EP1339594B1 - Guide d'essieu - Google Patents

Guide d'essieu Download PDF

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Publication number
EP1339594B1
EP1339594B1 EP01999503A EP01999503A EP1339594B1 EP 1339594 B1 EP1339594 B1 EP 1339594B1 EP 01999503 A EP01999503 A EP 01999503A EP 01999503 A EP01999503 A EP 01999503A EP 1339594 B1 EP1339594 B1 EP 1339594B1
Authority
EP
European Patent Office
Prior art keywords
guide
section
longitudinal axis
fibres
guide according
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
EP01999503A
Other languages
German (de)
English (en)
Other versions
EP1339594A1 (fr
Inventor
Erich Blohberger
Oliver Franke
Helmut Schürmann
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 Transportation Germany GmbH
Original Assignee
Bombardier Transportation 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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP1339594A1 publication Critical patent/EP1339594A1/fr
Application granted granted Critical
Publication of EP1339594B1 publication Critical patent/EP1339594B1/fr
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
    • B61F5/32—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 a handlebar made of fiber-plastic composite for guidance a wheelset in a chassis of a rail vehicle according to the preamble of Claim 1.
  • High-speed rail transport places particularly high demands on the Undercarriages provided by rail vehicles.
  • the components of the wheelset guide from High-speed trains are subject to high loads. You have to do that every day guarantee and should ensure safe travel of the rail vehicle over several years work with little wear and low maintenance.
  • Crucial for driving safety and Comfort is the articulation of the wheelsets on the chassis frame. Wheelset in Rail vehicle undercarriages serve to set the wheel sets both in the direction of travel as well articulated across the chassis frame.
  • the dynamics of the train require especially tightly tolerated handlebar stiffness.
  • the vertical stiffness of a handlebar should be very small in order to have as little influence as possible on the primary suspension. she must therefore be coordinated with regard to their spring rate.
  • the requirement is exact, permanent compliance with the required, defined Transverse rigidity so that the desired dynamic properties of the train in tight Limits are preserved.
  • the longitudinal rigidity must be for high driving speeds be as high as possible.
  • For a low-wear ride, there is still a certain one Resilience in the longitudinal direction is desirable so that the wheel sets in cornering can better adapt to the different radii of the two track arcs, which the Abrasion of the wheels reduced.
  • the handlebar made of an electrically non-conductive material exist or that they are not stored conductive on the wheelset. Out For reasons of comfort, they should also have a high level of attenuation to ensure that they are forwarded from structure-borne noise from the wheelset into the chassis and thus into the car body as far prevent as possible.
  • EP 0 363 573 A2 describes a wheel set control arm with a fiber composite component for the Bogie of a rail vehicle known to guide the axles is formed like a leaf spring.
  • the handlebar is on to transmit transverse moments End sections on the one hand on the wheelset bearing housing and on the other hand on Bogie frame attached positively and non-positively. Which extends along a horizontal Component longitudinal axis extending middle section of the fiber composite component has a constant, vertically flat cross-section in the manner of a leaf spring on.
  • the fiber composite component of the handlebar is so vertically flexible, but high transverse and longitudinal stiffness.
  • This known wheelset link does not have a rotary one Degree of freedom between the handlebar and the bearing housing, which means that the wheel bearing housing with undesirable bending loads, particularly in high-speed rail vehicles assume great values, is applied.
  • the invention is therefore based on the object of a handlebar of the type mentioned to create a degree of freedom of rotation between the handlebar and the housing of the wheel bearing having.
  • a handlebar according to the preamble of Claim 1 in which the handlebar, preferably in the middle section, at least one has an integrated flexible joint with a vertical flexible axis.
  • the handlebar according to the invention only has a single one such a flexible joint. This creates a rotational degree of freedom between the handlebars and wheel bearing housing realized without an additional joint in a differential design to have to attach.
  • the flexible joint can - according to requirements - on the longitudinal extension of the handlebar be attached to any position.
  • the handlebar can be designed so that it is for the duration of the Operating time of the rail vehicle can be considered operational and in contrast to Handlebars whose rotational degree of freedom is realized by a rubber bushing, wear-free and does not have to be maintained continuously or even regularly Intervals are changed.
  • fiberglass-plastic composite is automatically the desirable electrical insulation to avoid Current damage to the roller bearings of the wheel sets reached.
  • Fiber-plastic composite features compared to steel by a much higher material damping, which the Handlebar invention a forwarding of structure-borne noise from the wheelset in the Chassis and thus largely prevented in the car body and thus the Driving comfort increased.
  • the middle section has in particular of the handlebar at least a portion with tapering toward the flexure Cross section on. This creates the effect of softness in the vertical direction strengthened.
