EP2000383B1 - Federanordnung für ein Fahrzeug, insbesondere ein Schienenfahrzeug - Google Patents

Federanordnung für ein Fahrzeug, insbesondere ein Schienenfahrzeug Download PDF

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Publication number
EP2000383B1
EP2000383B1 EP08104240A EP08104240A EP2000383B1 EP 2000383 B1 EP2000383 B1 EP 2000383B1 EP 08104240 A EP08104240 A EP 08104240A EP 08104240 A EP08104240 A EP 08104240A EP 2000383 B1 EP2000383 B1 EP 2000383B1
Authority
EP
European Patent Office
Prior art keywords
spring
spring device
support
transverse
support surface
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.)
Not-in-force
Application number
EP08104240A
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German (de)
English (en)
French (fr)
Other versions
EP2000383A2 (de
EP2000383A3 (de
Inventor
Andreas Wolf
Michael Wusching
Mario Bonk
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
Priority to EP10158153A priority Critical patent/EP2199177A1/de
Priority to SI200830898T priority patent/SI2000383T1/sl
Priority to PL08104240T priority patent/PL2000383T3/pl
Publication of EP2000383A2 publication Critical patent/EP2000383A2/de
Publication of EP2000383A3 publication Critical patent/EP2000383A3/de
Application granted granted Critical
Publication of EP2000383B1 publication Critical patent/EP2000383B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/06—Bolster supports or mountings incorporating metal springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/08—Bolster supports or mountings incorporating rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings

