EP1282549A1 - Undercarriage of a rail vehicle with radially adjustable wheelsets - Google Patents

Undercarriage of a rail vehicle with radially adjustable wheelsets

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Publication number
EP1282549A1
EP1282549A1 EP01933950A EP01933950A EP1282549A1 EP 1282549 A1 EP1282549 A1 EP 1282549A1 EP 01933950 A EP01933950 A EP 01933950A EP 01933950 A EP01933950 A EP 01933950A EP 1282549 A1 EP1282549 A1 EP 1282549A1
Authority
EP
European Patent Office
Prior art keywords
axle bearing
bearing housing
friction
rail vehicle
chassis
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.)
Granted
Application number
EP01933950A
Other languages
German (de)
French (fr)
Other versions
EP1282549B1 (en
Inventor
Guido Bieker
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1282549A1 publication Critical patent/EP1282549A1/en
Application granted granted Critical
Publication of EP1282549B1 publication Critical patent/EP1282549B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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 chassis of a rail vehicle with radially adjustable wheelsets according to the preamble of claim 1.
  • the proposed chassis can be used in particular with freight car bogies.
  • the bogie bogie which is also known for freight wagons, has longitudinally elastic, radially adjustable wheel sets, but the disadvantage arises that squeaking noises occur as a result of the friction in the baton linkage. Cutting the flange on the rail creates loud, squeaky and screeching noises. At the same time, despite the radial adjustment caused, there is a relatively high level of wear between the wheel and the rail. In addition, the bogie bogie is relatively expensive due to the complex suspension.
  • the invention is based on the object of specifying an improved chassis with radially adjustable wheel sets which can be used in particular for freight car bogies.
  • the advantages that can be achieved with the invention are, in particular, that the proposed running gear of a rail vehicle with radially adjustable wheel sets has a relatively low weight, enables operation that is gentle on the track, and is also relatively inexpensive to produce.
  • the minor Weight is achieved in particular through the compact, function-integrated design.
  • the quiet operation is achieved by the almost optimal radial position.
  • the compact design minimizes the sound-reflecting surfaces and the surfaces that vibrate.
  • FIG. 1 is a partial side view of a chassis or bogie of a rail vehicle with radially adjustable wheelsets according to the invention
  • FIG. 2 shows a section along line II-II of FIG. 1 of a primary suspension of the chassis according to the invention
  • FIG. 3 shows a section of a wheel set according to line III-III of FIG. 1,
  • Fig. 4 is a partial plan view of the wheelset of FIG. 1, with covered components are shown in dotted lines, and
  • Fig. 5 is a side view of a biaxial bogie according to the invention.
  • FIG. 1 shows a side view of a section of the proposed undercarriage of a rail vehicle with radially adjustable wheel sets.
  • An impeller 1 of a chassis of a rail vehicle can be seen, the axle 2 of which is mounted in a known manner on both sides by means of axle bearings integrated in axle bearing housings 3.
  • the rail is marked with number 4.
  • the primary suspension of an impeller 1 takes place by means of two spiral springs 5, 6 arranged on both sides of the axle bearing housing 3.
  • the lower support of the spiral springs 5, 6 takes place via a receptacle 7 which projects on both sides of the axle bearing housing 3.
  • the upper ends of the spiral springs 5 and 6 engage in friction wedges 8 respectively. 9 or press against these friction wedges, the inclined tops of which are supported by inclined planes 10 and 11 of a receptacle 12 of the chassis frame or bogie frame.
  • the side surfaces of the friction wedges 8 and 9 facing the axle bearing housing 3 are provided with friction plates 13 and 14, respectively.
  • FIG. 2 shows a section through this primary suspension.
  • the receptacle 12 of the undercarriage frame or bogie frame of the rail vehicle, which includes the friction wedge 9, and the spiral spring 6 clamped between the receptacle 7 of the axle bearing housing and the receptacle 12 can be seen.
  • FIG. 3 shows a section of a wheel set of the rail vehicle.
  • the wheel 1 with axle 2, axle bearing 15, axle bearing housing 3, receptacle 7 of the axle bearing housing and receptacle 12 of the chassis frame or bogie frame can be seen.
  • the lateral possibility of movement between the wheelset and the frame of the bogie is limited by a stop 16 of the chassis frame or bogie frame to the axle bearing housing.
  • FIG. 4 shows a plan view of a section of a wheel set of the rail vehicle.
  • the wheel 1 with axle 2, axle bearing 15 with axle bearing housing 3, the two coil springs 5, 6, the receptacle 7 of the axle bearing housing and the two friction plates 13, 14 can be seen.
  • FIG. 5 shows a side view of a bogie 17 with two wheel sets of the rail vehicle.
  • the bogie frame is advantageously designed as a torsionally soft H-frame without a head carrier. In contrast to this, conventional solutions have a head carrier.