  • the taper of the cross section can be along the longitudinal axis of the handlebar according to the bending moment curve due to increasing narrowing of the horizontal width. Additionally or alternatively, the vertical thickness of the Cross section in the direction of the bending joint are increasingly reduced.
  • the flexible joint is between two Sections arranged with cross sections tapering in opposite directions.
  • the handlebar is deformed symmetrically in an advantageous manner both with vertical load transfer in S-shape and with horizontal shear load in V-shape.
  • the flexure is horizontal Constriction formed in the cross section of the handlebar.
  • the cross section of the Handlebar in the area of the flexible joint at least partially in the horizontal transverse direction trained flat.
  • the horizontally constricted cross section of the Bending joint additional cross-sectional area expanded in the vertical direction again added to the risk of kinking in the area of the joint when transferring Reduce longitudinal forces.
  • Glass fiber-plastic composite is preferably used as the material for the handlebar predominantly unidirectional fibers running in the direction of the longitudinal axis of the handlebars intended.
  • This material for example with E-glass fibers, is particularly suitable because it offers very high fatigue strength with low rigidity.
  • About the Alignment of the fiber course will meet the different requirements for rigidity taken into account in the different spatial directions.
  • the central section of the handlebars shear-absorbing layers with themselves in a horizontal plane at an angle of Fibers crossing ⁇ 5 ° to ⁇ 60 ° to the longitudinal axis.
  • the end sections of the Handlebars predominantly unidirectional fibers and the middle section predominantly lies in a vertical plane at an angle of ⁇ Fibers crossing 5 ° to ⁇ 60 ° to the longitudinal axis. This measure will also the middle section of the handlebar is reinforced so that it has increased vertical bending stiffness having.
  • the vertical bending stiffness of the handlebar is advantageously in the range of Flexible joints larger than in other handlebar areas. This allows the flexible joint to be used designed accordingly smaller cross-section, so for example in a horizontal Transverse direction are more constricted.
  • the core of the Handlebar at least one closed in the direction of the longitudinal axis Torsion tube made of fiber layers with itself at an angle of ⁇ 5 ° to ⁇ 60 ° Fibers arranged along the longitudinal axis; in addition, the handlebars outside the Core mainly fibers running in the direction of the longitudinal axis.
  • the core of the Handlebar continuously from one end section to the other high-strength R-glass fibers or S-glass fibers or high-strength or highly rigid carbon fibers. Otherwise This measure of preferably used E-glass fibers Handlebar cross-section by replacing the glass fibers with high-strength or highly rigid, Fibers especially reinforced against longitudinal tensile or compressive forces.
  • the undercarriage or bogie of a rail vehicle has according to FIG. 1 for guidance a wheel set on both sides of the chassis two parallel one above the other Handlebar 1 on the one hand on the frame 2 of the chassis and on the other hand on the housing 3rd of the wheel bearing are connected.
  • the wheel bearings designed as roller bearings are the Axles of the wheels 4 of the wheelset mounted.
  • the frame 2 is based on a Coil spring trained primary spring 5 on the wheelset. Parallel to the primary spring 5 a vibration damper 6 is arranged, which together the vertical spring movement characterize the frame 2 relative to the wheelset of the rail vehicle.
  • the Parallel arrangement of the handlebar 1 has the advantage that an additional bending load on the Primary suspension 5 is prevented.
  • the handlebars 1 are torque-proof at the ends clamped.
  • the clamping forces are via clamping rings 7 made of fiber composite material applied, which act on the ends of the two links 1 arranged one above the other.
  • the Handlebars 1 are placed on steel blocks 8 arranged centrally between them Screws 9 on the one hand on the housing 3 of the wheel bearing and on the other hand via a Console 10 clamped to the frame 2 of the chassis. With parallel lowering one of the two handlebar clamps results in an S-shaped deformation of the entire handlebar 1.
  • the longitudinal axis of the handlebar 1 is approximately in the direction of travel X aligned. Except for the middle section, the cross section is in the vertical direction Z formed flat, as possible the handlebar 1 in the direction of the vehicle deflection should be flexible.
  • the handlebar 1 has two end regions 11 and 11 'for connection to the wheel set and frame 2 of the undercarriage and a middle section 12 arranged between them on.
  • a flexible joint 14 with a vertical B axis 15 extending in the Z direction.
  • the flexure 14 is horizontal Constriction 16 is formed with a cross section flattened in the horizontal transverse direction Y. This results in the area around the bending joint 14, which is required around the bending axis 15 Flexibility and at the same time an extending in the X-Z plane for a high Longitudinal rigidity of the link 1 sufficiently large cross section.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Springs (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Steering Devices For Bicycles And Motorcycles (AREA)
  • Body Structure For Vehicles (AREA)
  • Reinforced Plastic Materials (AREA)
  • Vehicle Body Suspensions (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Vending Machines For Individual Products (AREA)
  • Grinding Of Cylindrical And Plane Surfaces (AREA)
  • Moulding By Coating Moulds (AREA)