Definitions

  • the present invention relates to a spring arrangement for a vehicle, in particular a rail vehicle, with a first spring device and a second spring device.
  • the first spring device and the second spring device are arranged mechanically in series and designed to support a component of the vehicle on a further component of the vehicle in a support direction.
  • the first spring device has a first transverse rigidity in a transverse direction extending transversely to the support direction, while the second spring device has a second transverse rigidity in the transverse direction, which is smaller than the first transverse rigidity.
  • the invention further relates to a vehicle, in particular a rail vehicle with such a spring arrangement according to the invention.
  • the car body receiving the passengers is usually supported by at least one spring stage on the chassis in order to achieve acceptable driving characteristics while taking into account the comfort of the passengers.
  • chassis in the form of bogies are often used with a two-stage suspension.
  • a bogie frame is first supported on the wheel units via a so-called primary spring stage, while the car body is then supported on the bogie frame via a so-called secondary spring stage.
  • Both in the single-stage and in the two-stage suspension is usually a first spring means, usually one or more mechanically parallel arranged coil springs, used, which provides sufficient spring travel between the vehicle components concerned.
  • first spring means usually one or more mechanically parallel arranged coil springs, used, which provides sufficient spring travel between the vehicle components concerned.
  • second spring means is usually rubber spring elements, as for example from the EP 0 229 930 B1 is known.
  • the coil springs of the secondary spring stage are supported by rubber spring elements of approximately the same diameter on the bogie frame.
  • the rubber spring elements in addition to the lower transverse stiffness also the advantage that they act vibration damping, so that in addition a reduction of the introduction of structure-borne noise is achieved in the car body.
  • Remedy can create a nested arrangement of the two spring devices so far, as for example from the US 4,294,175 , of the US 2,573,108 , of the FR 1,576,829 or the US 4,108,080 is known.
  • the problem with these spring devices however, the targeted adjustment of a desired in terms of comfort characteristics deflection-dependent characteristic of the transverse stiffness of the spring device.
  • the present invention is therefore based on the object to provide a spring arrangement or a vehicle of the type mentioned above, which do not have the disadvantages mentioned above, or at least to a much lesser extent and allow improved comfort properties of the suspension especially for small space requirements.
  • the present invention solves this problem starting from a spring arrangement according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that in a generic spring arrangement, despite a very compact design, in particular a small overall length in the support direction, an improvement in the comfort properties of the suspension achieved when the first spring means and mechanically arranged in series second spring means nested in the supporting direction. Due to the nested arrangement of the two spring devices, it is possible despite the mechanical serial arrangement, a very compact design with a small Total height to achieve in the supporting direction.
  • the nested arrangement makes it possible, in particular, to vary the height (dimension in the support direction) of the second spring device which is softer in the transverse direction (in the limits defined by the total height of the spring arrangement) almost arbitrarily and, inter alia, by this, the transverse rigidity corresponding to the desired or required comfort properties to adjust the suspension.
  • connection between the first spring device and the second spring device can in principle be effected in any suitable manner.
  • the first and second spring means are designed in such a way that the first and second spring means can be placed directly on each other.
  • the second spring device itself has a corresponding design which directly provides the connection surfaces for the first spring device.
  • the first spring means and the second spring means are connected to each other via at least one designed as a separate component connecting element.
  • the two spring devices can then be easily designed in a conventional manner, so that therefore, if necessary, standard components can be used.
  • the connecting element can in principle be designed in any suitable manner (one or more parts) in order to ensure the nesting of the two spring devices. It is only necessary that the connecting element provides connection surfaces for the two spring devices, which are each arranged in such a way, for example in the direction of support are offset from each other, that the penetration of the envelope surface of a spring device is ensured in the envelope surface of the other spring device.
  • connection between the two spring devices and the connecting element can also basically be designed in any suitable manner.
  • a transversely facing connection surface may be provided.
  • a cylindrical connection surface (with pointing in the direction of support cylinder axis) may be provided on the rubber spring element is attached, for example vulcanized. Because of the particularly simple design, however, preferably in each of the support direction parallel direction facing pads are provided on which the respective spring means can be easily supported.
  • the connecting element is pot-shaped with an inner bottom portion and an outer edge portion.
  • the bottom portion has a bottom support surface and the edge portion has an edge support surface.
  • the bottom support surface and the edge support surface are spaced apart in the direction of support by a support surface distance and have in opposite, parallel to the direction of support directions.
  • the first spring device is supported on the bottom support surface and the second spring device on the edge support surface.
  • the first spring device is supported on the edge support surface and the second spring device is supported on the bottom support surface.
