EP0630796B1 - Running gear for railway vehicles - Google Patents
Running gear for railway vehicles Download PDFInfo
- Publication number
- EP0630796B1 EP0630796B1 EP94250161A EP94250161A EP0630796B1 EP 0630796 B1 EP0630796 B1 EP 0630796B1 EP 94250161 A EP94250161 A EP 94250161A EP 94250161 A EP94250161 A EP 94250161A EP 0630796 B1 EP0630796 B1 EP 0630796B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- shock absorber
- horizontal
- axle
- vertical
- damping
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
- B61F5/308—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating damping devices
Definitions
- the invention relates to a drive for rail vehicles with a damping version for the axle guide, the bogie or vehicle frame itself via spring elements on the with longitudinal and transverse play supported axle bearing housings of the wheelset.
- the object of the invention is a drive for rail vehicles of the type mentioned at the beginning, the special design and arrangement of the Damping version for the axis guidance the damping improved, high driving speeds possible, ensures a safe curve of the vehicle while reducing the disadvantages of the aforementioned known designs.
- the proposed Execution is intended to influence the damping behavior the drive are exercised with clearly defined damping sizes and with a minimized Number of components influencing damping.
- the object is achieved by the features of the claim solved, i.e. that vertical and Horizontal shock absorbers by their arrangement to each other and by their arrangement at attachment points of the The bogie or vehicle frame correspond to each other in such a way that when the horizontal shock absorber moves a rotational movement of the axle bearing housing is generated, which in turn by the vertical shock absorber is additionally damped, the longitudinal movements of the wheelset from the horizontal shock absorber and the Vertical shock absorbers can be damped and simultaneously in a diminished form this also applies to the transverse movements of the wheelset applies.
- the vertical shock absorber is in the damping characteristics of the horizontal shock absorber involved. By changing the attachment points of the horizontal shock absorber and thus by the The change in the line of force action becomes this cut below the horizontal axis and forms to the mounting brackets and defined adjustable angle so that the damping component of the Vertical shock absorber is variable.
- the vertical shock absorber 3 is between Axle center 1 and axle coil spring center 2 approximately vertical and the horizontal shock absorber 8 is in an angle to the longitudinal direction of the vehicle and in one inclined to the horizontal between frame 7 of the bogie or vehicle and the axle housing 6 arranged.
- the horizontal shock absorber 8 is attached to the frame 7 at attachment point 4 and with his other End at articulation point 15 on one on the axle bearing housing 6 arranged mounting bracket 5.
- the mounting bracket 5 is arranged so that the pivot point 15 of the horizontal shock absorber 8 at a distance a to the vertical axis center 1 and a distance h to the horizontal axis center 13 is mounted.
- the Line of action 12 of the horizontal shock absorber 8 cuts the vertical axis center 1 in one Point that is at a distance c from the horizontal axis center 13 lies in the top view according to Fig Force line 12, the wheelset center line 10 and forms the distance b to the connecting line 11 between front and rear coil springs 14.
- This distance b can depend on the chosen one Articulation point 15 be greater or less than zero.
- the cheapest damping and thus maximum driving behavior is determined by the articulation point 15 reached, influencing the vertical shock absorber 3 through the horizontal shock absorber 8 and thus the additional damping effects also empirically can be determined, i.e.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- General Details Of Gearings (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
Abstract
Description
Die Erfindung betrifft ein Laufwerk für Schienenfahrzeuge mit einer Dämpfungsausführung für die Achsführung, wobei der Drehgestell- oder Fahrzeugrahmen sich über Federelemente auf den mit Längs- und Querspiel geführten Achslagergehäusen des Radsatzes abstützt.The invention relates to a drive for rail vehicles with a damping version for the axle guide, the bogie or vehicle frame itself via spring elements on the with longitudinal and transverse play supported axle bearing housings of the wheelset.
Nach der DE 3904203 A1 sind Dämpfungsausführungen
bekannt, bei denen zwischen den Radsatzlagern des
einen Radsatzes und dem anderen Radsatz/oder den
anderen Radsätzen Längsdämpfer und für die Dämpfung
der Querbewegung entweder zusätzliche Querdämpfer
angeordnet sind, oder die Querbewegungen über Lenkergestelle
durch die Längsdämpfer mitbedämpf werden.Mit
diesen Anordnungen können die relativen Drehbewegungen
zwischen den Radsätzen zwar gedämpft werden, sie
haben aber den Nachteil, daß die Querdämpfer zusätzlich
vorgesehen oder aufwendige Lenkergestänge mit
hohen Verschleißerscheinungen angewendet werden.