  • the bogie 17 has two wheel sets 18, 19, wherein the closed axle bearing housing according to FIGS. 1 to 4, but swap bearing housings 20, 21 are used to support the axles.
  • each swap bearing housing 20, 21 has two separate receptacles 22, 23 for the coil springs.
  • This alternative solution with after swap bearing housing 20, 21 open at the bottom advantageously enables simple, quick and cost-effective exchange of wheelsets without removing axle bearing housings and the suspension.
  • the lower bearing shell is mounted on the right wheel set of the bogie according to FIG. 5.
  • the exemplary embodiment shown in FIG. 5 can also be implemented with the axle bearing housings closed around the axle bearing (as described with reference to FIGS. 1 to 4).
  • the primary suspension of the chassis of the rail vehicle consists of the spiral springs 5, 6 arranged on both sides of the axle bearing 15 or axle bearing housing 3, 20, 21, which optionally consist of a one-part or a two-part spring.
  • the coil springs preferably have a progressive spring characteristic (TKS spring).
  • each spiral spring has an inner and an outer spring, which are preferably provided concentrically to one another.
  • the friction wedges 8, 9 are supported on the upper spring side and are pressed on both sides against the axle bearing housing 3, 20, 21 via the inclined planes 10, 11 of the receptacle 12 and the vertical force. This creates the pressure force necessary for vertical friction damping on the axle bearing 15.
  • the friction damping results from the pressure force, which is dependent on the spring load and the coefficient of friction between the friction plate 13, 14 and the axle bearing housing 3, 20, 21.
  • the friction damping is increased proportionally to the desired extent in accordance with the payload of the rail vehicle.
  • the commercially available friction pair friction plate 13, 14 / axle bearing housing 3, 20, 21 are selected such that no noise is produced during the movements that occur.
  • the transverse suspension takes place via the flexicoil effect of the spiral springs 5, 6.
  • the movement in the transverse direction takes place between the axle bearing housing 3, 20, 21 and the friction wedges 8, 9 located in the receptacle 12.
  • the friction wedges 8, 9 are in turn opposite guided the chassis frame or bogie frame of the rail vehicle in the transverse direction.
  • the stop occurs between the bogie frame and the axle bearing housing 3, 20, 21.
  • the transverse movement is likewise damped - like the vertical movement - via the vertical friction plate 13, 14 of the friction wedge 8, 9 to the axle bearing housing 3, 20, 21.
  • the friction damping takes place to the specified and desired extent, depending on the payload.
  • the requirements for the radial adjustability are realized via the geometric relationships between the center of the wheelset, the height of the spring base and the contact height of the friction wedge 8, 9 in connection with the possibility of movement of the friction wedge 8, 9 in the longitudinal direction.
  • the conical wheel profile generates turning forces that act at the wheel contact point and are called Tx forces. These Tx forces act in opposite directions on a wheel set 18, 19 and attempt to set the wheel set radially.
  • the radial adjustability of the wheel set 18, 19 takes place in two stages.
  • the first stage in which the Tx forces are less than the frictional force that occurs, there is a turning movement due to the distance between the center of the axle bearing and the height of the friction wedge.
  • the axle bearing housing 3, 20, 21 oscillates around the support point of the friction wedge 8, 9 to the axle bearing housing 3, 20, 21.
  • This pendulum movement takes place above the center of the axle of the wheel set 18, 19 , a longitudinal movement is effected in the plane of the center of the wheel set. In this way, small steering movements of the wheel set 18, 19 can be realized in the first stage.
  • the friction wedges 8, 9 are displaced relative to the chassis frame or bogie frame of the rail vehicle and thus a greater steering movement of the wheel set 18, 19 Adjustment of the wheel set 18, 19, the Tx forces decrease and the steering movement goes back to the mechanism of the first stage, in which only small corrections to the steering movement are effected.
  • the movement over the second stage results in a quasi force-free new state of equilibrium in the arch. This is the prerequisite for the desired low wear due to the radial adjustment of the wheels of the rail vehicle.
  • the constructive solution according to the invention advantageously has a quasi force-free, new state of equilibrium.
  • the complete design of the device according to the invention results from the arrangement of only one spiral spring unit in each case next to the axles or axle bearings per impeller. This advantageously gives a relatively short lever arm of the spring forces on its upper and lower supports with respect to axis 2 and in particular the mounting of the bogie frame on the car body.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Springs (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Body Structure For Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