  • the first spring device preferably has a first end and a second end in the direction of support, while the connecting element has a first support surface for the second end of the first spring device and a second support surface for the second spring device.
  • the first support surface and the second support surface are spaced apart in the direction of support by a support surface distance and have in opposite, parallel to the support direction directions, wherein the first support surface is further away in the support direction from the first end of the first spring means than the second support surface.
  • the height of the second spring means and thus (for a given total height of the spring assembly) ultimately the support surface spacing and the resulting mutual penetration of the two spring means in the limits specified by the total height limits can basically be chosen arbitrarily according to the desired comfort properties .
  • a certain minimum of interleaving or penetration of the two spring devices is selected to ensure a sufficient height of the second spring means and thus to achieve correspondingly high comfort properties of the suspension.
  • the support surface spacing is therefore preferably at least 25%, preferably at least 50%, more preferably at least 75%, of the dimension of the second spring device in the support direction, so that the enveloping surfaces of the two spring devices penetrate correspondingly far into one another.
  • the transverse deflection of the second spring device according to the invention is limited separately in order to achieve a predeterminable characteristic of the transverse rigidity and the resulting transverse deflection.
  • at least one stop device is provided, which is designed to limit the transverse deflection of a part of the second spring device with respect to the first spring device in the transverse direction.
  • the stop device limits the transverse deflection of only a part of the second spring device, while over the other part (not limited by the stop device in its transverse deflection), a further transverse deflection is possible.
  • a deflection-dependent (for example progressive) characteristic of the transverse stiffness of the second spring device can be achieved.
  • any desired number of gradations of the stop surfaces can be provided at constant or varying intervals in order to achieve almost any desired characteristic of the transverse rigidity of the second spring device.
  • the transverse stiffness of the individual sections of the second spring device can be varied accordingly.
  • the entire second spring device experiences a transverse deflection until the transverse deflection of the lowermost section is limited by a stop.
  • a further transverse deflection then deform only the sections located above the lowermost portion until a further stop limits the transverse deflection of a central portion of the second spring means.
  • a further Quunterslenkung then deformed only located above the central portion top section until finally another stop limits its transverse deflection and thus limits the transverse deflection of the second spring device finally.
  • each stop Upon reaching each stop thereby increases the transverse stiffness of the second spring means.
  • the stop device can basically be designed in any suitable manner. In particular, it can be realized via separate components. Preferably, however, it is provided that at least part of the stop means is formed by the second spring means to a compact arrangement with few components realize. Preferably, it is accordingly provided that the first spring means and the second spring means are connected to each other via at least one connecting element and the stop means has at least a first stop surface and provided for cooperation with the first stop surface second stop surface, wherein the first stop surface on the second spring means and the second stop surface is formed on the connecting element.
  • the second spring device is supported in the support direction with its first end on the connecting element and the first stop surface in the support direction by at least 20%, preferably at least 35%, more preferably at least 50%, the dimension of the second spring means in the supporting direction of the spaced first end of the second spring means.
  • This is a particularly favorable progression of the characteristic of the transverse rigidity achievable.
  • the first spring device can in principle be designed in any suitable manner.
  • any conventional spring elements can be used for the first spring device.
  • Particularly simple, robust and compact arrangements result if the first spring device comprises at least one spring element designed in the manner of a helical spring.
  • the first spring means and the second spring means are connected to each other via at least one connecting element and the connecting element takes over in a conventional manner at least part of a transverse guide for the spring element, so that a particularly compact arrangement is created by this function integration (connection of the two spring means and transverse guide of the spring element) ,
  • the second spring device can basically be designed in any suitable manner.
  • any conventional spring elements for the second spring device can also be used here.
  • the second spring device comprises at least one plastic spring element, in particular a rubber spring element. This can ultimately be achieved with conventional components particularly favorable characteristics of the transverse stiffness of the spring assembly.
  • the second spring device is designed in the manner of a laminated spring element having at least two plastic layers and a separating layer, in particular a metal layer, arranged between the two plastic layers. This makes it possible to achieve particularly simple and robust designs.
  • the individual Layers have different transverse stiffness to achieve a desired progressive characteristic of the transverse stiffness.
  • At least one stop device is provided, which is designed to limit the transverse deflection of a part of the second spring device with respect to the first spring device in the transverse direction, and the separating layer defines at least one stop face of the stop device in the case of advantageous variants that are particularly simple in design.