Claims (13)

  1. Dispositif de guidage à base de composite fibre-matière synthétique pour le guidage d'un essieu d'un train de roulement d'un véhicule sur rails, en particulier un véhicule sur rails à haute vitesse, qui présente deux parties d'extrémité (11, 11') pour le rattachement solidaire du couple du dispositif de guidage (1) d'une part au support d'essieu et d'autre part au cadre (2) du train de roulement, et une partie centrale (12) disposée entre les derniers avec un axe longitudinal (13) orienté à peu près dans le sens de marche (X) et avec une section conçue plate au moins partiellement dans le sens vertical (7), caractérisé en ce que le dispositif de guidage présente au moins une articulation de flexion (14) intégrée avec un axe de flexion (15) vertical.
  2. Dispositif de guidage selon la revendication 1, caractérisé en ce que la partie centrale (12) présente au moins une section partielle (17, 17') avec une coupe transversale qui se rétrécit en direction de l'articulation de flexion (14).
  3. Dispositif de guidage selon la revendication 1 ou 2, caractérisé en ce que l'articulation de flexion (14) est disposée entre deux sections partielles (17, 17') avec des coupes transversales qui se rétrécissent dans des sens opposés.
  4. Dispositif de guidage selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'articulation de flexion (14) est conçue comme un rétrécissement (16) horizontal dans la section transversale du dispositif de guidage.
  5. Dispositif de guidage selon l'une quelconque des revendications 1 à 4, caractérisé en ce que la section transversale du dispositif de guidage (1) est conçue plate dans la zone de l'articulation de flexion (14) au moins partiellement dans le sens transversal (Y) horizontal.
  6. Dispositif de guidage selon l'une quelconque des revendications 1 à 5, caractérisé en ce que du composite fibre de verre-matière synthétique avec des fibres présentant des fibres agencées principalement de façon unidirectionnelle dans le sens de l'axe longitudinal (13) est prévu comme matériau pour le dispositif de guidage (1).
  7. Dispositif de guidage selon l'une quelconque des revendications 1 à 6, caractérisé en ce que la partie centrale (12) du dispositif de guidage (1) présente des couches recevant le cisaillement avec des fibres qui se croisent en formant un angle de ± 5° jusqu'à ± 60° par rapport à l'axe longitudinal (13).
  8. Dispositif de guidage selon l'une quelconque des revendications 1 à 7, caractérisé en ce que les parties d'extrémité (11, 11') du dispositif de guidage (1) présentent des fibres agencées principalement de façon unidirectionnelle dans le sens de l'axe longitudinal (13) et que la partie centrale (12) présente des fibres qui se croisent principalement en formant un angle de ± 5° jusqu'à ± 60° par rapport à l'axe longitudinal (13).
  9. Dispositif de guidage selon l'une quelconque des revendications 1 à 8, caractérisé en ce que la rigidité flexionnelle verticale du dispositif de guidage (1) dans la zone de l'articulation de flexion (14) est plus grande que dans d'autres zones du dispositif de guidage.
  10. Dispositif de guidage selon l'une quelconque des revendications 1 à 9, caractérisé en ce que au moins un tube de portion fermé, agencé dans le sens de l'axe longitudinal (13) et à base de couches de fibre avec des fibres qui se croisent en formant un angle de ± 5° jusqu'à ± 60° par rapport à l'axe longitudinal (13), est disposé dans le noyau du dispositif de guidage (1), et que le dispositif de guidage (1) présente, à l'extérieur du noyau, des fibres agencées principalement en direction de l'axe longitudinal (13).
  11. Dispositif de guidage selon l'une quelconque des revendications 1 à 10, caractérisé en ce que le noyau du dispositif de guidage (1) présente de façon continue depuis une partie d'extrémité (11) jusqu'à l'autre partie d'extrémité (11') des fibres de verre R ou des fibres de verre S très résistantes ou bien des fibres de carbone très résistantes ou très rigides.
  12. Dispositif de guidage selon l'une quelconque des revendications 1 à 11, caractérisé en ce que des épaississements (18, 18') en forme de clavette sont formés sur les parties d'extrémité (11, 11').
  13. Dispositif de guidage selon l'une quelconque des revendications 1 à 12, caractérisé en ce que des boucles de fixation (19) sont formées sur les parties d'extrémité (11).
EP01999503A 2000-12-05 2001-12-01 Guide d'essieu Expired - Lifetime EP1339594B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10060408 2000-12-05
DE10060408A DE10060408A1 (de) 2000-12-05 2000-12-05 Radsatzlenker
PCT/EP2001/014059 WO2002046018A1 (fr) 2000-12-05 2001-12-01 Guide d'essieu