The invention relates to an undercarriage of a rail vehicle with radially adjustable wheelsets, comprising two spiral springs (5, 6) per bogie wheel (1) that are disposed at both sides of axle box case (3, 20, 21. The spiral springs (5, 6) are supported at their lower ends via at last one seat (7, 22, 23) of the axle box case (3, 20, 21). The upper ends of the said spiral springs (5, 6) exert pressure on inclined planes (10, 11) of a seat (12) of the undercarriage frame or bogie frame via friction wedges (8, 9). The lateral surfaces of said friction wedges (8, 9) facing the axle box case (3, 20, 21) exert a pressure on said axle box case (3, 20, 21).

Description

Fahrwerk eines Schienenfahrzeuges mit radial einstellbaren Radsätzen Chassis of a rail vehicle with radially adjustable wheelsets
Beschreibungdescription
Die Erfindung bezieht sich auf ein Fahrwerk eines Schienenfahrzeuges mit radial einstellbaren Radsätzen gemäß dem Oberbegriff des Anspruchs 1. Das vorgeschlagene Fahrwerk ist insbesondere bei Güterwagendrehgestellen einsetzbar.The invention relates to a chassis of a rail vehicle with radially adjustable wheelsets according to the preamble of claim 1. The proposed chassis can be used in particular with freight car bogies.
Konventionelle Güterwagendrehgestelle haben vielfach den Nachteil einer in Fahrtrichtung gesehen längssteifen Radsatzführung, die nicht gleisschonend und nicht leise ist. Das für Güterwagen weiterhin bekannte Schakendrehgestell hat zwar längselastische, radial einstellbare Radsätze, wobei jedoch der Nachteil auftritt, daß infolge der Reibung im Schakengestänge Quietschgeräusche entstehen. Durch das Anschneiden des Spurkranzes an der Schiene entstehen laute, quietschende und kreischende Geräusche. Gleichzeitig erfolgt trotz der bewirkten radialen Einstellung ein relativ hoher Verschleiß zwischen Rad und Schiene. Zudem ist das Schakendrehgestell infolge der aufwendigen Federung relativ kostenträchtig.Conventional freight car bogies often have the disadvantage of a longitudinally rigid wheel set guidance, which is not gentle on the track and not quiet. The bogie bogie, which is also known for freight wagons, has longitudinally elastic, radially adjustable wheel sets, but the disadvantage arises that squeaking noises occur as a result of the friction in the baton linkage. Cutting the flange on the rail creates loud, squeaky and screeching noises. At the same time, despite the radial adjustment caused, there is a relatively high level of wear between the wheel and the rail. In addition, the bogie bogie is relatively expensive due to the complex suspension.
Der Erfindung liegt die Aufgabe zugrunde, ein insbesondere für Güterwagendrehgestelle einsetzbares, verbessertes Fahrwerk mit radial einstellbaren Radsätzen anzugeben.The invention is based on the object of specifying an improved chassis with radially adjustable wheel sets which can be used in particular for freight car bogies.
Diese Aufgabe wird in Verbindung mit den Merkmalen des Oberbegriffes erfindungsgemäß durch die im Anspruch 1 gekennzeichneten Merkmale gelöst.This object is achieved in connection with the features of the preamble according to the invention by the features characterized in claim 1.
Die mit der Erfindung erzielbaren Vorteile bestehen insbesondere darin, daß das vorgeschlagene Fahrwerk eines Schienenfahrzeuges mit radial einstellbaren Radsätzen ein relativ geringes Gewicht aufweist, einen gleisschonenden und leisen Betrieb ermöglicht und zudem relativ kostengünstig produzierbar ist. Das geringe Gewicht wird insbesondere durch die kompakte, funktionsintegrierte Bauweise erreicht. Der leise Betrieb wird durch die bewirkte quasi optimale Radialstellung erreicht. Darüber hinaus werden durch die kompakte Bauweise die schallreflektierenden Flächen sowie die zur Schwingung anregenden Flächen minimiert.The advantages that can be achieved with the invention are, in particular, that the proposed running gear of a rail vehicle with radially adjustable wheel sets has a relatively low weight, enables operation that is gentle on the track, and is also relatively inexpensive to produce. The minor Weight is achieved in particular through the compact, function-integrated design. The quiet operation is achieved by the almost optimal radial position. In addition, the compact design minimizes the sound-reflecting surfaces and the surfaces that vibrate.
