EP1409321A1 - Train de roulement pour vehicule sur rails - Google Patents

Train de roulement pour vehicule sur rails

Info

Publication number
EP1409321A1
EP1409321A1 EP01960399A EP01960399A EP1409321A1 EP 1409321 A1 EP1409321 A1 EP 1409321A1 EP 01960399 A EP01960399 A EP 01960399A EP 01960399 A EP01960399 A EP 01960399A EP 1409321 A1 EP1409321 A1 EP 1409321A1
Authority
EP
European Patent Office
Prior art keywords
stop
axle bearing
bearing housing
running gear
rail vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01960399A
Other languages
German (de)
English (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.)
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 EP1409321A1 publication Critical patent/EP1409321A1/fr
Withdrawn legal-status Critical Current

Links

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
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/46—Adjustment controlled by a sliding axle under the same vehicle underframe

Definitions

  • the invention relates to the undercarriage of a rail vehicle according to the preamble of claim 1.
  • the proposed undercarriage can be used in particular with freight car bogies.
  • the invention is based on the object of specifying an improved chassis which can be used in particular for freight car bogies and has a bogie frame and axle bearing housing which are subjected to less stress. This object is achieved in connection with the features of the preamble according to the invention by the features characterized in claim 1.
  • the advantages that can be achieved with the invention are, in particular, that the proposed running gear of a rail vehicle has a reduced weight, since the stresses from the swaying and the stresses from the transmission of the transverse forces no longer add up and, consequently, due to the reduced stress, the axle bearing housing and frame parts reduced material costs can be carried out. This results in cost advantages.
  • the optional design of the cross-stop as a backlash-free elastic stop also improves driving stability. Another advantage is the positive introduction of the transverse forces into the wheelset.
  • FIG. 1 is a side view of a portion of the chassis of a rail vehicle with radially adjustable wheelsets
  • Fig. 3 is a view of a rail vehicle located in the track curve.
  • Impeller 1 of a chassis of a rail vehicle can be seen, the axle 2 of which is mounted on both sides in a known manner 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 is carried out by means of two coil springs 5, 6 arranged on both sides of the axle bearing housing 3.
  • the lower support of the coil springs 5, 6 takes place via a receptacle 7 cantilevering on both sides of the axle bearing housing 3.
  • the upper ends of the coil springs 5 and 6 engage in friction wedges 8 or 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 side section through 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 movement of the wheel bearing is limited by a stop 25 of the chassis frame or bogie frame.
  • 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.
  • the friction wedges 8, 9, which are located on the inclined planes 10, 11, are mounted on the upper spring side the receptacle 12 and the vertical force on both sides of the axle bearing housing 3 are pressed. This creates the pressure force required for vertical friction damping on the axle bearing housing 3.
  • 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.
  • the friction damping is increased proportionally to the desired extent in accordance with the payload of the rail vehicle.
  • 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 and the friction wedge 8, 9 located in the receptacle 12.
  • the friction wedge 8, 9 is in turn guided in the transverse direction relative to the chassis frame or bogie frame of the rail vehicle , After the maximum permissible transverse movement has been reached, the stop occurs between the bogie frame and the axle bearing housing 3, which is dealt with in more detail below.
  • the transverse movement is also damped - like the vertical movement - via the vertical friction plate 13, 14 of the friction wedge 8, 9 to the axle bearing housing 3.
  • the friction damping takes place to the specified and desired extent, depending on the payload.
  • 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 takes place in two stages.
  • the first stage in which the Tx forces are smaller than the friction force in the x-direction of the friction wedge, a turning movement takes place due to the distance between the center bearing center and the height of the friction wedge.
  • the axle bearing housing 3 oscillates about the support point of the friction wedge 8, 9 to the axle bearing housing 3.
  • This pendulum movement which occurs above the center of the axle of the wheel set 18, causes a longitudinal movement in the plane of the center of the wheel set ,
  • small steering movements of the wheel set 18 can thus be realized, which are particularly suitable for compensating for track position errors.
  • the friction wedges 8, 9 are displaced relative to the chassis frame or bogie frame of the rail vehicle, and thus a larger one Steering movement of the wheel set 18.
  • the Tx forces decrease and the steering movement returns to the mechanism of the first stage, in which only small corrections of 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.
  • a reduction in the stresses and thus a reduction in the weight is advantageously achieved in that the transverse stop between the axle bearing housing and the frame takes place on the inside of the arch by means of the stop 25.
  • the load from swaying does not add up to the load from the transfer of the lateral forces.
  • the stop 25 can be designed as a rigid stop with air to the axle bearing housing.
  • the stop 25 is made of spring steel or glass fiber reinforced plastic (GRP).
  • GRP glass fiber reinforced plastic
  • the stop 25 is expediently connected to the bogie frame by means of rivets or screw connections.
  • An advantage of this type of construction is that the stop 25 can be exchanged in a simple and rapid manner in the event of wear or when replaced by a stop with a different stiffness or when replaced by a stop with another free transverse play.
  • the transmission of power into the wheelset shaft via positive locking of the bearings at the seat of the wheelset shaft is also advantageous.
  • the transverse force is introduced into the wheel set shaft via the screwed bearing pressure cap and the screw.
  • This conventional embodiment carries the risk that the force guidance is interrupted by screw breakage or improper tightening of the screws. In the embodiment according to the invention with a transverse stop, this risk is advantageously no longer present.
  • FIG. 3 a view of a rail vehicle - a freight wagon 27 - located in a track curve 26 is shown.
  • the bogies 28 with pivots 29, axles 2, wheels 1 and inner axle bearing housings 30 and outer axle bearing housings 31 are shown schematically. According to the invention, the transverse forces that occur during bend travel are absorbed by the axle bearing housing 30 inside the bend or the stops 25 acting there.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Support Of The Bearing (AREA)

