EP0749882A2 - Suspension device for brake units of railway vehicles - Google Patents

Abstract

The suspension device (15) is supported by an axle bearing of the rail vehicle and is directly connected with the running gear frame or wagon box (3) via a stabiliser device (15). The direct springing remains free from parasitic forces during a braking process. The stabiliser device is a multi-jointed rod. The suspension device has a symmetrical structure in relation to the vertical wheel axis. A second bearer (21) rotatably located on the axle bearing in its centre is in effective connection with the stabiliser device. A stabiliser is rotatably located on the running gear frame or wagon box around its longitudinal axis and has two non-rotary intermediate arms at its ends, which are articulately connected with the stabiliser bars.

Description

The invention relates to a suspension device for brake units of rail vehicles, in particular for disc brakes and / or magnetic rail brakes.

There has been a growing tendency recently to design bogies for rail vehicles as single wheelsets (REF) or as single wheels (EEF), which are modular in accordance with the principles of system technology and can be individually adapted to their respective purpose. This development is due to the fact that such concepts allow the ever wider range of applications from mass transit to high-speed trains (see, for example, the article: "From radially adjustable wheelset to high-speed running gear" in ZEV + DET Glasers Annalen 118 No. 2 / 3, February / March 1994). In the field of brake technology, there is naturally a parallel development, because the new chassis often also require a new concept of brake suspension and / or brake design.

Recent developments in single wheel set chassis are based on direct suspension. The chassis frame forms the element that connects the individual wheelsets of a rail vehicle. The chassis frame picks up the body and is supported by single-stage suspension, directly on the wheelsets.

• die grossen Vertikalfederwege der Direktabfederung können zu ungenügender Überdeckung von Bremsbelag und Bremsscheibe führen
• die bei einem Bremsvorgang auftretenden Kräfte führen zu einer zusätzlichen Belastung der Federung und damit zu unerwünschten Bewegungen und/oder Schwingungen des Fahrwerks, die sich auf den Wagenkasten übertragen.

The implementation of such rail vehicles therefore places special demands on the brake suspension:

• The large vertical spring travel of the direct suspension can lead to insufficient overlap of the brake pad and brake disc
• the forces occurring during a braking process lead to an additional load on the suspension and thus to undesired movements and / or vibrations of the chassis, which are transferred to the car body.

The invention aims to provide a brake suspension device for directly suspended running gear, which avoids the disadvantages described above and remains free of force and movement with regard to the direct suspension.

The invention achieves this aim by the subject matter of claim 1.

Accordingly, a suspension device for brake units of rail vehicles of the type mentioned above, in particular for receiving disc brakes and / or magnetic rail brakes, is carried by an axle bearing of the chassis and is connected directly to the chassis frame / car body via a stabilizer arrangement.

The solution according to the invention is characterized by a design of the brake suspension which is decoupled from the large spring travel of the direct suspension (claim 2). This means that when a vehicle is sprung directly between the wheelset and the chassis frame / body, the suspension remains free of parasitic forces during braking. For this purpose, a stabilizer is designed to be movable in such a way that it exerts a stabilizing effect on the brake suspension, but is also able to bridge the large spring travel.

In a preferred embodiment, the stabilizer arrangement is designed as a multi-articulated linkage (claim 3). This creates a stabilizer arrangement between the wheelset and the chassis frame / car body in a simple manner, which bridges the direct suspension. It is also advantageous if the suspension device is in relation has a symmetrical structure on the vertical wheel axle (claim 4). Such a design allows the attachment of magnetic and / or eddy current brakes on both sides of the wheel set.

Furthermore, the invention is characterized by a two-armed support which is rotatably mounted in the center of the axle bearing and which is in operative connection with the stabilizer arrangement via vertical stabilizer rods. For this purpose, a stabilizer is rotatably mounted on the chassis frame / car body about its longitudinal axis and provided at its ends with two non-rotatably arranged intermediate arms which are articulated to the stabilizer rods (claim 5).

