EP0749882A2 - Dispositif de suspension pour assemblage de frein des véhicules ferroviaires - Google Patents

Dispositif de suspension pour assemblage de frein des véhicules ferroviaires Download PDF

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Publication number
EP0749882A2
EP0749882A2 EP96108680A EP96108680A EP0749882A2 EP 0749882 A2 EP0749882 A2 EP 0749882A2 EP 96108680 A EP96108680 A EP 96108680A EP 96108680 A EP96108680 A EP 96108680A EP 0749882 A2 EP0749882 A2 EP 0749882A2
Authority
EP
European Patent Office
Prior art keywords
suspension device
suspension
stabilizer
brake
axle bearing
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.)
Withdrawn
Application number
EP96108680A
Other languages
German (de)
English (en)
Other versions
EP0749882A3 (fr
Inventor
Günter Starck
Albert Kerscher
Rainer Weiss
Ladislov Vizer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Schienenfahrzeuge AG
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Fiat Sig Schienenfahrzeuge AG
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Fiat Sig Schienenfahrzeuge AG, Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH, Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Fiat Sig Schienenfahrzeuge AG
Publication of EP0749882A2 publication Critical patent/EP0749882A2/fr
Publication of EP0749882A3 publication Critical patent/EP0749882A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B61H13/34—Details
    • B61H13/38—Suspension of transmitting mechanisms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch blocks, skids, or like track-engaging shoes
    • B61H7/04—Scotch blocks, skids, or like track-engaging shoes attached to railway vehicles
    • B61H7/06—Skids
    • B61H7/08—Skids electromagnetically operated
    • B61H7/086—Suspensions therefor

Definitions

  • the invention relates to a suspension device for brake units of rail vehicles, in particular for disc brakes and / or magnetic rail brakes.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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).
  • 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 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).
  • 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).
  • 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).
  • 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.
  • 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.
  • 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).
  • 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).
  • the disc brakes (41) are shaft disc brakes, which are arranged in a known manner between the wheels (11, 12) on a wheel set (7).
  • 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.
  • 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).
  • 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).
  • 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).
  • the suspension device (15) 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).
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Vehicle Body Suspensions (AREA)
EP96108680A 1995-06-23 1996-05-30 Dispositif de suspension pour assemblage de frein des véhicules ferroviaires Withdrawn EP0749882A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1995122384 DE19522384A1 (de) 1995-06-23 1995-06-23 Aufhängeeinrichtung für Bremsaggregate von Schienenfahrzeugen
DE19522384 1995-06-23

Publications (2)

Publication Number Publication Date
EP0749882A2 true EP0749882A2 (fr) 1996-12-27
EP0749882A3 EP0749882A3 (fr) 1997-05-21

Family

ID=7764795

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96108680A Withdrawn EP0749882A3 (fr) 1995-06-23 1996-05-30 Dispositif de suspension pour assemblage de frein des véhicules ferroviaires

Country Status (2)

Country Link
EP (1) EP0749882A3 (fr)
DE (1) DE19522384A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1279853A3 (fr) * 2001-07-23 2004-01-28 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Support de patin de frein
CN106627649A (zh) * 2017-01-13 2017-05-10 中车山东机车车辆有限公司 一种复合制动系统转向架及工程车辆

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104554331B (zh) * 2015-01-14 2017-04-12 中车青岛四方机车车辆股份有限公司 一种磁轨制动装置的安装结构及应用该结构的轨道车辆

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE453620C (de) * 1927-12-12 Josef Slanina Aufhaengung von Schienenbremsmagneten
DE1146094B (de) * 1956-06-28 1963-03-28 Metalastik Ltd Radbefestigung an Fahrzeugen, insbesondere Schienenfahrzeugen
US3896740A (en) * 1973-01-09 1975-07-29 Schweizerische Lokomotiv Pneumatic bogie stabilizer
EP0282738A1 (fr) * 1987-03-12 1988-09-21 Waggon Union GmbH Bogie à essieu unique avec des roues folles pour véhicules ferroviaires
DE4126500A1 (de) * 1990-08-20 1992-02-27 Volkswagen Ag Kraftfahrzeug, insbesondere personenkraftwagen, mit einer vorrichtung zum ausgleich des bremsnickens
EP0501856A1 (fr) * 1991-03-01 1992-09-02 Arbel Fauvet Rail S.A. Dispositif de freinage d'un essieu d'engin ferroviaire
DE4404091A1 (de) * 1994-02-09 1995-08-10 Duewag Ag Anordnung einer Magnetschienenbremse an einem Einzelachsfahrwerk

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2215351A (en) * 1938-09-27 1940-09-17 Westinghouse Air Brake Co Brake shoe mounting
DE3801833A1 (de) * 1988-01-22 1989-08-03 Duewag Ag Drehgestellartiges fahrwerk fuer schienenfahrzeuge

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE453620C (de) * 1927-12-12 Josef Slanina Aufhaengung von Schienenbremsmagneten
DE1146094B (de) * 1956-06-28 1963-03-28 Metalastik Ltd Radbefestigung an Fahrzeugen, insbesondere Schienenfahrzeugen
US3896740A (en) * 1973-01-09 1975-07-29 Schweizerische Lokomotiv Pneumatic bogie stabilizer
EP0282738A1 (fr) * 1987-03-12 1988-09-21 Waggon Union GmbH Bogie à essieu unique avec des roues folles pour véhicules ferroviaires
DE4126500A1 (de) * 1990-08-20 1992-02-27 Volkswagen Ag Kraftfahrzeug, insbesondere personenkraftwagen, mit einer vorrichtung zum ausgleich des bremsnickens
EP0501856A1 (fr) * 1991-03-01 1992-09-02 Arbel Fauvet Rail S.A. Dispositif de freinage d'un essieu d'engin ferroviaire
DE4404091A1 (de) * 1994-02-09 1995-08-10 Duewag Ag Anordnung einer Magnetschienenbremse an einem Einzelachsfahrwerk

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1279853A3 (fr) * 2001-07-23 2004-01-28 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Support de patin de frein
CN106627649A (zh) * 2017-01-13 2017-05-10 中车山东机车车辆有限公司 一种复合制动系统转向架及工程车辆

Also Published As

Publication number Publication date
DE19522384A1 (de) 1997-01-02
EP0749882A3 (fr) 1997-05-21

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