EP1637425B1 - Bogie with a suspension system - Google Patents

Abstract

The wheel bearings (22) of the truck are situated inside the wheels (21) and the axles (20) do not protrude from the wheels, so that the truck frame forms a compact unit with at least two wheel parts. The wheel bearings are cross-connected to one another using a cross bar (5). Each truck has at least eight horizontal springs (17), eight shock absorbers, four primary spring and one secondary spring.

Description

The present invention relates to a bogie with a suspension system, according to the preamble of patent claim 1, see for example US-A-4,237,791 ,

The term "bogie" is used in professional circles, especially for movably mounted bogies respectively bogies of railway cars, whose traditional construction of steel with axles, wheels, suspension and brakes are equipped. Such bogies carry the body of railway cars. In a classic arrangement becomes. Railway cars equipped with two bogies each having two axes. However, it is possible for special railway cars to use a variable number of axles and wheels per bogie. You can use it to increase the authorized payload of a car.

Another possibility is that the bogies are always arranged between two car bodies. The train composition is not fast to change for such an arrangement, but you need fewer bogies per train composition. For passenger trains which are exposed to a relatively small weight load, or for trains the this does not require flexibility in terms of train composition, this is a very beneficial concept.

The railway has great problems with the noise of the steel wheels running on the iron rails, especially on routes that lead through densely populated areas. For a long time one therefore tried for example To use rubber or plastic between wheel and rail, but always failed due to the high wear and the relatively poor strength of such coverings. Today one uses rubber and plastic between wheel disc and outer wheel ring with good success. However, such constructions are not suitable for use at high speeds and high loads.

Studies have shown that the generation of noise at the wheel is the major factor in noise pollution. If the wheel rim is machined correctly, the wheel generates less noise. Great progress has been made with disc brakes or with brake pads made of plastic instead of gray cast iron. As soon as the bearing surface of the wheel remains round and its surface is fine, running on the rail produces less noise.

For the noise pollution but also the transmission of structure-borne noise on tracks, track bed in the ground, as well as the wheels and bogies on the car body are responsible. Especially with tank cars, the resonance potential of the empty boiler is enormous.

By means of vehicle-dynamic simulation calculations, with which the construction is constantly accompanied and controlled, a bogie can be designed, which meets the requirements by rail, gravel bed, curve inclination etc. Longevity, economic efficiency and service friendliness are prerequisites that must always be taken into account in vehicle-dynamic simulation calculations in addition to the physical properties when designing the suspension system. Another difficulty arises from the fact that surveillance plays a central role in new bogies. The bogies are supposed to incorporate sensors for vertical and horizontal acceleration, bearing temperature, load (weight) and brake lining condition. The signals from these sensors are captured and stored for retrieval by the control panel. The Electronic also includes a tracking control to know at any time, where the bogie resp. the freight car is located. This greatly facilitates the work of planning, but again places demands on the designers to meet them. As an important prerequisite, the design was also given the task to build the bogie easier.

The present invention now has the object to improve a bogie and the associated suspension system to a bogie of the type mentioned in such a way that the advantages of the known bogies are preserved, which is compact and lightweight, and especially the structure-borne sound is not damped by the wheels transfers to the car body. The bogie should be much quieter with better suspension than its predecessor.

This object is achieved by a suspension system to a bogie with the features of claim 1. Further inventive features will become apparent from the dependent claims and the advantages thereof are explained in the following description.

Fig 1

Drehgestell

Fig 2

Teile eines Drehgestelles

Fig 3

Unteransicht eines Drehgestelles

Fig 4

Teilansicht Primär- und Horizontalfeder

Fig 5

Teilansicht des ganzen Federungssystemes

Fig 6

Schnitt durch die Komponenten des Federungssysemes

Fig 7

Schnitt durch eine Primärfeder

Fig 8

Schnitt durch eine Horizontalfeder

Fig 9

Schnitt durch eine Sekundärfeder

In the drawing shows:

Fig. 1

bogie

Fig. 2

Parts of a bogie

Fig. 3

Bottom view of a bogie

Fig. 4

Partial view of primary and horizontal spring

Fig. 5

Partial view of the whole suspension system

Fig. 6

Section through the components of the suspension system

Fig. 7

Cut through a primary spring

Fig. 8

Cut through a horizontal spring

FIG. 9

Section through a secondary spring

The figures represent preferred exemplary embodiment proposals, which are explained in the following description as examples.

In Fig. 1 Such a bogie is shown in a perspective view. The most important characteristic is the inner bearing of the wheels 21. In the classical railway construction, in particular with bogies for freight cars, thus for heavy loads one lets the axles protrude over the wheels. By constructing "around the wheel sets", the bogie becomes wider at the same track width of the wheels and gives more space for the arrangement of brakes, springs and bearings. In the bogie presented here, the axles end in the wheel. This requires a very compact design of the bogie, which claimed with all components essentially only space between the wheels. In particular, for the arrangement and design of the brakes, axle bearings and spring system, this requires new concepts with the aim to achieve better characteristics for driving and transport capacity in less stressed space and less noise emission.

