EP0879750B1 - Verbessertes Drehgestell für Schienenfahrzeuge - Google Patents

Verbessertes Drehgestell für Schienenfahrzeuge Download PDF

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Publication number
EP0879750B1
EP0879750B1 EP98304031A EP98304031A EP0879750B1 EP 0879750 B1 EP0879750 B1 EP 0879750B1 EP 98304031 A EP98304031 A EP 98304031A EP 98304031 A EP98304031 A EP 98304031A EP 0879750 B1 EP0879750 B1 EP 0879750B1
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EP
European Patent Office
Prior art keywords
bogie truck
bolster
truck according
assemblies
assembly
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
Application number
EP98304031A
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English (en)
French (fr)
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EP0879750A1 (de
Inventor
Joseph Latham
Alan Harding
Michael Kibble
Brian Smith
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Powell Duffryn Rail Ltd
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Powell Duffryn Rail Ltd
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Filing date
Publication date
Priority claimed from GBGB9710654.6A external-priority patent/GB9710654D0/en
Priority claimed from GBGB9714085.9A external-priority patent/GB9714085D0/en
Priority claimed from GBGB9720906.8A external-priority patent/GB9720906D0/en
Application filed by Powell Duffryn Rail Ltd filed Critical Powell Duffryn Rail Ltd
Publication of EP0879750A1 publication Critical patent/EP0879750A1/de
Application granted granted Critical
Publication of EP0879750B1 publication Critical patent/EP0879750B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B61F5/142—Side bearings made of rubber elements, graphite or the like
    • 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
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles

Definitions

  • the invention relates to bogie trucks for rail vehicles, and particularly to bogie trucks of the kind comprising a pair of spaced side frames, front and rear wheel and axle sets extending transversely between the side frames and rotatable in bearing assemblies which are connected by primary suspension means to the side frames, and a transverse bolster connected between the side frames and having a mounting for connection to the rail vehicle body, said mounting including secondary suspension means.
  • the primary suspension In bogie trucks of this type it is usual for the primary suspension to have significantly greater vertical stiffness than the secondary suspension, which may often be in the form of elastomeric "hourglass" springs.
  • Such an arrangement provides the appropriate overall degree of vertical stiffness for the suspension of the bogie truck, while the hourglass springs allow the required lateral and longitudinal freedom of movement of the bogie truck relative to the rail vehicle.
  • the hourglass springs In view of the comparatively soft vertical stiffness of the hourglass springs it is usually necessary to provide vertical damping means between the bogie truck and rail vehicle.
  • this prior art arrangement is reversed, that is to say the vertical stiffness of the secondary suspension means is made significantly greater than the vertical stiffness of the primary suspension means.
  • such arrangement may allow vertical damping between the bogie truck and rail vehicle to be dispensed with, thus reducing the cost of the system.
  • a bogie truck for a rail vehicle comprising a pair of spaced side frames, front and rear wheel and axle sets extending transversely between the side frames and rotatable in bearing assemblies which are connected by primary suspension means to the side frames, and a transverse bolster connected between the side frames and having a mounting for connection to the rail vehicle, said mounting including secondary suspension means, the total vertical stiffness of the secondary suspension means being greater than the total vertical stiffness of the primary suspension means.
  • the secondary suspension means may comprise at least one vertically resilient shear pad assembly for connection between the bolster and the vehicle body.
  • the shear pad assembly may comprise bodies of resiliently flexible material for connection between the bolster and vehicle body at locations spaced symmetrically apart on either side of the central fore-and-aft axis of the rail vehicle.
  • the resiliently flexible material may comprise natural or synthetic rubber or other suitable elastomer.
  • Each body of resiliently flexible material may comprise a number of pads of such material stacked one above another and bonded to interleaved rigid plates. Such arrangement increases the vertical stiffness of the shear pad assembly.
  • shear pad assemblies including one or more main assemblies which are arranged to be vertically compressed after a predetermined vertical compression of one or more secondary assemblies.
  • the stiffness is provided only, or mainly, by the secondary assemblies.
  • the main assembly comes into effect, thereby increasing the vertical and lateral stiffness.
  • main shear pad assembly connected between the bolster and the rail vehicle in series with at least one secondary shear pad assembly, means being provided to limit the compression of the secondary shear pad assembly so that, after an initial degree of compression, the vertical stiffness is provided by the main shear pad assembly only.
  • a main shear pad assembly which is connected between the bolster and an intermediate element, and two secondary shear pad assemblies on either side of the central assembly, the secondary assemblies having upper ends which are engaged with the rail vehicle and lower ends which are engaged with said intermediate element, said intermediate element coming into contact with the rail vehicle, after a predetermined compression of the secondary assemblies, thereby preventing further compression of the secondary assemblies, as the vehicle is loaded.
  • the total vertical stiffness of the secondary suspension means is preferably at least twice the total vertical stiffness of the primary suspension means, in both the unladen and laden conditions, and is more preferably at least three times the total stiffness of the primary suspension means. In a preferred arrangement the total stiffness of the secondary suspension means is in the range of three to four times the total stiffness of the primary suspension means.
  • each primary suspension means may comprise a pair of vertical two-rate spring assemblies connected between the bearing assembly and the associated side frame, the two spring assemblies being disposed on either side of the bearing, an hydraulic damper connected between the bearing assembly and the side frame, and a traction rod extending in a generally fore-and-aft direction between the bearing assembly and the side frame.
  • Resilient restraining means may be disposed between a part of each bearing assembly and a part of the associated side frame to increase the lateral stiffness of the primary suspension.
  • the resilient restraining means may comprise a body of resiliently flexible material disposed between a part on the bearing assembly and a part on the side frame.