Further advantageous embodiments of the invention can be found in claims 6 to 9.

On the one hand, solutions are known in the prior art in which the brakes according to DE-PS 183 149 are only carried by the axle bearing. On the other hand, DE-PS 120 616 shows the suspension of the brakes on the chassis frame in a single-stage suspension, but otherwise relates to an adjusting device for the brake shown, which has a frame suspended from the axle bearing. The article "Major speed-up planned on Japan's narrow gauge" in Railway Gazette International, June 1991 shows a recent example of the brake suspension of a new chassis development, which is, however, designed as a two-stage spring-loaded single wheel single chassis. The two-stage suspension leaves a conventional one Brake carrier to, on which both the disc and the magnetic rail brakes are suspended. The brake carrier is designed on the chassis frame, which is to be regarded as an intermediate chassis mass, so that the aforementioned problem does not arise in relation to the large spring travel.

A particular advantage of the present invention therefore consists in realizing a brake suspension for a single-stage suspension chassis such that the brake suspension is "decoupled" from the direct suspension. Due to the brake suspension according to the invention on the axle bearing with support on the chassis frame / car body, the brakes do not take part in the relatively large spring travel of the direct suspension and in turn do not load the suspension with additional forces or moments which can lead to undesired movements and / or vibrations.

Fig. 1

ein erstes Ausführungsbeispiel der erfindungsgemässen Aufhängeeinrichtung;

Fig. 2

eine weitere vorteilhafte Ausbildungsform der vorliegenden Erfindung;

Fig. 3

ein auf demselben Erfindungsgedanken beruhendes Ausführungsbeispiel einer Aufhängeeinrichtung.

The invention is explained in more detail below with reference to drawings. The perspective view shows:

Fig. 1

a first embodiment of the suspension device according to the invention;

Fig. 2

a further advantageous embodiment of the present invention;

Fig. 3

an embodiment of a suspension device based on the same inventive concept.

According to FIG. 1, for a running gear (1) with direct suspension, a running gear frame (3) is the element connecting the two running gear (1) of a rail vehicle. It picks up the body and is supported by a single-stage suspension (5) directly on the wheel sets (7) above each axle bearing (9), on the underside of which a suspension device (15) for brake units (41, 49) is arranged.

The illustration shown is to be understood as a mirror image, so that each wheel (11, 12) is surrounded by a suspension device (15) according to the invention. The arrangement of the axle bearings (9) outside the wheels (11, 12) is shown, which is known as an external bearing. It is also conceivable to design a directly cushioned undercarriage (1) with an internal bearing and to provide it with a suspension device (15) according to the invention for brake units. In this case, the axle bearings (9), on each of which a suspension device (15) is arranged and on which the suspension (5) is supported, are arranged lying on the wheelset (7) within the wheels (11, 12).

It is also conceivable that the chassis (1) instead of the wheel set (7) shown has only individually mounted idler wheels (11, 12), each of which is surrounded by a suspension device (15).

The suspension device (15) according to the invention therefore relates to a running gear (1) which, regardless of its track width, can be designed either as a single wheel set running gear (REF) or as a single wheel single running gear (EEF), also known as a loose wheel running gear, and a direct suspension (5).

A disc brake (41), here designed as a wheel disc brake and shown only with its elements brake cylinder (43), brake levers (45) and brake shoes (47), is arranged on the suspension device (15) according to the invention on a two-armed carrier (21), which is suspended from the axle bearing (9). For this purpose, the axle bearing (9) has a recess (17) through which parallel to the direction of the wheel set (7) a bolt (19) is guided. The two-armed carrier (21) is rotatably mounted on the bolt (19), so that the stabilizer arrangement (16) is also carried by the axle bearing (9). Alternatively, the two-armed carrier (21) of the suspension device (15) in the form described can also be arranged above the axle bearing (9).