A bogie has at least two wheelsets, each consisting of axis 20 and the two wheels 21. The transfer of the loads on the wheels is via a bogie frame consisting of two longitudinal beams 13, two head beams 14 and a cross member 12 ( Fig. 3 ) consists. On the bogie frame 10 brake linkage 4 and side sliders 3 are attached. The latter serve the additional lateral support of the car body. Longitudinal member 13 and cross member 12 are firmly connected. The horizontal springs 17 give the axle 20 and thus the wheels 21 a certain elastic play. This game is necessary so that the shape of the rail and the wheel ring running thereon can produce the desired stabilizing effect when driving straight ahead. Due to the mobility of the axles and wheels, this clearance also enables better cornering that the axles can turn in the direction of the radius when cornering. This avoids the well-known "of trams and old car well-known." By a so-called cross-linkage 5, the two sets of wheels in this movement are still mutually supported.

In this compactly arranged bogie frame 10 and adjacent to the wheel bearings 22 and forming a unit with these, the suspension system is housed. In earlier conventional constructions, there was a lot of space inside and outside the wheels. The bogie was wider as described above. In the sense of the task everything will be arranged within the wheels.

It would have been possible to lay out the springs with their spring constants individually, as was conventionally the case. This would mean that the springs would not be optimally matched to one another and would therefore be rather oversized. One would have stopped in this way halfway to the optimization efforts, yes one might not have been able to achieve the required payloads, handling characteristics and acceleration absorptions. The tight space conditions, the choice of the spring system and the high demands made the use of a vehicle dynamic simulation calculation necessary. This was provided accompanying the construction. It was found that the tasks of cushioning and noise transmission by means of separately acting, but well-coordinated springs in a compact design can meet the requirements.

To reduce the noise, rubber springs are used. These transmit much less structure-borne sound than steel springs, but are less resistant to large overloads and transversely acting forces. The demands on the quality of the rubber springs of this type is therefore very high. Not enough, you have to install additional collateral. To develop these springs The cooperation between the manufacturer of the bogie and the manufacturers of rubber springs was of crucial importance. Without the accompaniment of the vehicle-dynamic simulation calculation, the entire development would have been much more complex and under certain circumstances not feasible. In some designs, the vertical and horizontal forces in coil spring packs are simultaneously collected. The use of rubber springs requires a whole series of considerations and further developments in order to meet all these requirements and still not burden the bogie with unnecessary weight

Immediately above the wheel bearing 22 is in each case a primary spring 16 ( Fig. 6 and Fig. 7 ). For each bogie take four of these primary springs 16, the entire weight to be borne by the bogie. First of all, the primary spring 16 absorbs all vertical impacts transmitted by the rails via the wheels and wheel bearings. It consists of two base plates 35 ( Fig. 7 ). Two to five rubber layers 36 are sandwiched between these base plates. In the rubber layers 36 intermediate plates 37 are vulcanized. This design was chosen to give the "package" that the primary spring 16 forms a greater hardness against lateral forces to lend.

Special attention was devoted to housing the environment of the horizontal spring 17 ( Fig. 8 ). A pipe construction 30 fulfills various tasks. Especially by means of this design presented here, a lot of space could be saved, which meets the desire of the compact design. Each wheel bearing 22 is flexibly guided by a pair of such pipe structures 30. Immediately and firmly connected to each wheel bearing 22 are two stop bushes 32 ( Fig. 8 ). In these stop bushings 32, the horizontal spring 17 is mounted and connected to the wheel bearing 22. Centrally, the horizontal spring 17 is guided by the fixed to the longitudinal member 13 of the bogie retaining bolts 31. With the stop bushing 32 and the retaining pin 31 crushing the horizontal spring is avoided. These two parts touch each other metallically long before the horizontal spring 17 is pressed together. This is especially important when driving on wheel chocks, but then act large horizontal forces on the construction, which could easily damage a rubber spring. Vertically, the horizontal springs 17 take little force, these must be absorbed mainly by the primary springs 16. However, the tubular structure 30 also serves to secure the axles 20 and wheels 21 if the carriage body is raised. The fixed to the bogie frame on the longitudinal member 13 retaining pin 31 moves when lifting the car body ( Fig. 8 ) up. The horizontal spring 17 is then subjected to deformation in the vertical direction until the safety disc 33 abuts against the stop bush 32.

With two horizontal springs 17 and a primary spring 16 each wheel bearing 22 is sufficiently cushioned. In the design of this spring system with the most modern means of vehicle dynamics simulation calculation, it was found that the bogie is indeed well sprung in itself and the wheels are conveniently performed, but the bogie against the car body in the fulcrum yet forces and blows transmits to the spring system adversely affect. It was recognized that the use of another spring, the secondary spring 11 (FIG. Fig. 6 ) in the rotary pan 6, the life of the horizontal spring 17 and the primary spring 16 is extended. This takes over, in that it is arranged in the pivot point of the bogie directly damping effect between car body and bogie ( Fig. 6 and FIG. 9 ).