  • the body of resiliently flexible material may comprise a flexibly resilient bush mounted on the side frame and surrounding an upwardly extending spigot on the bearing assembly.
  • the resilient restraining means may comprise any other form of spring means.
  • the mounting for connection to the rail vehicle body may comprise at least one vertically resilient shear pad assembly connected between the bolster and the vehicle body, and buffers for limiting lateral relative movement between the vehicle body and bolster.
  • a generally fore-and-aft extending secondary traction rod, and a laterally extending damper are connected between the bolster and the vehicle body.
  • the shear pad assembly may comprise bodies of resiliently flexible material connected between the bolster and vehicle body at locations symmetrically spaced on either side of the central fore-and-aft axis of the rail vehicle.
  • Each body of resiliently flexible material may comprise a number of pads of such material stacked one above another and bonded to interleaved rigid plates. Such arrangement increases the vertical and lateral stiffness of the shear pad assembly.
  • shear pad assemblies including one or more secondary assemblies which are arranged to be vertically compressed only after a predetermined vertical compression of one or more primary assemblies.
  • the stiffness is provided only by the primary assemblies.
  • the secondary assemblies also come into effect, thereby increasing the vertical and lateral stiffness.
  • the lateral buffers between the bolster and the vehicle body may comprise a body of elastomer fixedly mounted on one part and engageable by a fixed abutment on the other part upon a predetermined extent of relative lateral movement between the bolster and vehicle body.
  • the bogie truck comprises two spaced side frames 10 connected by a transverse bolster 11 to provide a generally H-shaped frame.
  • the bolster 11 is connected to the underside of the rail vehicle body 9 (not shown) by an assembly 12 comprising a downwardly projecting component 13 which engages within a corresponding socket component on the bolster 11.
  • the assembly 12 allows the bogie to tilt relative to the rail vehicle when the vehicle is passing over undulating track.
  • Each side frame 10 is secured to the end of the bolster 11 by Huck bolts 16. Between the side frames 10, fore-and-aft of the bolster 11, there extend wheel sets 17 each comprising an axle 18 on which are rigidly mounted flanged wheels 19. Outboard of each wheel 19 the wheel set comprises a journal which is rotatable in a bearing in a bearing assembly 20.
  • each bearing assembly 20 comprises an axle box, containing the bearing, mounted at one end of a radial arm 21 which is pivotally mounted at 22 on a lower part of the side frame 10, so as to be capable of limited up-and-down swinging movement relative to the side frame.
  • a vertical helical compression spring assembly 23 is disposed above the axle box with its tower end engaging in a recess on the end of the radial arm 21 and its upper end connected to the underside of the side frame 10.
  • the spring assemblies 23 are two-rate assemblies so as to provide different vertical stiffnesses for the unladen and laden conditions of the vehicle.
  • the helical compression spring assemblies 23 constitute the primary suspension of the bogie truck and also provide lateral stiffness.
  • a vertical hydraulic damper 24 is disposed outboard of the axle box and is pivotally connected between brackets 25, 26 on the radial arm 21 and the side frame 10 respectively.
  • each wheel Associated with each wheel is a brake pad 27 which is mounted on a pair of links 28 suspended from a bracket on the bolster 11, so that the brake pad may be swung into and out of engagement with the peripheral surface of the wheel 19.
  • the brake assemblies 27, 28 are all operated by a main operating linkage mounted on the bolster 11.
  • the operating linkage comprises two operating cross members 29, 30 which are slidable towards and away from one another along the fore-and-aft axis of the bogie truck.
  • the cylinder of an air cylinder assembly 31 is fixed to the operating member 30 and is connected by a rigid link 232 to one end of a double-ended lever arm 234 which is pivotally mounted at 235 on the other operating member 29.
  • the opposite end of the lever arm 234 is pivotally connected at 236 to one end of an elongate slack adjuster 237.
  • the opposite end of the slack adjuster 237 is pivotally connected at 238 to a further double-ended lever 239 which is pivotally mounted at 240 on the first operating member 30.
  • the opposite end of the lever 239 is pivotally connected at 241 to the end of the piston of the air cylinder assembly 31.
  • the air cylinder assembly 31 is actuated so as to extend the piston.
  • the extension of the piston alters the geometry of the linkage provided by the four links 232, 234, 237 and 239 in a manner to move the operating members 29 and 30 away from one another, thereby urging the brake pads 27 against the wheels 19.
  • operation of the air cylinder assembly 31 to retract the piston moves the operating members 29, 30 towards one another again, swinging the links 28 towards the bolster 11 so as to disengage the brakes.