Darüber hinaus ist durch die deutsche Patentanmeldung
Nr. P 42 42 685.5 eine in allen drei Ebenen wirkende
Dämpfungseinrichtung für die Achsführung bekannt, bei
der die Achse über federnd belastete reibungsgedämpfte
Achslenker geführt ist. Diese Ausführung hat jedoch
den Nachteil, daß sie in den beengten Einbauraum
schwer montierbar ist.
Nach US-A-4 561 360 ist eine symmetrische und minimale
Dämpferanordnung für alle drei Dämpfungsebenen
(vertikal, horizontal quer und horizontal längs)
bekannt. Diese Vertikaldämpfung erfordert eine möglichst
senkrechte Anordnung der Dämpfer. Hohe Fahrgeschwindigkeiten
erfordern eine definierte Horizontaldämpfung.
Der in dieser bekannten Anordnung vorgeschlagene
Kompromiß ist nur für niedrige Fahrgeschwindigkeiten
geeignet. According to DE 3904203 A1 damping designs are known in which longitudinal dampers are arranged between the wheelset bearings of one wheel set and the other wheel set / or the other wheel sets and for the damping of the transverse movement either additional transverse dampers are arranged or the transverse movements are also dampened by handlebar frames by the longitudinal dampers. With these arrangements, the relative rotary movements between the wheel sets can be damped, but they have the disadvantage that the transverse damper is additionally provided or complex linkage with high wear and tear is used. In addition, the German patent application No. P 42 42 685.5 discloses a damping device acting in all three levels for the axle guide, in which the axle is guided via spring-loaded, friction-damped axle links. However, this version has the disadvantage that it is difficult to install in the cramped installation space.
According to US-A-4 561 360, a symmetrical and minimal damper arrangement for all three damping planes (vertical, horizontal transverse and horizontal longitudinal) is known. This vertical damping requires the dampers to be arranged as vertically as possible. High driving speeds require a defined horizontal damping. The compromise proposed in this known arrangement is only suitable for low driving speeds.
Aufgabe der Erfindung ist es, ein Laufwerk für Schienenfahrzeuge der eingangs genannten Art zu schaffen, das durch die besondere Gestaltung und Anordnung der Dämpfungsausführung für die Achsführung die Dämpfung verbessert, hohe Fahrgeschwindigkeiten ermöglicht, einen sicheren Kurvenverlauf des Fahrzeuges gewährleistet bei gleichzeitiger Verminderung der Nachteile der vorgenannten bekannten Ausführungen. Mit der vorgeschlagenen Ausführung soll Einfluß auf das Dämpfungsverhalten des Laufwerkes ausgeübt werden mit klar definierten Dämpfungsgrößen und bei einer minimierten Anzahl die Dämpfung beeinflussender Bauteile.The object of the invention is a drive for rail vehicles of the type mentioned at the beginning, the special design and arrangement of the Damping version for the axis guidance the damping improved, high driving speeds possible, ensures a safe curve of the vehicle while reducing the disadvantages of the aforementioned known designs. With the proposed Execution is intended to influence the damping behavior the drive are exercised with clearly defined damping sizes and with a minimized Number of components influencing damping.
Die Aufgabe wird erfindungsgemäß durch die Merkmale des Patentanspruches gelöst, d.h., daß Vertikal- und Horizontalstoßdämpfer durch ihre Anordnung zueinander und durch ihre Anordnung an Befestigungspunkten des Drehgestell- oder Fahrzeugsrahmens miteinander korrespondieren in der Art, daß bei Bewegungen des Horizontalstoßdämpfers eine Drehbewegung des Achslagergehäuses erzeugt wird, die wiederum durch den Vertikalstoßdämpfer zusätzlich bedämpft wird, wobei die Radsatzlängsbewegungen vom dem Horizontalstoßdämpfer und dem Vertikalstoßdämpfer gleichzeitig bedämpft werden und in abgemindeter Form dies auch für die Radsatzquerbewegungen zutrifft. Der Vertikalstoßdämpfer wird in die Dämpfungscharakteristik des Horizontalstoßdämpfers einbezogen. Durch Veränderung der Befestigungspunkte des Horizontalstoßdämpfers und damit durch die Veränderung der Kraftwirkungslinie wird diese unterhalb der horizontalen Achsmitte geschnitten und bildet zu den Befestigungskonsolen definierte und einstellbare Winkel, so daß der Dämpfungsanteil des Vertikalstoßdämpfers variierbar ist. The object is achieved by the features of the claim solved, i.e. that vertical and Horizontal shock absorbers by their arrangement to each other and by their arrangement at attachment points of the The bogie or vehicle frame correspond to each other in such a way that when the horizontal shock absorber moves a rotational movement of the axle bearing housing is generated, which in turn by the vertical shock absorber is additionally damped, the longitudinal movements of the wheelset from the horizontal shock absorber and the Vertical shock absorbers can be damped and simultaneously in a diminished form this also applies to the transverse movements of the wheelset applies. The vertical shock absorber is in the damping characteristics of the horizontal shock absorber involved. By changing the attachment points of the horizontal shock absorber and thus by the The change in the line of force action becomes this cut below the horizontal axis and forms to the mounting brackets and defined adjustable angle so that the damping component of the Vertical shock absorber is variable.