Abstract

La présente invention concerne un train de roulement pour un véhicule sur rails, avec une butée transversale entre le cadre et le carter d'essieu (3), la butée (25) se situant à l'intérieur de la courbe. Cette butée (25) peut être rigide (25), avec de l'air entre elle et le carter d'essieu (3), ou élastique et exempte de jeu. L'avantage de l'invention est que les forces transversales dues au vacillement du cadre et celles développées lors du passage dans les courbes de voies ne s'additionnent pas.
EP01960399A 2000-07-01 2001-06-27 Train de roulement pour vehicule sur rails Withdrawn EP1409321A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10032009 2000-07-01
DE2000132009 DE10032009A1 (de) 2000-07-01 2000-07-01 Fahrwerk eines Schienenfahrzeuges
PCT/EP2001/007322 WO2002002384A1 (fr) 2000-07-01 2001-06-27 Train de roulement pour vehicule sur rails

Publications (1)

Publication Number Publication Date
EP1409321A1 true EP1409321A1 (fr) 2004-04-21

Family

ID=7647422

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01960399A Withdrawn EP1409321A1 (fr) 2000-07-01 2001-06-27 Train de roulement pour vehicule sur rails

Country Status (4)

Country Link
EP (1) EP1409321A1 (fr)
AU (1) AU2001281903A1 (fr)
DE (1) DE10032009A1 (fr)
WO (1) WO2002002384A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013001228A1 (de) 2013-01-25 2014-07-31 Wabco Gmbh Verfahren zum Ermitteln eines Auslösekriteriums für eine Bremsung und Notbremssystem für ein Fahrzeug

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110540731A (zh) * 2019-09-18 2019-12-06 株洲时代新材料科技股份有限公司 一种城轨车辆转向架用横向滑动板及其制备方法

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH565068A5 (fr) * 1973-01-19 1975-08-15 Waggon Union Gmbh
ZA795881B (en) * 1978-11-14 1980-10-29 British Steel Corp Railway wagon suspension units
DE2952182C2 (de) * 1979-12-22 1983-02-03 Messerschmitt-Bölkow-Blohm GmbH, 8000 München Drehgestell für ein Schienenfahrzeug
FR2490172A1 (fr) * 1980-09-17 1982-03-19 Sncf Agencement de suspension pour vehicules ferroviaires
US4433629A (en) * 1981-12-09 1984-02-28 General Motors Corporation Railway truck bearing mounting assembly
US4771703A (en) * 1985-05-14 1988-09-20 Brodeur Rene H Railroad flatcar with axle guards
DE68910440T2 (de) * 1988-09-01 1994-03-03 Kawasaki Heavy Ind Ltd Achslageraufhängung.
DE4306848C2 (de) * 1993-03-01 1996-10-31 Inst Schienenfahrzeuge Hochgeschwindigkeits-Güterwagendrehgestell
DE4307887A1 (de) * 1993-03-12 1994-09-15 Abb Henschel Waggon Union Außenlangträger für 2achsige Eisenbahngüterwagen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0202384A1 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013001228A1 (de) 2013-01-25 2014-07-31 Wabco Gmbh Verfahren zum Ermitteln eines Auslösekriteriums für eine Bremsung und Notbremssystem für ein Fahrzeug
WO2014114310A1 (fr) 2013-01-25 2014-07-31 Wabco Gmbh Procédé permettant de déterminer un critère de déclenchement d'un freinage, et système de freinage d'urgence pour un véhicule

Also Published As

Publication number Publication date
DE10032009A1 (de) 2002-01-10
WO2002002384A1 (fr) 2002-01-10
AU2001281903A1 (en) 2002-01-14

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