  • the slack adjuster 237 is of a well known kind in which the effective length of the adjuster is automatically varied, during operation of the linkage, to take up any slack in the linkage or to compensate for wear of the brake pads 27.
  • Secondary suspension means are provided between the bolster 11 and the underside of the vehicle body as indicated at 32 in Figures 1 and 3. Each secondary suspension means is shown in greater detail in Figures 4-6.
  • each suspension means comprises a main central vertically resilient shear pad assembly 33, known as a multi-leaf spring, the lower end of which is permanently connected to the upper side of the bolster 11.
  • Two secondary shear pad assemblies, or multi-leaf springs, 34 are disposed on either side of the central spring 33.
  • Each spring comprises a number of rectangular pads 35 of rubber or other elastomeric material stacked one above another and bonded to interleaved rigid metal plates 36.
  • a metal saddle 37 has a central part 38 which sits on the top of the central assembly 33 and extends outwardly and downwardly to outer platforms 39 on which the lower ends of the secondary assemblies 34 sit.
  • the upper ends of the outer assemblies 34 are connected to, or otherwise engage, the underside of the vehicle body 9, and the central part 38 of the saddle is spaced about 5mm below the vehicle body.
  • the lower surfaces of the platforms 39 of the saddle 37 are spaced a short distance above the surface of the bolster.
  • the outer assemblies 34 are in series with the central assembly 33, and the spring suspension is mostly provided by the outer secondary assemblies which are less stiff than the central assembly 33. As the vehicle is loaded, however, the outer assemblies 34 compress until the underside of the vehicle 9 engages the central part 38 of the saddle 37 so that no further compression of the assemblies 34 is possible. Further compression of the suspension means is then resisted solely by the central assembly 33.
  • the combined stiffness of the secondary suspension means 32 is greater than the combined vertical stiffness of the primary suspension means 23, both in the laden and unladen condition.
  • the vertical and lateral stiffnesses of the primary and secondary suspension may be as follows: Primary Suspension Per axlebox Total Vertical Stiffness (KN/mm) Unladen 1.00 4.00 Laden 4.00 16.00 Lateral Stiffness (KN/mm) Unladen 1.00 4.00 Laden 3.00 12.00 Secondary Suspension Per unit Total Vertical Stiffness (KN/mm) Unladen 6.00 12.00 Laden 20.00 40.00 Lateral Stiffness (KN/mm) Unladen 0.50 1.00 Laden 1.00 2.00
  • the secondary suspension can still provide sufficient freedom in the lateral and longitudinal directions to permit the necessary rotational and translational movement of the bogie truck relative to the vehicle body.
  • Figures 1-3 show the bearing assemblies 20 mounted on pivoted radial arms 21 on the side frames 10, it will be appreciated that this is only one example of a number of possible alternative arrangements for providing for vertical movement of each bearing assembly relative to the side frame 10.
  • Figures 7 and 8 show possible alternative arrangements.
  • the bearing assembly 20 is constrained by the coil springs 23 to move vertically with respect to the side frame 10 and is located by a track rod 40 which extends in the fore-and-aft direction and is pivotally mounted at one end, as indicated at 41, to a lower part of the side frame 10, for pivotal movement about a horizontal axis.
  • the rod is pivotally mounted at its opposite end to the bearing assembly 20, as indicated at 42, for pivotal movement about a vertical axis.
  • Each pivotal connection incorporates a resilient bush.
  • bearing assembly 20 is restrained for vertical movement by sockets 43 which slidably receive bearing elements 44 on the lower ends of guide posts 45 which are mounted at their upper ends on the side frame 10 and extend downwardly through the centres of the coil springs 23.
  • the bogie truck comprises two spaced side frames 110 connected by a transverse bolster 111.
  • the bolster 111 is connected to the underside of the rail vehicle body by an assembly 112 comprising a downwardly projecting part-spherical component 113 which engages within a corresponding socket component 114 on the bolster 111.
  • Each side frame 110 comprises a central portion 115 which is secured to the ends of the bolster 111 by Huck bolts 116.
  • the ends of the bolster 111 are provided with accurately machined surfaces which mate with corresponding accurately machined surfaces on the side frames 110 so that each side frame, when such surfaces are brought into engagement, is accurately located in the required orientation with respect to the bolster. Not only does this ensure that the H-frame of the bogie will be square when assembled, with a minimum of jigging, but it greatly facilitates the replacement of a side frame, or the bolster, since the replacement component will also be formed with the appropriate accurately machined surfaces so that, again, the components will fit together with a minimum of accurate jigging.
  • the bolster 111 is of generally I-section, comprising a central vertical web 111a and upper and lower flanges 111b and 111c.
  • wheel sets 117 each comprising an axle 118 on which are rigidly mounted flanged wheels 119.