Ein Ausführungsbeispiel der Erfindung soll anhand der Zeichnung näher erläutert werden.Die Zeichnung zeigt in:
- Fig.1:
- die Ansicht des Laufwerkes,
- Fig.2:
- das Schema einer Draufsicht, bezogen auf die Radsatzmittenlinie und auf die Kraftwirkungslinie des Horizontalstoßdämpfers.
- Fig.1:
- the view of the drive,
- Fig. 2:
- the diagram of a plan view, based on the center line of the wheelset and the line of action of the horizontal shock absorber.
An dem Rahmen 7 des Drehgestelles bzw. Fahrzeuges
sind je Achslager mindestens ein Vertikalstoßdämpfer
3 vorgesehen.Der Vertikalstoßdämpfer 3 ist zwischen
Achsmitte 1 und Achsschraubenfedermitte 2 annähernd
senkrecht und der Horizontalstoßdämpfer 8 ist in
einem Winkel zur Fahrzeuglängsrichtung und in einem
zur Horizontalen geneigt zwischen Rahmen 7 des Drehgestelles
bzw. Fahrzeuges und dem Achsgehäuse 6 angeordnet.
Der Horizontalstoßdämpfer 8 wird an dem Rahmen 7
in dem Befestigungspunkt 4 und mit seinem anderen
Ende am Anlenkpunkt 15 auf einer am Achslagergehäuse
6 angeordneten Befestigungskonsole 5 gehalten.Die Befestigungskonsole
5 ist so angeordnet, daß der Anlenkpunkt
15 des Horizontalstoßdämpfers 8 in einem Abstand
a zur senkrechten Achsmitte 1 und einem Abstand
h zur horizontalen Achsmitte 13 gelagert ist. Die
Kraftwirkungslinie 12 des Horizontalstoßdämpfers 8
schneidet dabei die vertikale Achsmitte 1 in einem
Punkt, der im Abstand c zur horizontalen Achsmitte
13 liegt.In der Draufsicht nach Fig.2 schneidet die
Kraftwirkungslinie 12 die Radsatzmittenlinie 10 und
bildet dabei den Abstand b zur Verbindungslinie 11
zwischen vorderer und hinterer Schraubenfeder 14.
Dieser Abstand b kann in Abhängigkeit von dem gewählten
Anlenkpunkt 15 größer/kleiner gleich Null sein.
Die günstigste Dämpfunf und damit ein maximales Fahrverhalten
wird durch die Festlegung des Anlenkpunktes
15 erreicht, wobei die Beeinflussung des Vertikalstoßdämpfers
3 durch den Horizontalstoßdämpfer 8 und
damit die zusätzliche Dämpfungswirkungen auch empirisch
bestimmt werden können, d.h. daß durch Veränderung
des Abstandes h über die Neigung des Winkels des
Horizontalstoßdämpfers 8 bzw. über die Veränderung
des Abstandes h und/oder des Abstandes a der Dämpfungsanteil
des Vertikalstoßdämpfers 3 an der Dämpfung
der horizontalen Radsatzbewegung einstellbar
ist. Durch Veränderung des Abstandes b ist das Radialeinstellungsverhalten
des Radsatzes 9 über den Horizontalstoßdämpfer
8 beeinflußbar. Diese gleichzeitige
Bedämpfung der horizontalen Radsatzbewegungen durch
den Horizontalstoßdämpfer 8 und Vertikalstoßdämpfer 3
durch Verstellung des Horizontalstoßdämpfers 8 trifft
somit in abgeminderter Form auch für die Radsatzquerbewegungen
zu. Mit dieser Einstellbarkeit des Horizontalstoßdämpfers
8 durch die Fixierung der Befestigungskonsole
5 kann die Längsdämpfung so eingestellt
werden, daß hohe Geschwindigkeiten bei gleichzeitigem
guten Kurvenverhalten erreicht werden. On the
- 11
- AchsmitteCenter of the axle
- 22nd
- AchsschraubenfedermitteAxle coil spring center
- 33rd
- VertikalstoßdämpferVertical shock absorber
- 44th
- BefestigungspunktAttachment point
- 55
- BefestigungskonsoleMounting bracket
- 66
- AchslagergehäuseAxle bearing housing
- 77
- Rahmenframe
- 88th
- HorizontalstoßdämpferHorizontal shock absorber
- 99
- RadsatzWheelset
- 1010th
- RadsatzmittenlinieCenter line of wheelsets
- 1111
- VerbindungslinieConnecting line
- 1212th
- KraftwirkungslinieLine of action
- 1313
- AchsmitteCenter of the axle
- 1414
- SchraubenfederCoil spring
- 1515
- AnlenkpunktPivot point
