also forms the horizontal boundaries and emergency guides of the wheel set 17 in that the housing cover 22 and the housing base 23 then come into contact with the step-shaped stop 33.

The vertical suspension is created by the upper rubber compression spring 24 and the lateral rubber thrust compression springs 28. For the longitudinal guidance and suspension, the pressure components of the rubber thrust compression spring 28 are used for the most part, while the transverse suspension and guidance are carried out by thrust components of the same rubber thrust compression springs 28. The load-dependent friction damping of the longitudinal movement arises between the horizontal friction plate 26 and the upper housing part 19. The force of only one rubber-thrust compression spring 28, with the pressure wedge 29 being partitioned between them, ensures the vertical load-dependent friction damping between the axle bearing housing lower part 20 and the vertical friction plate 30 and between this and the pressure wedge is created. The load-dependent transverse damping results from the rotary movement of the horizontal friction plate 26 and the two vertical friction plates 30 around the bolt 27 and from the lateral contact of the annular friction surfaces. The coordinated elasticities and damping in all three directions make it possible to achieve stable vehicle running even at high driving speeds with vibration isolation of the wheel set excitation forces on the axle bearing housing.

Claims (3)

1. High-speed bogie for railway wagons, having axle box housings, a twistable H-shaped frame, a bolster which is coupled thereto in a Z-shaped and virtually longitudinally rigid manner and has a lateral support and adjustable pendulums, combined guiding and suspension elements being arranged between the bogie frame and the upper part of the axle box housing and also the lower part of the axle box housing, the vertical suspension of which elements is progressive, the longitudinal spring rate being considerably greater than the lateral spring rate, characterized in that a friction lamella (26) is arranged between an upper part (19) of the axle box housing and a rubber compression spring (24) arranged vertically centrally above it, which friction lamella has an annular friction surface and is mounted at the end on a bolt (27), and in that, furthermore, a plurality of rubber thrust and compression springs (28) are situated, with partial interposition of a pressing wedge (29), on both sides of the upper part (19) of the axle box housing and a lower part (20) of the axle box housing, between which springs are arranged vertical friction lamellae (30) which have an annular support and are mounted at the end on a bolt (27), not all the rubber thrust and compression springs (28) being in operative connection with the vertical friction lamellae (30).
2. High-speed bogie for railway wagons according to Claim 1, characterized in that a helical spring (10) has a progressively acting rubber auxiliary spring (11) in its centre, which auxiliary spring is operative only in the working range between the empty and the laden state, and in that the transverse distance between the helical springs (10) is greater than or equal to the transverse distance between the guiding, suspension and damping element (16) of the wheelsets (17), and in that the adjustable pendulums (13) are designed so as to be vertical or inclined outwards at the bottom.
3. High-speed bogie for railway wagons according to Claims 1 and 2, characterized in that the central rubber compression spring (24) has a supporting bell (25) or a belt ring (25'), a spacing which increases from the common connection point of the rubber compression spring (24) and the supporting bell (25) towards the edge of the bell or the edge of the belt ring being provided between the rubber compression spring (24) and the supporting bell (25), and the supporting bell (25) or the belt ring (25') simultaneously serving as a vertical emergency stop, and in that, furthermore, the spring excursion in the longitudinal and transverse directions is limited by the housing cover (22) and the housing base (23) interacting with the stepped stops (33) and forms the horizontal emergency guide.

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