  • the ratio between the first transverse rigidity and the second transverse rigidity can basically be chosen arbitrarily. In particular, it may be selected depending on the dimensions of the two spring devices and the comfort properties to be achieved. It is preferably provided that the second transverse rigidity is at most 50%, preferably at most 35%, more preferably at most 20%, of the first transverse rigidity in order to achieve particularly favorable comfort properties (in particular with second spring devices of low height).
  • the interleaving of the two spring devices can be made as strong as desired.
  • the first spring device defines a first envelope surface
  • the second spring device defines a second envelope surface
  • the first spring device and the second spring device are arranged in such a nested manner that the first envelope surface and the second envelope surface in the direction of support are at least 20%, preferably at least 35%, more preferably at least 50%, of the dimension of the second spring means in the direction of support penetrate each other.
  • the present invention further relates to a vehicle, in particular a rail vehicle, with a first component and a second component, which is supported on the first component via a spring arrangement according to the invention.
  • the spring arrangement according to the invention can be used, inter alia, both for a single-stage suspension as well as in a two- or multi-stage suspension for the primary suspension of the vehicle.
  • the use is particularly advantageous in connection with the secondary suspension of a multistage spring-loaded vehicle, since the realization of the comfort properties is only immediately at the transition to the passengers receiving car body under dynamic driving aspects of advantage.
  • the first component is therefore a car body of the vehicle and the second component is at least part of a chassis of the vehicle, in particular a chassis frame of a chassis of the vehicle.
  • the invention can be used in connection with any vehicles. However, their use is particularly advantageous in connection with light rail vehicles. This is especially true if this is at least partially formed in low-floor construction.
  • the following is with reference to the Figures 1 and 2 a first preferred embodiment of the vehicle according to the invention described.
  • the Figures 1 and 2 show schematic representations of a portion of a vehicle according to the invention in the form of a light rail vehicle 101 in low-floor construction.
  • the vehicle 101 comprises, as a first vehicle component, a chassis 102 on which a coach body 103 is supported as a second vehicle component.
  • the vehicle 101 includes a longitudinal axis, a transverse axis and a vertical axis, which in the in the Figures 1 and 2 shown rest position of the vehicle 101 in the straight horizontal track parallel to the illustrated coordinate axes x, y, z extend.
  • the chassis 102 is formed in the manner of a bogie. It comprises two wheel sets 102.1, on whose wheel bearings a bogie frame 102.3 is supported in each case via a primary spring stage 102.2 in a support direction S (which runs parallel to the z-axis in the illustrated rest position).
  • the car body 103 is in turn on the in FIG. 2 closer spring assembly according to the invention in the form of a secondary spring stage 104 in the support direction S supported on the bogie 102.
  • the secondary spring stage 104 comprises a supported on the bogie 103 first spring means 104.1 and a mechanically arranged in series therewith second spring means 104.2, on which the car body 103 is supported.
  • the second spring device 104.2 is connected to the first spring device 104.1 via a connecting element 104.3.
  • the first spring device 104.1 comprises a first helical spring 104.4 and a second helical spring 104.5 arranged mechanically parallel and concentric thereto.
  • the second spring means 104.2 is designed in the form of a well-known annular layer spring made of plastic (here rubber) and metal, which has a smaller Outer diameter than the first spring means 104.1 and is arranged concentrically to the first spring means 104.1.
  • the first spring device 104.1 has in a transversely (in the present example perpendicular) to the support direction S extending transverse direction T (in the illustrated rest position in the xy plane) to a first transverse stiffness, which is greater than the second transverse stiffness, which the rubber layer spring 104.2 in this Transverse direction T has.
  • the second transverse stiffness of the rubber layer spring 104.2 is about 50% of the first transverse stiffness of the first spring device 104.1. It is understood, however, that in other variants of the invention, a different relationship between the first transverse rigidity and the second transverse rigidity may be selected.
  • the higher, first helical spring 104.4 of the first spring device 104.1 is at its first end 104.6 on the (in FIG. 2 not shown) bogie 102 supported, while its second end 104.7 is supported against a first support surface 104.8 of the connecting element 104.3.
  • the rubber layer spring 104.2 is in turn supported with its first end 104.9 on a second support surface 104.10 of the connecting element 104.3, while the second end 104.11 of the rubber layer spring 104.2 via a thereto attached contact element 104.12 on the (in FIG. 2 not shown) carriage body 103 is supported.
  • the connecting element 104.3 In addition to the connection between the first spring device 104.1 and the second spring device 104.2, the connecting element 104.3 also assumes the guidance of the two coil springs 104.4, 104.5 of the first spring device 104.1.
  • the connecting element 104.3 is designed pot-shaped, wherein the pot to the car body 103 is open.
  • the first support surface 104.8 is formed as an edge support surface on an outer edge portion 104.13 of the connecting element 104.3, while the second support surface 104.10 is formed as a bottom support surface on an inner bottom portion 104.14 of the connecting element 104.3.
  • the first support surface 104.8 and the second support surface 104.10 have in opposite, parallel to the support direction S extending directions and are spaced apart in the support direction S by a support surface distance D, so that the first support surface 104.8 in the support direction S further from the first end 104.6 of the first spring means 104.1 is the second support surface 104.10. Accordingly, the first spring device 104.1 and the second spring device 104.2 are arranged interleaved in such a way, in that the first envelope surface of the first spring device 104.1 defined by the first helical spring 104.4 and the second envelope surface of the second spring device 104.2 defined by the rubber layer spring 104.2 penetrate one another in the direction of support S or penetrate one another.