  • the wheel set comprises a journal which is rotatable in a bearing in a bearing assembly 120.
  • each bearing assembly 120 comprises an axle box 121, containing the bearing, mounted on a lower support frame 122.
  • a vertical helical compression spring assembly 123 is disposed on each side of the axle box 121 with its lower end engaging in a recess in the lower frame 122 and its upper end connected to the underside of the side frame 110.
  • the spring assemblies 123 are two-rate assemblies so as to provide different vertical stiffnesses for the tare and laden conditions of the vehicle.
  • the helical compression spring assemblies 123 constitute the primary suspension of the bogie truck.
  • the spring assemblies 123 also provide the lateral stiffness for the bogie truck.
  • a vertical hydraulic damper 124 is disposed outboard of the axle box 121 and is pivotally connected between brackets 125, 126 on the lower frame 122 and the side frame 110 respectively.
  • a fore-and-aft extending track rod 127 is pivotally connected between each bearing assembly and a mounting 128 on the lower part of each side frame 110.
  • each wheel 119 associated with each wheel 119 is a brake assembly 129 comprising two calipers 130 which overlie opposite sides of the wheel 119 and are pivotally connected to a cross link 131.
  • the ends of the calipers 130 have brake pads 132 mounted thereon which are engageable with annular braking surfaces 133 which are coaxial with the wheel on opposite side faces thereof.
  • the braking surfaces 133 may be integrally formed on the wheel or may comprise separate annular components which are secured to the wheel.
  • the calipers 130 are operated through a mechanical linkage.
  • One end of each inboard caliper 130 is pivotally mounted to a fixed bracket 134 on the bolster 111.
  • the outboard caliper 130 is pivotally connected to one end of a cross link 135 which is movable longitudinally of the bolster 111.
  • the cross link 135 is connected by a short link 136 to one arm of a bell crank 137 which is pivotally mounted on the side frame, as indicated at 138.
  • the opposite arm of each bell crank 137 is pivotally connected to a fore-and-aft extending link 139 and the two links 139 are connected by a further cross link 140.
  • a further linkage 141 connects the cross link 140 to a driving device, such as an air cylinder, located away from the bogie, for example in the bottom part of the rail vehicle body.
  • the air cylinder or other device is actuated causing retraction of the links 139 to the left in Figure 9 which in turn pivots the bell cranks 137 so as to move the cross links 135 away from their associated fixed brackets 134.
  • resilient restraining means may be provided between each bearing assembly and the side frame to control the lateral stiffness of the primary suspension, and Figure 12 shows such an arrangement diagrammatically.
  • axle box 121 of the bearing assembly is provided at the top with an upwardly extending spigot 142 which extends into a resilient elastomer bush 143 which is mounted in a housing in the side frame.
  • the spigot and bush arrangement 142, 143, to control the lateral stiffness of the primary suspension, may be provided in any of the arrangements according to the present invention, or may be omitted.
  • Figure 13 shows an arrangement for mounting the bolster 144 of the bogie truck on the vehicle body 145, as an alternative to the arrangement shown in Figure 11.
  • the bolster 144 is connected to the vehicle body 145 by two shear pad assemblies 146, 147 symmetrically disposed on opposite sides of the central fore-and-aft axis of the vehicle.
  • Each shear pad assembly comprises two stacks of elastomeric shear pads 148 interleaved with rigid metal plates 149 to which the shear pads are bonded.
  • the shear pad assemblies 146, 147 resist, through shear, relative lateral movement between the bolster and vehicle body.
  • Each assembly might alternatively comprise simple blocks of elastomer, but the multi-layer arrangement shown increases the vertical and lateral stiffness of each assembly.
  • each shear pad assembly 147 is permanently connected between the bolster 144 and the underside of the vehicle body 145. These constitute the aforementioned primary shear pad assemblies. However, the upper surfaces of the secondary shear pad assemblies 146 are, in the tare, or unladen, condition of the vehicle slightly spaced from the underside of the vehicle body, as indicated at 155 in Figure 13.
  • the assemblies 147 are operative to provide comparatively low vertical and lateral stiffness.
  • the primary assemblies 147 are compressed, closing the gaps 155 and bringing the secondary assemblies 146 into operation. The vertical and lateral stiffness is thereby increased in the laden condition.
  • rubber buffers 150 are fixedly mounted on the upper side of the bolster 144, on opposite sides of the central longitudinal axis of the vehicle, and are engageable by abutments 151 fixed to the underside of the vehicle body.
  • a secondary traction rod 152 is pivotally connected between the bolster 144 and a downwardly extending bracket 153 mounted on the underside of the vehicle body 145. Lateral damping is provided by an hydraulic damper 154 pivotally connected between the bolster 144 and the bracket 153.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)