Weitere Einzelheiten, Merkmale und Vorteile der Erfindung ergeben sich aus der folgenden Beschreibung mehrerer Ausführungsbeispiele sowie anhand der Unteransprüche und der schematischen Zeichnung. Hierbei zeigen:Further details, features and advantages of the invention will become apparent from the following description of several exemplary embodiments and from the subclaims and the schematic drawing. Here show:
Fig. 1 eine teilweise Seitenansicht eines Fahrwerks oder Drehgestell eines Schienenfahrzeuges mit radial einstellbaren Radsätzen gemäß der Erfindung,1 is a partial side view of a chassis or bogie of a rail vehicle with radially adjustable wheelsets according to the invention,
Fig. 2 einen Schnitt nach Linie ll-ll der Fig. 1 einer Primärfederung des erfindungsgemäßen Fahrwerks,2 shows a section along line II-II of FIG. 1 of a primary suspension of the chassis according to the invention,
Fig. 3 einen Schnitt eines Radsatzes nach Linie lll-lll der Fig. 1 ,3 shows a section of a wheel set according to line III-III of FIG. 1,
Fig. 4 eine teilweise Draufsicht des Radsatzes nach Fig. 1 , wobei abgedeckte Bauteile gepunktet dargestellt sind, undFig. 4 is a partial plan view of the wheelset of FIG. 1, with covered components are shown in dotted lines, and
Fig. 5 eine Seitenansicht eines zweiachsigen Drehgestells gemäß Erfindung.Fig. 5 is a side view of a biaxial bogie according to the invention.
In Fig. 1 ist eine Seitenansicht eines Abschnitts des vorgeschlagenen Fahrwerks eines Schienenfahrzeuges mit radial einstellbaren Radsätzen dargestellt. Es ist ein Laufrad 1 eines Fahrwerks eines Schienenfahrzeuges zu erkennen, dessen Achse 2 in bekannter Weise beidseitig mittels in Achslagergehäusen 3 integrierten Achslagern gelagert ist. Die Schiene ist mit Ziffer 4 bezeichnet.1 shows a side view of a section of the proposed undercarriage of a rail vehicle with radially adjustable wheel sets. An impeller 1 of a chassis of a rail vehicle can be seen, the axle 2 of which is mounted in a known manner on both sides by means of axle bearings integrated in axle bearing housings 3. The rail is marked with number 4.
Die Primärfederung eines Laufrades 1 erfolgt mittels zweier beidseitig des Achslagergehauses 3 angeordneter Spiralfedern 5, 6. Die untere Abstützung der Spiralfedern 5, 6 erfolgt über eine beidseitig des Achslagergehauses 3 kragende Aufnahme 7. Die oberen Enden der Spiralfedern 5 bzw. 6 greifen in Reibkeile 8 bzw. 9 ein bzw. drücken gegen diese Reibkeile, deren geneigte Oberseiten von schiefen Ebenen 10 bzw. 11 einer Aufnahme 12 des Fahrwerkrahmens bzw. Drehgestellrahmens abgestützt werden. Die zum Achslagergehause 3 gerichteten Seitenflächen der Reibkeile 8 bzw. 9 sind mit Reibplatten 13 bzw. 14 versehen.The primary suspension of an impeller 1 takes place by means of two spiral springs 5, 6 arranged on both sides of the axle bearing housing 3. The lower support of the spiral springs 5, 6 takes place via a receptacle 7 which projects on both sides of the axle bearing housing 3. The upper ends of the spiral springs 5 and 6 engage in friction wedges 8 respectively. 9 or press against these friction wedges, the inclined tops of which are supported by inclined planes 10 and 11 of a receptacle 12 of the chassis frame or bogie frame. The side surfaces of the friction wedges 8 and 9 facing the axle bearing housing 3 are provided with friction plates 13 and 14, respectively.
Gemäß Fig. 2 ist ein Schnitt durch diese Primärfederung dargestellt. Es ist die den Reibkeil 9 umfassende Aufnahme 12 des Fahrwerkrahmens bzw. Drehgestellrahmens des Schienenfahrzeuges sowie die zwischen Aufnahme 7 des Achslagergehauses und Aufnahme 12 eingespannte Spiralfeder 6 zu erkennen.2 shows a section through this primary suspension. The receptacle 12 of the undercarriage frame or bogie frame of the rail vehicle, which includes the friction wedge 9, and the spiral spring 6 clamped between the receptacle 7 of the axle bearing housing and the receptacle 12 can be seen.
In Fig. 3 ist ein Schnitt eines Radsatzes des Schienenfahrzeuges dargestellt. Es ist das Laufrad 1 mit Achse 2, Achslager 15, Achslagergehause 3, Aufnahme 7 des Achslagergehauses und Aufnahme 12 des Fahrwerkrahmens bzw. Drehgestellrahmens zu erkennen. Die seitliche Bewegungsmöglichkeit zwischen Radsatz und Rahmen des Drehgestells wird durch einen Anschlag 16 des Fahrwerkrahmens bzw. Drehgestellrahmens zum Achslagergehause begrenzt.3 shows a section of a wheel set of the rail vehicle. The wheel 1 with axle 2, axle bearing 15, axle bearing housing 3, receptacle 7 of the axle bearing housing and receptacle 12 of the chassis frame or bogie frame can be seen. The lateral possibility of movement between the wheelset and the frame of the bogie is limited by a stop 16 of the chassis frame or bogie frame to the axle bearing housing.