  • the support surface spacing D is approximately 40% of the height (dimension in the support direction S) of the second spring device 104.2, so that its second enveloping surface thus protrudes 40% into the first envelope surface of the first spring device 104.1.
  • This nested arrangement of the mechanical series arranged first and second spring means 104.1, 104.2 has the advantage that at a given total height H of the resilient components of the secondary spring stage 104 despite a large first height H1 of the first spring means 104.1 a comparatively large second height H2 of the second spring means 104.2 can be realized.
  • the sum of the first height H1 and the second height H2 exceeds the total height H (H1 + H2> H).
  • This interleaving according to the invention makes it possible to adapt the second height H2 of the second spring device in such a way that the secondary spring stage 104 has a transverse rigidity, as required for certain specifiable comfort requirements with regard to the introduction of accelerations in the transverse direction T into the vehicle body 103.
  • the two spring devices in other variants of the invention can also penetrate one another by a measure deviating therefrom.
  • the second spring device can penetrate into the first spring device by any desired part of its second height H2 in the limits prescribed by the total height H, depending on the given comfort requirements or the requirements for the second transverse rigidity.
  • the second spring device 104.2 has halfway up a separating layer in the form of a vulcanized metal disk 104.15 whose diameter is selected such that an annular first abutment surface 104.16 is formed at half the height on the outer circumference of the second spring device 104.2.
  • this first abutment surface 104.16 abuts against an associated second abutment surface 104.17, which is formed on the connecting element 104.3. If this is the case, the lower section 104.18 below the metal disk 104.15 can no longer follow the second spring device 104.2 of the transverse deflection.
  • FIG. 3 shows a second preferred embodiment of the spring arrangement according to the invention in the form of a secondary spring stage 204 described which instead of the secondary spring stage 104 in the vehicle 101 from FIG. 1 can be used.
  • the FIG. 3 shows the secondary spring stage 204 in one of the FIG. 2 similar, schematic view.
  • the secondary spring stage 204 corresponds in its basic design and operation largely the secondary spring stage 104 FIG. 2 , so that here is largely referred to the above remarks and only to the differences will be discussed. In particular, identical or similar components are provided with reference numerals increased by the value 100.
  • connection element 104.3 is provided, but rather the connection element (described in detail above in connection with the first embodiment) is formed as part of the rubber layer spring element 204.2, thus integrated into the second spring device 204.2.
  • the second spring device 204.2 nested with the first spring device 204.1 in the support direction S itself provides corresponding connection surfaces for the first spring device 204.1.
  • it provides a first support surface 204.8 for the first coil spring 204.4 of the first spring device 204.1.
  • sufficient rigidity of the second spring device 204.2 in the connection region to the first spring device 204.1 is achieved via corresponding annular metal elements which are vulcanized into the second spring device 204.2. It is understood, however, that in other variants such reinforcing metal elements may possibly be missing.
  • FIG. 4 a third preferred embodiment of the spring arrangement according to the invention described in the form of a secondary spring 304, which instead of the secondary spring stage 104 in the vehicle 101 from FIG. 1 can be used.
  • the FIG. 3 shows the secondary spring 304 in this case in one of FIG. 2 similar, schematic view.
  • the secondary spring stage 304 corresponds in its basic design and operation largely the secondary spring stage 104 FIG. 2 , While, however, in the first embodiment, the outer diameter of the second spring means 104.2 is smaller than the outer diameter of the first spring means 104.1 (hence the second spring means 104.2 protrudes into the interior of the first spring means 104.1), in the secondary spring 304, the outer diameter of the first spring means 304.1 smaller as the outer diameter of the second spring device 304.2, so that the first spring device 304.1 projects into the interior of the second spring device 304.2.
  • the secondary spring stage 304 again comprises a supported on the bogie 103 first spring means 304.1 and a mechanically arranged in series therewith second spring means 304.2, on which the car body 103 supported.
  • the second spring device 304.2 is connected to the first spring device 304.1 via a connecting element 304.3.
  • the first spring device 304.1 comprises a first helical spring 304.4 and a second helical spring 304.5 arranged mechanically parallel and concentric thereto.
  • the second spring device 304.2 is designed in the form of an annular rubber layer spring, which is arranged concentrically to the first spring device 304.1.
  • the first spring device 304.1 has in a transversely (in the present example perpendicular) to the support direction S extending transverse direction T (in the illustrated rest position in the xy plane) to a first transverse rigidity, which is greater than the second transverse stiffness, which the rubber layer spring 304.2 in this Transverse direction T has.
  • the second transverse stiffness of the rubber layer spring 304.2 is about 50% of the first transverse stiffness of the first spring device 304.1. It is understood, however, that in other variants of the invention, a different relationship between the first transverse rigidity and the second transverse rigidity may be selected.
  • the two coil springs 304.4, 304.5 of the first spring device 304.1 are at their first end 304.6 on the (in FIG. 4 not shown) bogie 102 supported, while its second end 304.7 is supported against a first support surface 304.8 of the connecting element 304.3.