Claims (21)

  1. Im wesentlichen H-förmiges Fahrgestell für ein Schienenfahrzeug, aufweisend zwei in einem gewissen Abstand voneinander angeordnete Seitenrahmen (10), einen vorderen und hinteren Rad-Achsen-Satz (17), die sich in der Querrichtung zwischen den Seitenrahmen erstrecken und in Lagereinheiten (20) drehbar sind, die durch primäre Aufhängungsmittel (23) mit den Seitenrahmen (10) verbunden sind, und einen Querträger (11), der die Seitenrahmen miteinander verbindet und einen Aufbau für die Verbindung mit dem Schienenfahrzeug hat, wobei der Querträger (11) mit der Unterseite eines Fahrzeugkörpers durch eine Einheit (12) verbunden ist, die eine nach unten vorspringende Komponente (13) hat, die in eine entsprechende Pfannenkomponente auf dem Querträger (11) eingreift, so daß sich das Fahrgestell relativ zu dem Fahrzeugkörper neigen kann, wobei der Aufbau aus sekundären Aufhängungsmitteln (32) besteht, dadurch gekennzeichnet, daß die gesamte vertikale Steifigkeit der sekundären Aufhängungsmittel (32) größer als die gesamte vertikale Steifigkeit der primären Aufhängungsmittel (23) ist.
  2. Fahrgestell gemäß Anspruch 1, wobei die sekundären Aufhängungsmittel (32) mindestens eine in der vertikalen Richtung elastische Scherkisseneinheit (33) für die Verbindung zwischen dem Querträger (11) und dem Fahrzeugkörper aufweisen.
  3. Fahrgestell gemäß Anspruch 2, wobei die Scherkisseneinheit (33) Körper aus elastisch flexiblem Material aufweist für die Verbindung zwischen dem Querträger (11) und dem Fahrzeugkörper bei Stellen, die auf den beiden Seiten der zentralen Vorder- und Hinterachse des Schienenfahrzeugs in einem gewissen Abstand symmetrisch gelegen sind.
  4. Fahrgestell gemäß Anspruch 3, wobei das elastisch flexible Material Naturkautschuk oder Synthesegummi oder ein anderes geeignetes Elastomer aufweist.
  5. Fahrgestell gemäß Anspruch 3 oder Anspruch 4, wobei jeder Körper aus elastisch flexiblem Material eine gewisse Anzahl von Kissen (35) aus einem solchen Material aufweist, die aufeinander gestapelt sind und zu steifen Verbundplatten (36) verbunden sind.
  6. Fahrgestell gemäß irgendeinem der Ansprüche 2 bis 5, wobei eine Vielzahl von Scherkisseneinheiten (33, 34) vorgesehen ist, die eine oder mehr Haupteinheiten umfassen, die ausgelegt sind, um nach einer vorgegebenen vertikalen Kompression von einer oder mehr sekundären Einheiten vertikal komprimiert zu werden.
  7. Fahrgestell gemäß Anspruch 6, wobei eine Hauptscherkisseneinheit (33) vorgesehen ist, die zwischen dem Querträger und dem Schienenfahrzeug in Serie mit mindestens einer sekundären Scherkisseneinheit (34) angebracht ist, wobei Mittel vorgesehen sind, um die Kompression der sekundären Scherkisseneinheit zu begrenzen, so daß nach einem anfänglichen Grad der Kompression die vertikale Steifigkeit nur durch die Hauptscherkisseneinheit bewirkt wird.
  8. Fahrgestell gemäß Anspruch 7, wobei eine Hauptscherkisseneinheit (33) vorgesehen ist, die zwischen dem Querträger (11) und einem Zwischenelement angebracht ist, und zwei sekundäre Scherplatteneinheiten (34) auf den beiden Seiten der zentralen Einheit vorgesehen sind, wobei die sekundären Einheiten obere Enden haben, die in das Schienenfahrzeug eingreifen, und untere Enden haben, die in das Zwischenelement eingreifen, wobei das Zwischenelement nach einer vorgegebenen Kompression der sekundären Einheiten in Kontakt mit dem Schienenfahrzeug kommt, wodurch eine weitere Kompression der sekundären Einheiten verhindert wird, wenn das Fahrzeug beladen wird.
  9. Fahrgestell gemäß Anspruch 1, wobei der Aufbau zur Verbindung mit dem Schienenfahrzeugkörper mindestens eine in der vertikalen Richtung elastische Scherkisseneinheit (33) aufweist, die zwischen dem Querträger (11) und dem Fahrzeugkörper angebracht ist, und Puffer aufweist, um die seitliche relative Bewegung zwischen dem Fahrzeugkörper und dem Querträger zu begrenzen.
  10. Fahrgestell gemäß Anspruch 9, wobei eine sich im allgemeinen nach vorne und hinten erstreckende, sekundäre Zugstange (127) und ein sich seitlich erstreckender Dämpfer zwischen dem Querträger und dem Fahrzeugkörper angebracht sind.