In Fig. 4 ist eine Draufsicht auf einen Abschnitt eines Radsatzes des Schienenfahrzeuges dargestellt. Es sind das Rad 1 mit Achse 2, Achslager 15 mit Achslagergehause 3, die beiden Spiralfedern 5, 6, die Aufnahme 7 des Achslagergehauses und die beiden Reibplatten 13, 14 zu erkennen.4 shows a plan view of a section of a wheel set of the rail vehicle. The wheel 1 with axle 2, axle bearing 15 with axle bearing housing 3, the two coil springs 5, 6, the receptacle 7 of the axle bearing housing and the two friction plates 13, 14 can be seen.
In Fig. 5 ist eine Seitenansicht eines Drehgestells 17 mit zwei Radsätzen des Schienenfahrzeuges dargestellt. Der Drehgestellrahmen ist vorteilhaft als verwindungsweicher H-Rahmen ohne Kopfträger ausgeführt. Konventionelle Lösungen haben im Unterschied hierzu einen Kopfträger. Das Drehgestell 17 weist zwei Radsätze 18, 19 auf, wobei zur Lagerung der Achsen nicht die geschlossenen Achslagergehause gemäß den Figuren 1 bis 4, sondern Wechsellagergehäuse 20, 21 dienen.5 shows a side view of a bogie 17 with two wheel sets of the rail vehicle. The bogie frame is advantageously designed as a torsionally soft H-frame without a head carrier. In contrast to this, conventional solutions have a head carrier. The bogie 17 has two wheel sets 18, 19, wherein the closed axle bearing housing according to FIGS. 1 to 4, but swap bearing housings 20, 21 are used to support the axles.
Zur unteren Abstützung der Primärfederung weist jedes Wechsellagergehäuse 20, 21 zwei getrennte Aufnahmen 22, 23 für die Spiralfedern auf. In einfacher Weise demontierbare untere Lagerschalen 24 bilden den unteren Gehäuseabschnitt eines Wechsellagergehäuses bzw. Achslagergehauses. Diese alternative Lösung mit nach unten offenem Wechsellagergehäuse 20, 21 ermöglicht vorteilhaft einen einfachen, schnellen und kostengünstigen Radsatztausch ohne Ausbau von Achslagergehäusen und der Federung. Am rechten Radsatz des Drehgestells nach Fig. 5 ist die untere Lagerschale dranmontiert. Selbstverständlich ist das in Fig. 5 gezeigte Ausführungsbeispiel auch mit um das Achslager geschlossenen Achslagergehäusen ausführbar (wie bezüglich den Fig. 1 bis 4 beschrieben).For the lower support of the primary suspension, each swap bearing housing 20, 21 has two separate receptacles 22, 23 for the coil springs. Lower bearing shells 24, which can be dismantled in a simple manner, form the lower housing section of an exchangeable bearing housing or axle bearing housing. This alternative solution with after swap bearing housing 20, 21 open at the bottom advantageously enables simple, quick and cost-effective exchange of wheelsets without removing axle bearing housings and the suspension. The lower bearing shell is mounted on the right wheel set of the bogie according to FIG. 5. Of course, the exemplary embodiment shown in FIG. 5 can also be implemented with the axle bearing housings closed around the axle bearing (as described with reference to FIGS. 1 to 4).
Wie bereits aus den vorstehenden Erläuterungen hervorgeht, besteht die Primärfederung des Fahrwerkes des Schienenfahrzeuges aus den beidseitig vom Achslager 15 bzw. Achslagergehause 3, 20, 21 angeordneten Spiralfedern 5, 6, welche wahlweise aus einer einteiligen oder einer zweiteiligen Feder bestehen. Bei Einsatz einer einteiligen Feder weisen die Spiralfedern vorzugsweise eine progressive Federkennlinie auf (TKS-Feder). Bei Einsatz einer zweiteiligen Feder weist jede Spiralfeder eine Innen- und eine Außenfeder auf, die vorzugsweise konzentrisch zueinander vorgesehen sind.As can already be seen from the above explanations, the primary suspension of the chassis of the rail vehicle consists of the spiral springs 5, 6 arranged on both sides of the axle bearing 15 or axle bearing housing 3, 20, 21, which optionally consist of a one-part or a two-part spring. When using a one-piece spring, the coil springs preferably have a progressive spring characteristic (TKS spring). When using a two-part spring, each spiral spring has an inner and an outer spring, which are preferably provided concentrically to one another.