The outer ends of the two-armed support (21) have projections (27) provided with incisions (23), to each of which an approximately vertically upward-pointing stabilizer bar (28, 29) is articulated by means of bolts (25). The other ends of the stabilizer bars (28, 29) are articulated in the incisions (31) via bolts (33) on two intermediate arms (35, 36). The intermediate arms (35, 36) are arranged on a stabilizer bar (37) on the end face and at right angles to the latter, so that they cannot rotate. The stabilizer bar (37) is rotatable on the chassis frame / car body (3) in two brackets (39, 40) about its longitudinal axis and is mounted parallel to the two-armed support (21).

Thanks to the suspension device (15) according to the invention, the braking torques are transmitted from the disc brake (41) through the stabilizer arrangement (16) to the chassis frame / car body (3) during a braking operation and are supported again via the two wheel sets (7) of the rail vehicle, so that the suspension (5) remains completely unaffected and free of forces.

FIG. 2 shows the perspective illustration of a further embodiment of the suspension device (15) according to the invention from a view from above.

In this training according to the invention are essential In addition to the exemplary embodiment described above, at least two magnetic rail brakes (49) per wheel set (7) are arranged below the outer ends of the carrier (21) of the suspension device (15). The actuating units (51) of the magnetic rail brakes (49) are each attached to the cross connections (53, 54) which connect the carriers (21) to one another and form a rectangular brake frame with them.

With the suspension device (15) according to the invention, the magnetic rail brakes (49) are clearly guided relative to the track (13), since they can follow all the movements of the wheel set (7).

The suspension device (15) is decoupled from the chassis frame / car body (3) to bridge the large spring travel of the single-stage suspension (5), as in the manner described in FIG. 1, via a stabilizer arrangement (16).
In the sense of the invention, in addition to the magnetic rail brakes (49) shown, this exemplary embodiment can also serve to accommodate disc brakes (41) which, according to FIG. 1, are designed as wheel disc brakes and are arranged on the carriers (21) of the suspension device (15).

It is also conceivable to design the disc brakes (41) as shaft disc brakes, which are arranged in a known manner between the wheels (11, 12) on a wheel set (7). In this case, the cross-connections (53, 54) connecting the supports (21) serve to accommodate the brake units such as the brake cylinder (43), brake lever (45) and brake shoes (47).

FIG. 3 shows a further embodiment of a suspension device (15) according to the invention on a previously described undercarriage (1) with direct suspension, in which a undercarriage frame (3) represents the element connecting the two undercarriages (1) of a rail vehicle. It picks up the car body and is supported by a single-stage suspension (5) directly on the wheel sets (7) above each axle bearing (9), on the underside of which a suspension device (15) for brake units (41, 49) is arranged.

The illustration shown is to be understood as a mirror image, so that each wheel (11, 12) is surrounded by a suspension device (15) according to the invention, which is arranged with its two-armed carrier (21), for example on the underside of an axle bearing (9). For this purpose, the axle bearing (9) has a recess (17) through which a pin (19) is guided parallel to the direction of the wheel set (7). The two-armed carrier (21) is rotatably mounted on the bolt (19), so that a stabilizer arrangement (56) is also carried by the axle bearing (9). Alternatively, the two-armed carrier (21) of the suspension device (15) in the form described can also be arranged above the axle bearing (9).

The stabilizer arrangement (56) is formed from one stabilizer bar (28, 29), which are in operative connection with one another via two angle levers (57, 58) pivotably mounted on the chassis frame / car body (3) and an approximately horizontal tie rod (67).

The outer ends of the two-armed support (21) have cutouts (23) with projections (27) to which an approximately vertically upward-pointing stabilizer bar (28, 29) is articulated by means of bolts (25).