  11. Fahrgestell gemäß Anspruch 9 oder Anspruch 10, wobei die Scherkisseneinheit (146, 147) Körper (148) aus elastisch flexiblem Material aufweist, die zwischen dem Querträger und dem Fahrzeugkörper bei Stellen angebracht sind, die auf den beiden Seiten der zentralen Vorder- und Hinterachse des Schienenfahrzeugs in einem gewissen Abstand symmetrisch gelegen sind.
  12. Fahrgestell gemäß Anspruch 11, wobei jeder Körper aus elastisch flexiblem Material eine gewisse Anzahl von Kissen aus einem solchen Material aufweist, die aufeinander gestapelt sind und zu steifen Verbundplatten (149) verbunden sind.
  13. Fahrgestell gemäß irgendeinem der Ansprüche 9 bis 11, wobei eine Vielzahl von Scherkisseneinheiten vorgesehen ist, die eine oder mehr sekundäre Einheiten umfassen, die ausgelegt sind, um nur nach einer vorgegebenen vertikalen Kompression von einer oder mehr primären Einheiten vertikal komprimiert zu werden.
  14. Fahrgestell gemäß irgendeinem der Ansprüche 9 bis 13, wobei die seitlichen Puffer (150) zwischen dem Querträger und dem Fahrzeugkörper einen Körper aus Elastomer aufweisen, der auf einem Teil fest angebracht ist, und in den ein festes Widerlager auf dem anderen Teil bei einer vorgegebenen Größe der relativen seitlichen Bewegung zwischen dem Querträger und dem Fahrzeugkörper eingreifen kann.
  15. Fahrgestell gemäß irgendeinem der vorhergehenden Ansprüche, wobei jedes primäre Aufhängungsmittel zwei vertikale Federeinheiten mit zwei Federkonstanten aufweist, die zwischen der Lagereinheit und dem zugeordneten Seitenrahmen angebracht sind, wobei die zwei Federeinheiten auf den beiden Seiten des Lagers angeordnet sind, ein hydraulischer Dämpfer zwischen der Lagereinheit und dem Seitenrahmen angebracht ist, und eine Zugstange, die sich im allgemeinen in der Vorwärts-Rückwärts-Richtung erstreckt, zwischen der Lagereinheit und dem Seitenrahmen angebracht ist.
  16. Fahrgestell gemäß Anspruch 15, wobei elastische Rückhaltemittel zwischen einem Teil jeder Lagereinheit und einem Teil des zugeordneten Seitenrahmens angeordnet sind, um die seitliche Steifigkeit der primären Aufhängung zu vergrößern.
  17. Fahrgestell gemäß Anspruch 16, wobei die elastischen Rückhaltemittel einen Körper aus elastisch flexiblem Material aufweisen, der zwischen einem Teil auf der Lagereinheit und einem Teil auf dem Seitenrahmen angeordnet ist.
  18. Fahrgestell gemäß Anspruch 17, wobei der Körper aus elastisch flexiblem Material eine flexibel elastische Buchse aufweist, die auf dem Seitenrahmen angebracht ist und einen sich nach oben erstreckenden Zapfen auf der Lagereinheit umgibt.
  19. Fahrgestell gemäß irgendeinem der vorhergehenden Ansprüche, wobei die gesamte vertikale Steifigkeit der sekundären Aufhängungsmittel, in sowohl dem unbeladenen, als auch dem beladenen Zustand, mindestens gleich der doppelten gesamten vertikalen Steifigkeit der primären Aufhängungsmittel ist.
  20. Fahrgestell gemäß Anspruch 19, wobei die gesamte vertikale Steifigkeit der sekundären Aufhängungsmittel, in sowohl dem unbeladenen, als auch dem beladenen Zustand, mindestens gleich der dreifachen gesamten vertikalen Steifigkeit der primären Aufhängungsmittel ist.
  21. Fahrgestell gemäß Anspruch 20, wobei die gesamte vertikale Steifigkeit der sekundären Aufhängungsmittel, in sowohl dem beladenen, als auch dem unbeladenen Zustand, in dem Bereich der drei- bis vierfachen gesamten vertikalen Steifigkeit der primären Aufhängungsmittel liegt.
EP98304031A 1997-05-24 1998-05-21 Verbessertes Drehgestell für Schienenfahrzeuge Expired - Lifetime EP0879750B1 (de)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
GBGB9710654.6A GB9710654D0 (en) 1997-05-24 1997-05-24 Improvements in bogie trucks for rail vehicles
GB9710654 1997-05-24
GB9714085 1997-07-04
GBGB9714085.9A GB9714085D0 (en) 1997-07-04 1997-07-04 Improvements in bogie trucks for rail vehicles
GBGB9720906.8A GB9720906D0 (en) 1997-10-03 1997-10-03 Improvements in bogie trucks for rail vehicles
GB9720906 1997-10-03