Auf der oberen Federseite lagern die Reibkeile 8, 9, welche über die schiefen Ebenen 10, 11 der Aufnahme 12 und die Vertikalkraft beidseitig an die Achslagergehause 3, 20, 21 gedrückt werden. So entsteht die für die vertikale Reibdämpfung notwendige Andruckkraft am Achslager 15. Die Reibungsdämpfung ergibt sich aus der Andruckkraft, welche abhängig von der Federbelastung und dem Reibkoeffizient zwischen der Reibplatte 13, 14 und dem Achslagergehause 3, 20, 21 ist. Damit wird die Reibungsdämpfung entsprechend der Zuladung des Schienenfahrzeuges im gewünschten Maße proportional erhöht.The friction wedges 8, 9 are supported on the upper spring side and are pressed on both sides against the axle bearing housing 3, 20, 21 via the inclined planes 10, 11 of the receptacle 12 and the vertical force. This creates the pressure force necessary for vertical friction damping on the axle bearing 15. The friction damping results from the pressure force, which is dependent on the spring load and the coefficient of friction between the friction plate 13, 14 and the axle bearing housing 3, 20, 21. The friction damping is increased proportionally to the desired extent in accordance with the payload of the rail vehicle.
Die handelsüblichen Reibpaarungen Reibplatte 13, 14 / Achslagergehause 3, 20, 21 werden derart gewählt, daß bei den auftretenden Bewegungen keine Geräusche entstehen.The commercially available friction pair friction plate 13, 14 / axle bearing housing 3, 20, 21 are selected such that no noise is produced during the movements that occur.
Die Querfederung erfolgt über die Flexicoilwirkung der Spiralfedern 5, 6. Die Bewegung in Querrichtung, also quer zur Fahrtrichtung, erfolgt zwischen Achslagergehause 3, 20, 21 und den in der Aufnahme 12 befindlichen Reibkeilen 8, 9. Die Reibkeile 8, 9 sind wiederum gegenüber dem Fahrwerkrahmen bzw. Drehgestellrahmen des Schienenfahrzeuges in Querrichtung geführt. Nach Erreichen der maximal zulässigen Querbewegung erfolgt der Anschlag zwischen Drehgestellrahmen und Achslagergehause 3, 20, 21. Die Querbewegung wird ebenfalls - wie die vertikale Bewegung - über die vertikale Reibplatte 13, 14 des Reibkeils 8, 9 zum Achslagergehause 3, 20, 21 gedämpft. Auch hier erfolgt im vorgegeben und gewünschten Maße die Reibdämpfung abhängig von der Zuladung.The transverse suspension takes place via the flexicoil effect of the spiral springs 5, 6. The movement in the transverse direction, that is to say transversely to the direction of travel, takes place between the axle bearing housing 3, 20, 21 and the friction wedges 8, 9 located in the receptacle 12. The friction wedges 8, 9 are in turn opposite guided the chassis frame or bogie frame of the rail vehicle in the transverse direction. To When the maximum permissible transverse movement is reached, the stop occurs between the bogie frame and the axle bearing housing 3, 20, 21. The transverse movement is likewise damped - like the vertical movement - via the vertical friction plate 13, 14 of the friction wedge 8, 9 to the axle bearing housing 3, 20, 21. Here, too, the friction damping takes place to the specified and desired extent, depending on the payload.
Die Anforderungen an die radiale Einstellbarkeit werden über die geometrischen Verhältnisse zwischen Radsatzmitte, Federfußpunkthöhe und Anlagehöhe des Reibkeils 8, 9 in Verbindung mit der Bewegungsmöglichkeit des Reibkeils 8, 9 in Längsrichtung realisiert. Durch das konische Radprofil werden Wendekräfte erzeugt, die im Radberührpunkt wirken und als Tx-Kräfte bezeichnet werden. Diese Tx-Kräfte wirken an einem Radsatz 18, 19 entgegengesetzt und versuchen, den Radsatz radial einzustellen.The requirements for the radial adjustability are realized via the geometric relationships between the center of the wheelset, the height of the spring base and the contact height of the friction wedge 8, 9 in connection with the possibility of movement of the friction wedge 8, 9 in the longitudinal direction. The conical wheel profile generates turning forces that act at the wheel contact point and are called Tx forces. These Tx forces act in opposite directions on a wheel set 18, 19 and attempt to set the wheel set radially.