The turntable 6 ( FIG. 9 ) in the center of the bogie is connected to the bogie via the cross member 12. The annular secondary spring 11 is seated directly on the cross member 12 via an upper ring 40, a lower pivot bearing 41 is supported on the secondary spring 11 from. From just this ring 40, the turntable is also held laterally. In the lower pivot bearing 41 is rotatably mounted rotatably connected to the carriage body upper rotary cup bearing 42. In order to facilitate a movement of the upper pivot bearing 42 in the lower pivot bearing 41 and to avoid blockage by seizure, a plastic insert 43 is mounted between these per se in a form-fitting nested parts. The lifting of the car body from the bogie is prevented by the central safety bolt 45.

In order to eliminate or at least dampen the natural spring resonances of the spring system, two shock absorbers 18 (FIG. Fig. 5 ) added.

The wear-dependent maintenance and thus the use of an event-dependent maintenance concept can be achieved by 22 multifunctional encoders are integrated in the wheel bearings. A diagnostic system based on decades of railway operator experience provides condition-based maintenance for these light and low-noise bogies. The data is transmitted via wireless telephony, which allows the centralized diagnostic system to detect and analyze the condition of all components throughout the life cycle. Thus, this bogie is a suitable for maximum safety with good economy onboard diagnostic system allows. Especially for freight trains an indispensable requirement, you want to operate the trains at high speed

For monitoring and control by the central logistics of modern railways position transmitters are also installed, with the help of which at any time via GPS the location of the bogie and thus the car can be determined. An immense advantage that allows you to use rolling stock and entire train compositions, centrally and computer-controlled as well as economically. 1 bogie 2 wheelset 3 Sliders (between car body and bogie additional damping when turning the bogie) 4 brake linkage 5 Cross linkage (pole with / pole without breakthrough) 6 rotary pan 10 bogie frame 11 secondary spring 12 crossbeam 13 longitudinal beams 14 endcarriages 15 16 primary spring 17 Horizontal spring 18 shock absorber 19 20 axis 21 wheel 22 Wheel bearings 30 Pipe construction (horizontal spring) 31 Retaining bolt (horizontal spring) 32 Stop bush (horizontal spring) 33 Safety disc (horizontal spring 34 screw 35 Base plates (primary spring) 36 Rubber layers (primary spring) 37 Intermediate plate (primary spring) 40 Ring (secondary spring) 41 Lower pivot bearing (secondary spring) 42 Upper pivot bearing (secondary spring) 43 Plastic insert (secondary spring) 44 Safety ring (secondary spring) 45 Safety bolt (secondary spring)

Claims (7)

1. Bogie having a suspension system for goods wagons, in which the wheel bearings (22) are arranged inside the wheels (21), and the axles (20) do not project beyond the wheels (21), with the result that the bogie frame which is composed of a cross beam (12), two longitudinal beams (13) and two head beams (14) and has in each case at least two wheel sets (2) forms a compact unit, wherein the wheel bearings (22) are connected to one another in a crosswise fashion by means of a cross linkage (5), characterized in that each bogie has at least eight horizontal springs (17) which are attached to each wheel bearing in pairs, at least eight shock absorbers (18) which are added to each wheel bearing in pairs, at least four primary springs (16) and at least one secondary spring (11), and in that a multi-functional pipe structure (30) composed of stop bushings (32), horizontal springs (17) and securing bolts (31) forms a compact unit which is arranged in each case between a longitudinal beam (13) of the bogie and a wheel bearing (22), wherein the load-supporting parts composed of the cross beam (12), longitudinal beams (13) and head beams (14), springs (11, 16, 17) and the shock absorbers (18) are matched to one another by means of vehicle-dynamic simulation computations, with the result that the bogie is a precisely specified and completely conceived component for constructing goods wagons.
2. Bogie according to Claim 1, characterized in that the stop bushings (32) and the securing bolts (31) are embodied in such a way that they bound the horizontal path of the horizontal spring (17) by means of a metallic stop.
3. Bogie according to Claim 1 or 2, characterized in that the stop bushings (32) and the securing bolts (31) are embodied in such a way that they bound the vertical path of the horizontal spring (17) by means of a metallic stop.
4. Bogie according to one of the preceding claims, characterized in that in each case two horizontal springs (17) are pressed into the stop bushings (32), wherein in each case two central stop bushings (32) are permanently connected to a wheel bearing (22).
5. Bogie according to one of the preceding claims, characterized in that the horizontal spring (17) is secured to the securing bolt (31) which is permanently connected to the bogie.
6. Bogie according to one of the preceding claims, characterized in that the horizontal springs (17), primary springs (16) and secondary spring (11) are fabricated from elastic rubber.
7. Bogie according to one of the preceding claims, characterized in that the horizontal springs (17), primary springs (16) and secondary spring (11) are fabricated from elastic plastic.

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