Publications (2)

Publication Number Publication Date
EP0879750A1 EP0879750A1 (de) 1998-11-25
EP0879750B1 true EP0879750B1 (de) 2002-11-06

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Application Number Title Priority Date Filing Date
EP98304031A Expired - Lifetime EP0879750B1 (de) 1997-05-24 1998-05-21 Verbessertes Drehgestell für Schienenfahrzeuge

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EP (1) EP0879750B1 (de)
CZ (1) CZ297831B6 (de)
DE (1) DE69809120T2 (de)
ES (1) ES2184199T3 (de)

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RU176432U1 (ru) * 2017-08-29 2018-01-18 РЕЙЛ 1520 АйПи ЛТД Тележка для грузовых железнодорожных вагонов

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US6279696B1 (en) * 1999-05-24 2001-08-28 Westinghouse Air Brake Technologies Corporation Suspension system for a truck mounted brake assembly
US6305504B1 (en) * 1999-09-17 2001-10-23 Westinghouse Air Brake Company Suspension system for a car mounted brake assembly
CN101973279A (zh) * 2010-09-29 2011-02-16 齐齐哈尔轨道交通装备有限责任公司 重载铁路货车
CN102556097B (zh) * 2011-01-01 2014-07-30 齐齐哈尔轨道交通装备有限责任公司 中央悬挂装置及具有该装置的高速货车转向架
RU2476338C1 (ru) * 2011-11-14 2013-02-27 Открытое акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава (ОАО "ВНИКТИ") Система наклона кузова железнодорожного транспорта
RU2492085C1 (ru) * 2012-03-21 2013-09-10 Открытое акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава (ОАО "ВНИКТИ") Система наклона кузова железнодорожного транспорта

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GB987239A (en) * 1961-11-03 1965-03-24 Metalastik Ltd Improvements in or relating to railway vehicles
US4075950A (en) * 1976-04-29 1978-02-28 General Motors Corporation Railway locomotive truck with resilient suspension
GB2150899A (en) * 1983-12-05 1985-07-10 Amsted Ind Inc Railway truck side bearings
US5001989A (en) * 1989-02-21 1991-03-26 Amsted Industries Incorporated Single axle suspension system for railway car truck
DE4010824A1 (de) * 1990-04-04 1991-10-10 Krauss Maffei Ag Achslenker fuer die fuehrung von eisenbahnachsen

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU176432U1 (ru) * 2017-08-29 2018-01-18 РЕЙЛ 1520 АйПи ЛТД Тележка для грузовых железнодорожных вагонов
RU176432U9 (ru) * 2017-08-29 2022-04-19 РЕЙЛ 1520 АйПи ЛТД Тележка для грузовых железнодорожных вагонов

Also Published As

Publication number Publication date
DE69809120D1 (de) 2002-12-12
CZ297831B6 (cs) 2007-04-11
EP0879750A1 (de) 1998-11-25
ES2184199T3 (es) 2003-04-01
CZ159498A3 (cs) 1999-01-13
DE69809120T2 (de) 2003-07-17

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