Die radiale Einstellbarkeit des Radsatzes 18, 19 erfolgt in zwei Stufen. In der ersten Stufe, bei der die Tx-Kräfte kleiner als die auftretende Reibkraft sind, erfolgt eine Wendebewegung infolge des Abstandes zwischen Achslagermitte und Reibkeilhöhe. Infolge des durch den Abstand erzeugten Momentes um die Querachse erfolgt eine Pendelbewegung des Achslagergehauses 3, 20, 21 um den Abstützpunkt des Reibkeils 8, 9 zum Achslagergehause 3, 20, 21. Durch diese Pendelbewegung, die oberhalb der Achsmitte des Radsatzes 18, 19 erfolgt, wird eine Längsbewegung in der Ebene der Radsatzdrehmitte bewirkt. Damit können in der ersten Stufe kleine Lenkbewegungen des Radsatzes 18, 19 realisiert werden.The radial adjustability of the wheel set 18, 19 takes place in two stages. In the first stage, in which the Tx forces are less than the frictional force that occurs, there is a turning movement due to the distance between the center of the axle bearing and the height of the friction wedge. As a result of the moment generated by the distance about the transverse axis, the axle bearing housing 3, 20, 21 oscillates around the support point of the friction wedge 8, 9 to the axle bearing housing 3, 20, 21. This pendulum movement takes place above the center of the axle of the wheel set 18, 19 , a longitudinal movement is effected in the plane of the center of the wheel set. In this way, small steering movements of the wheel set 18, 19 can be realized in the first stage.
In der zweiten Stufe, bei welcher die Tx-Kräfte größer als die auftretende Reibkraft sind, erfolgt eine Verschiebung der Reibkeile 8, 9 gegenüber dem Fahrwerkrahmen bzw. Drehgestellrahmen des Schienenfahrzeuges und damit eine größere Lenkbewegung des Radsatzes 18, 19. Infolge der nun bewirkten radialen Einstellung des Radsatzes 18, 19 sinken die Tx-Kräfte und die Lenkbewegung geht in den Mechanismus der ersten Stufe zurück, in dem nur kleine Korrekturen der Lenkbewegung bewirkt werden. Durch die über die zweite Stufe erfolgte Bewegung ergibt sich ein quasi kraftfreier neuer Gleichgewichtszustand im Bogen. Dies ist die Voraussetzung für den gewünschten niedrigen Verschleiß durch die radiale Einstellung der Räder des Schienenfahrzeuges. Gegenüber konventionellen, radial einstellbaren Radsätzen bei Schienenfahrzeugen, bei denen die Tx-Kräfte während der ganzen Bogenfahrt permanent gegen den Widerstand der Primärfedersteifigkeit (cx-Steifigkeit) arbeiten, erfolgt bei der erfindungsgemäßen konstruktiven Lösung vorteilhaft ein quasi kraftfreier, neuer Gleichgewichtszustand.In the second stage, in which the Tx forces are greater than the frictional force that occurs, the friction wedges 8, 9 are displaced relative to the chassis frame or bogie frame of the rail vehicle and thus a greater steering movement of the wheel set 18, 19 Adjustment of the wheel set 18, 19, the Tx forces decrease and the steering movement goes back to the mechanism of the first stage, in which only small corrections to the steering movement are effected. The movement over the second stage results in a quasi force-free new state of equilibrium in the arch. This is the prerequisite for the desired low wear due to the radial adjustment of the wheels of the rail vehicle. Compared to conventional, radially adjustable wheel sets in rail vehicles, in which the Tx forces work permanently against the resistance of the primary spring stiffness (cx stiffness) during the entire curve travel, the constructive solution according to the invention advantageously has a quasi force-free, new state of equilibrium.
Die komplette Bauweise der erfindungsgemäßen Vorrichtung ergibt sich aus der Anordnung von jeweils nur einer Spiralfedereinheit neben den Achsen bzw. Achslagern pro Laufrad. Hierdurch erhält man in vorteilhafter Weise einen realtiv kurzen Hebelarm der Federkräfte an ihren oberen und unteren Auflagern bezüglich der Achse 2 und insbesondere der Lagerung des Drehgestellrahmens am Wagenkasten. The complete design of the device according to the invention results from the arrangement of only one spiral spring unit in each case next to the axles or axle bearings per impeller. This advantageously gives a relatively short lever arm of the spring forces on its upper and lower supports with respect to axis 2 and in particular the mounting of the bogie frame on the car body.
BezuαszeichenlisteLIST OF REFERENCE NUMERALS
LaufradWheel
Achseaxis
AchslagergehauseAchslagergehause
Schienerail
Spiralfederspiral spring
Spiralfederspiral spring
Aufnahme des AchslagergehausesInclusion of the axle bearing house
Reibkeilfriction wedge
Reibkeil schiefe Ebene schiefe EbeneRubbing wedge inclined plane inclined plane
Aufnahme des DrehgestellrahmensInclusion of the bogie frame
Reibplattefriction plate
Reibplattefriction plate
AchslagerAchslager
Anschlagattack
Drehgestellbogie
Radsatzwheelset
Radsatzwheelset
WechsellagergehäuseAC bearing housing
WechsellagergehäuseAC bearing housing
Aufnahmeadmission
Aufnahme untere Lagerschale Lower bearing shell