The other ends of the stabilizer rods (28, 29) are articulated in the incisions (31) via bolts (33) on one leg of an angle lifter (57, 58). The angle levers (57, 58) are pivotally mounted in their pivot point in bolts (59) on supports (63, 64) parallel to the two-armed support (21), which in turn are arranged on the chassis frame / car body (3). The angle levers (57, 58) are connected to one another on their respective other legs by means of a tie rod (67) with incisions (62) with bolts (65).

Thanks to the suspension device (15) according to the invention, during a braking operation, the braking torques are transmitted from a disc brake (41) arranged on the two-armed carrier (21) through the stabilizer arrangement (56) to the chassis frame / car body (3) and is transmitted via the two wheel sets ( 7) of the rail vehicle, so that the suspension (5) remains completely unaffected and free of forces.

The suspension device (15) for brake units (41, 49) thus advantageously supports the creation of a rail vehicle with direct suspension on the basis of individual wheelsets (REF) or single wheels (EEF).

In the invention, a suspension device (15) for brake units (41 - 51), in particular disc brakes (41) and / or magnetic rail brakes (49) of directly suspended rail vehicles, is carried by an axle bearing (7) of the rail vehicle and is connected to a stabilizer arrangement (16) Chassis frame (3) arranged.

Reference list

1

landing gear

2nd

3rd

Chassis frame / WK

4th

5

single stage suspension

6

7

Wheelset

8th

9

Axle bearing

10th

11

wheel

12th

wheel

13

track

14

15

Suspension device

16

Stabilizer arrangement

17th

Recess

18th

19th

bolt

20th

21

two-armed straps

22

23

incision

24th

25th

26

27

Cantilever

28

Stabilizer bar

29

Stabilizer bar

30th

31

incision

32

33

bolt

34

35

Forearm

36

Forearm

37

Stabilizer bar

38

39

bracket

40

bracket

41

Disc brake

42

43

Brake cylinder

44

45

Brake lever

46

47

Brake shoes

48

49

Magnetic rail brake

50

51

Actuator

52

53

Cross-connection

54

Cross-connection

55

56

Stabilizer arrangement

57

Angle lever

58

Angle lever

59

bolt

60

61

62

incision

63

Support

64

Support

65

bolt

66

67

pull bar

68

69

70

Claims (9)

Suspension device (15) for brake units (41 - 51) - in particular disc brakes (41) and / or magnetic rail brakes (49) - of preferably direct-suspension rail vehicles with chassis frames / car bodies, which are carried by an axle bearing (7) of the rail vehicle and via a stabilizer arrangement (15 ) is directly connected to the chassis frame / car body (3). Suspension device according to claim 1, characterized by a design decoupled from the (large) spring travel of the direct suspension, such that the direct suspension remains free of parasitic forces during a braking operation. Suspension device according to claim 1 or 2, characterized in that the stabilizer arrangement (15) is designed as a multi-articulated linkage. Suspension device according to one of claims 1 to 3, characterized by a structure which is symmetrical with respect to the vertical wheel axis. Suspension device according to one of the preceding claims, characterized by a two-armed carrier (21) which is rotatably mounted in the center of the axle bearing and is operatively connected to the stabilizer arrangement, a stabilizer (37) being rotatably mounted on the chassis frame / car body about its longitudinal axis and with its ends with two non-rotatably arranged intermediate arms (36) is provided, which are articulated to the stabilizer rods (29). Suspension device according to claim 5, characterized in that disc brake members (41-47) are arranged on the carrier (21). Suspension device according to claim 6, characterized in that a magnetically acting rail brake (49) is fixed in each of the two end regions of the support arms of the stabilizer support (21) opposite the axle bearing. Suspension device according to one of the preceding claims, characterized by at least one stabilizing cross arm (53, 54) connecting the two stabilizer arrangements (16) of an axis. Suspension device according to one of the preceding claims, characterized in that the stabilizer arrangement (56) is formed from in each case one of the stabilizer bars (28, 29), which are pivoted to one another via two angle levers (57, 58) on the chassis frame / car body (3) and one approximately horizontal tie rod (67) are operatively connected.

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