Publications (2)

Publication Number Publication Date
EP1339594A1 EP1339594A1 (fr) 2003-09-03
EP1339594B1 true EP1339594B1 (fr) 2004-10-06

Family

ID=7665862

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01999503A Expired - Lifetime EP1339594B1 (fr) 2000-12-05 2001-12-01 Guide d'essieu

Country Status (10)

Country Link
US (1) US7077066B2 (fr)
EP (1) EP1339594B1 (fr)
JP (1) JP2004515405A (fr)
AT (1) ATE278587T1 (fr)
CA (1) CA2436254C (fr)
DE (2) DE10060408A1 (fr)
DK (1) DK1339594T3 (fr)
ES (1) ES2230397T3 (fr)
PT (1) PT1339594E (fr)
WO (1) WO2002046018A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008001989A1 (de) 2008-05-27 2009-12-03 Zf Friedrichshafen Ag Verbundlenkerachse für ein Kraftfahrzeug
DE102013223687B4 (de) 2013-11-20 2020-04-23 Bayerische Motoren Werke Aktiengesellschaft Einzelradaufhängung eines Fahrzeugs mit einer in Faserverbundwerkstoff ausgeführten Feder-Lenker-Struktur
DE102014103014A1 (de) * 2014-03-06 2015-09-10 Tobias KELLER Feder-Lenker-Einrichtung

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3376033A (en) * 1966-05-02 1968-04-02 Gen Motors Corp Unitized composite spring construction
US3445911A (en) * 1966-08-22 1969-05-27 North American Rockwell Method of making tapered spring leaf
DD98069A1 (fr) * 1972-07-05 1973-06-12
JPS5369313A (en) * 1976-12-01 1978-06-20 Hitachi Ltd Device for supporting axle box of railway train
DE3137542C2 (de) * 1981-09-22 1986-10-02 MAN Gutehoffnungshütte GmbH, 4200 Oberhausen Radsatzlagerführung, insbesondere für Schienenfahrzeuge mit Drehgestellen
US4688778A (en) * 1982-10-01 1987-08-25 Isosport Verbundbauteile Ges.M.B.H. Plastic leaf spring
US4575057A (en) * 1983-12-27 1986-03-11 Ford Motor Company Filament wound composite material leaf spring
DE3924046C1 (fr) * 1989-07-21 1990-10-04 Basf Ag, 6700 Ludwigshafen, De
US5087503A (en) * 1989-09-14 1992-02-11 Pacific Coast Composites, Inc. Composite constant stress beam with gradient fiber distribution
DE4207405C2 (de) * 1992-03-09 1994-02-24 Lothar Dr Lauck Achslenker für Drehgestelle von Schienenfahrzeugen
US6811169B2 (en) * 2001-04-23 2004-11-02 Daimlerchrysler Corporation Composite spring design that also performs the lower control arm function for a conventional or active suspension system

Also Published As

Publication number Publication date
US20040099177A1 (en) 2004-05-27
DE50104041D1 (de) 2004-11-11
CA2436254C (fr) 2010-07-06
ES2230397T3 (es) 2005-05-01
DK1339594T3 (da) 2005-01-31
US7077066B2 (en) 2006-07-18
EP1339594A1 (fr) 2003-09-03
JP2004515405A (ja) 2004-05-27
CA2436254A1 (fr) 2002-06-13
DE10060408A1 (de) 2002-06-06
PT1339594E (pt) 2004-12-31
ATE278587T1 (de) 2004-10-15
WO2002046018A1 (fr) 2002-06-13

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