Claims

Patentansprüche claims
1. Fahrwerk eines Schienenfahrzeuges, insbesondere Güterwagen mit radial einstellbaren, je eine Achse (2) und zwei Laufräder (1) aufweisenden Radsätzen, beidseitig von Achslagergehäusen (3, 20, 21 ) angeordneten Spiralfedern (5, 6), und einer unteren Abstützung der Spiralfedern (5, 6) über mindestens eine Aufnahme (7, 22, 23) des jeweiligen Achslagergehauses (3, 20, 21) dadurch gekennzeichnet,1.Chassis of a rail vehicle, in particular freight wagons with radially adjustable wheel sets each having an axle (2) and two wheels (1), coil springs (5, 6) arranged on both sides of axle bearing housings (3, 20, 21), and a lower support for the Spiral springs (5, 6) characterized by at least one receptacle (7, 22, 23) of the respective axle bearing housing (3, 20, 21),
- daß die oberen Enden der Spiralfedern (5, 6) über Reibkeile (8, 9) an schiefen Ebenen (10, 11) einer Aufnahme (12) des Fahrwerkrahmens anliegen und- That the upper ends of the coil springs (5, 6) abut friction wedges (8, 9) on inclined planes (10, 11) of a receptacle (12) of the chassis frame and
- daß zum Achslagergehause (3, 20, 21) gerichteten Seitenflächen der Reibkeile (8, 9) gegen das Achslagergehause (3, 20, 21 ) drücken.- That to the axle bearing housing (3, 20, 21) directed side surfaces of the friction wedges (8, 9) press against the axle bearing housing (3, 20, 21).
2. Fahrwerk nach Anspruch 1 , dadurch gekennzeichnet, daß die Reibkeile (8, 9) mit Reibplatten (13, 14) versehen sind.2. Running gear according to claim 1, characterized in that the friction wedges (8, 9) are provided with friction plates (13, 14).
3. Fahrwerk nach Anspruch 1 und/oder 2, dadurch gekennzeichnet, daß ein Anschlag (16) zwischen Fahrwerkrahmen und Achslagergehause (3, 20, 21) vorgesehen ist.3. Chassis according to claim 1 and / or 2, characterized in that a stop (16) between the chassis frame and axle bearing housing (3, 20, 21) is provided.
4. Fahrwerk nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß die Spiralfedern (5, 6) als einteilige Federn mit progressiver Federkennlinie ausgebildet sind.4. Running gear according to one of the preceding claims, characterized in that the coil springs (5, 6) are designed as one-piece springs with a progressive spring characteristic.
5. Fahrwerk nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Spiralfedern (5, 6) als zweiteilige Federn mit Innen- und Außenfeder ausgebildet sind. 5. Running gear according to one of claims 1 to 3, characterized in that the spiral springs (5, 6) are designed as two-part springs with an inner and outer spring.
6. Fahrwerk nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß nach unten offene Wechsellagergehäuse (20, 21) als Achslagergehause (3, 20, 21) vorgesehen sind.6. Chassis according to one of the preceding claims, characterized in that swivel bearing housings (20, 21) which are open at the bottom are provided as axle bearing housings (3, 20, 21).
7. Fahrwerk nach einem der vorstehenden Ansprüche, gekennzeichnet durch die Ausbildung des Fahrwerks als Drehgestell.7. Running gear according to one of the preceding claims, characterized by the design of the running gear as a bogie.
oooo oooo
EP01933950A 2000-05-11 2001-05-10 Undercarriage of a rail vehicle with radially adjustable wheelsets Expired - Lifetime EP1282549B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10023039 2000-05-11
DE10023039A DE10023039A1 (en) 2000-05-11 2000-05-11 Running gear for train, especially goods wagon; has radially adjustable wheel sets and springs arranged on both sides of axle bearing casings with their upper ends lying over friction wedges on holder
PCT/EP2001/005330 WO2001085521A1 (en) 2000-05-11 2001-05-10 Undercarriage of a rail vehicle with radially adjustable wheelsets

Publications (2)

Publication Number Publication Date
EP1282549A1 true EP1282549A1 (en) 2003-02-12
EP1282549B1 EP1282549B1 (en) 2005-03-23

Family

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EP01933950A Expired - Lifetime EP1282549B1 (en) 2000-05-11 2001-05-10 Undercarriage of a rail vehicle with radially adjustable wheelsets

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EP (1) EP1282549B1 (en)
AT (1) ATE291541T1 (en)
CA (1) CA2409490A1 (en)
DE (2) DE10023039A1 (en)
DK (1) DK1282549T3 (en)
ES (1) ES2241824T3 (en)
PT (1) PT1282549E (en)
WO (1) WO2001085521A1 (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090242335A1 (en) * 2006-07-11 2009-10-01 Sct Europe Limited Railway Bogies
EP3045372B1 (en) * 2015-01-19 2020-02-26 VR-Yhtymä Oy Spring-enhanched friction damper supported by a joint
EP3045373B1 (en) * 2015-01-19 2020-03-04 VR-Yhtymä Oy Friction damper supported by a joint
CN109910939A (en) * 2019-03-25 2019-06-21 中车齐齐哈尔车辆有限公司 Axle box hanging device and bogie with it
CN110435703B (en) * 2019-09-09 2024-05-07 株洲时代电子技术有限公司 Axle box damping wearing plate and mounting structure thereof
CN112918502A (en) * 2021-03-29 2021-06-08 中车齐齐哈尔车辆有限公司 Axle box suspension device, bogie and railway wagon

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US3394662A (en) * 1965-05-24 1968-07-30 Midland Ross Corp Tracking truck
US3517620A (en) * 1966-11-16 1970-06-30 Midland Ross Corp Railway car truck with friction dampened axles
DE2144157A1 (en) * 1971-09-03 1973-03-15 Maschf Augsburg Nuernberg Ag WHEEL SET GUIDES FOR VEHICLES, IN PARTICULAR RAIL VEHICLES
GB1433948A (en) * 1973-09-19 1976-04-28 British Steel Corp Railway pedestal/bogie units
US3926127A (en) * 1973-12-18 1975-12-16 Sumitomo Metal Ind Railway axle friction snubber assembly

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Title
See references of WO0185521A1 *

Also Published As

Publication number Publication date
DK1282549T3 (en) 2005-08-08
ATE291541T1 (en) 2005-04-15
ES2241824T3 (en) 2005-11-01
EP1282549B1 (en) 2005-03-23
WO2001085521A1 (en) 2001-11-15
CA2409490A1 (en) 2002-11-08
DE10023039A1 (en) 2001-11-15
DE50105693D1 (en) 2005-04-28
PT1282549E (en) 2005-06-30

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