- aa
- Abstanddistance
- bb
- ""
- cc
- ""
- hH
- ""
- αα
- Winkelangle
- ββ
- ""
Claims (1)
- Running gear for rail vehicles, having a shock-absorber arrangement for the axle coil-spring suspension, the bogie frame or vehicle frame being supported via spring elements on the axle boxes of the wheel set, which are guided with longitudinal and transverse play, characterized in that an approximately perpendicularly disposed vertical shock absorber (3) is arranged between axle centre (1) and an axle coil-spring centre (2), and a horizontal shock absorber (8), the action-of-force line (12) of which forms an angle (α) with the vehicle longitudinal direction and an angle (β) with the horizontal, is arranged between fastening brackets (5), which lie in the region of the axle-journal transverse centres, and frame (7) of the bogie or vehicle, the action-of-force line (12) of the horizontal shock absorber (8) intersecting the perpendicular axle centre (1) at a distance (c) below the horizontal axle centre (13), the angles (α and β) being adjustable at the fastening bracket (5), which is arranged in a defined manner at the axle box (6).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE4321087 | 1993-06-21 | ||
DE4321087A DE4321087C2 (en) | 1993-06-21 | 1993-06-21 | Running gear for rail vehicles |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0630796A1 EP0630796A1 (en) | 1994-12-28 |
EP0630796B1 true EP0630796B1 (en) | 1998-04-01 |
Family
ID=6491178
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP94250161A Expired - Lifetime EP0630796B1 (en) | 1993-06-21 | 1994-06-20 | Running gear for railway vehicles |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP0630796B1 (en) |
AT (1) | ATE164557T1 (en) |
CZ (1) | CZ283035B6 (en) |
DE (1) | DE4321087C2 (en) |
PL (1) | PL303935A1 (en) |
SK (1) | SK280549B6 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19502670C2 (en) * | 1995-01-20 | 1999-03-18 | Mannesmann Ag | Running gear for rail vehicles |
DE19513757C1 (en) * | 1995-04-07 | 1996-05-30 | Deutsche Bahn Ag | Single wheel-set bogie for railway vehicles |
DE19925634A1 (en) * | 1999-06-04 | 2000-12-14 | Dwa Deutsche Waggonbau Gmbh | Running gear for rail vehicles |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3682102A (en) * | 1969-05-09 | 1972-08-08 | British Railways Board | Dampened railway truck |
US4561360A (en) * | 1984-06-06 | 1985-12-31 | Amsted Industries Incorporated | Single axle suspension system for railroad vehicle |
DE3904203C2 (en) * | 1989-02-13 | 1998-04-02 | Abb Henschel Lokomotiven | Running gear for rail vehicles |
DE4242685C2 (en) * | 1992-12-17 | 2000-12-21 | Dwa Deutsche Waggonbau Gmbh | Running gear for rail vehicles |
-
1993
- 1993-06-21 DE DE4321087A patent/DE4321087C2/en not_active Expired - Fee Related
-
1994
- 1994-06-20 EP EP94250161A patent/EP0630796B1/en not_active Expired - Lifetime
- 1994-06-20 AT AT94250161T patent/ATE164557T1/en not_active IP Right Cessation
- 1994-06-21 CZ CZ941529A patent/CZ283035B6/en not_active IP Right Cessation
- 1994-06-21 SK SK755-94A patent/SK280549B6/en unknown
- 1994-06-21 PL PL94303935A patent/PL303935A1/en unknown
Also Published As
Publication number | Publication date |
---|---|
EP0630796A1 (en) | 1994-12-28 |
ATE164557T1 (en) | 1998-04-15 |
SK75594A3 (en) | 1995-02-08 |
PL303935A1 (en) | 1995-01-09 |
DE4321087A1 (en) | 1994-12-22 |
SK280549B6 (en) | 2000-03-13 |
DE4321087C2 (en) | 2000-11-02 |
CZ283035B6 (en) | 1997-12-17 |
CZ152994A3 (en) | 1995-01-18 |
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