  • the rubber layer spring 304.2 is in turn supported with its first end 304.9 on a second support surface 304.10 of the connecting element 304.3, while the second end 304.11 of the rubber layer spring 304.2 via a thereto attached contact element 304.12 on the (in FIG. 4 not shown) carriage body 103 is supported.
  • the connecting element 304.3 In addition to the connection between the first spring device 304.1 and the second spring device 304.2, the connecting element 304.3 also assumes the guidance of the two coil springs 304.4, 304.5 of the first spring device 304.1.
  • the connecting element 304.3 is designed pot-shaped, wherein the pot to the bogie 102 is open.
  • the first support surface 304.8 is formed as a bottom support surface on an inner bottom portion 304.14 of the connecting element 304.3, while the second support surface 304.10 is formed as an edge support surface on an outer edge portion 304.13 of the connecting element 304.3.
  • the first support surface 304.8 and the second support surface 304.10 have in opposite, parallel to the support direction S extending directions and are spaced from each other in the support direction S by a support surface distance D, so that the first support surface 304.8 further away in the support direction S from the first end 304.6 of the first spring means 304.1 is the second support surface 304.10. Accordingly, the first spring device 304.1 and the second spring device 304.2 are arranged in such a nested manner that the first envelope surface of the first spring device 304.1 defined by the first helical spring 304.4 and the second enveloping surface of the second spring device 304.2 defined by the rubber layer spring 304.2 penetrate each other in the direction of support S. or penetrate each other.
  • the support surface spacing D is approximately 50% of the height (dimension in the support direction S) of the second spring device 304.2, so that the first envelope surface of the first spring device 304.1 thus projects into 50% of the second envelope surface of the second spring device 304.2.
  • This nested arrangement of the mechanical series arranged first and second spring means 304.1, 304.2 has the advantage that at a given total height H of the resilient components of the secondary spring 304 despite a large first height H1 of the first spring means 304.1 a comparatively large second height H2 of the second spring means 304.2 can be realized.
  • the sum of the first height H 1 and the second height H 2 exceeds the total height H (H 1 + H 2> H).
  • This interleaving according to the invention makes it possible to adapt the second height H2 of the second spring device such that the secondary spring stage 304 has a transverse stiffness, as required for certain specifiable comfort requirements with regard to the initiation of accelerations in the transverse direction T into the vehicle body 103.
  • the two spring devices in other variants of the invention can also penetrate one another by a measure deviating therefrom.
  • the second spring device can penetrate into the first spring device by any desired part of its second height H2 in the limits prescribed by the total height H, depending on the given comfort requirements or the requirements for the second transverse rigidity.
  • the design with the outer second spring means 304.2 has the particular advantage that they are easy for already existing Can be retrofitted secondary spring stages, without any intervention in the first spring means 304.1 is required.
  • the variation of the second height H2 of the second spring device 304.2 can be accomplished particularly easily, since no intervention in the design of the first spring device 304.1 is required for this.
  • the second spring means 304.2 halfway up again a release layer in the form of a vulcanized metal plate 304.15, whose diameter is selected so that at the inner periphery of the second spring means 304.2 halfway up an annular first stop surface 304.16 is formed.
  • this first stop surface 304.16 abuts against an associated second stop surface 304.17 which is formed on the connecting element 304.3. If this is the case, the lower section 304.18 of the second spring device 304.2 situated below the metal disk 304.15 can no longer follow the transverse deflection.
  • a further transverse deflection can then be made available only by the upper section 304.19 of the second spring device 304.2 located above the metal disk 304.15. This further transverse deflection ends at the latest when the inner surface of the contact element 304.12 abuts the connecting element 304.3.
  • the present invention has been described above by way of example only, in which the second spring means is disposed at the end of the spring assembly which faces the carbody. However, it is understood that in other variants of the invention can also be provided that such a second is additionally or alternatively also provided at the end of the spring assembly, which faces the landing gear. Likewise, it can of course also be provided that the second spring device is provided in the region between the two ends of the spring arrangement, wherein it is then preferably nested at both ends in the manner described with corresponding first spring means.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Springs (AREA)
  • Vehicle Body Suspensions (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
EP08104240A 2007-06-05 2008-06-03 Federanordnung für ein Fahrzeug, insbesondere ein Schienenfahrzeug Not-in-force EP2000383B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP10158153A EP2199177A1 (de) 2007-06-05 2008-06-03 Federanordnung für ein Fahrzeug, insbesondere ein Schienenfahrzeug
SI200830898T SI2000383T1 (sl) 2007-06-05 2008-06-03 Sklop vzmeti za vozilo, zlasti za tirniäśno vozilo
PL08104240T PL2000383T3 (pl) 2007-06-05 2008-06-03 Układ resorowania pojazdu, w szczególności pojazdu szynowego

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102007026472A DE102007026472A1 (de) 2007-06-05 2007-06-05 Federanordnung für ein Fahrzeug

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP10158153.6 Division-Into 2010-03-29

Publications (3)

Publication Number Publication Date
EP2000383A2 EP2000383A2 (de) 2008-12-10
EP2000383A3 EP2000383A3 (de) 2009-10-07
EP2000383B1 true EP2000383B1 (de) 2012-11-28

Family

ID=39744815

Family Applications (2)

Application Number Title Priority Date Filing Date
EP10158153A Withdrawn EP2199177A1 (de) 2007-06-05 2008-06-03 Federanordnung für ein Fahrzeug, insbesondere ein Schienenfahrzeug
EP08104240A Not-in-force EP2000383B1 (de) 2007-06-05 2008-06-03 Federanordnung für ein Fahrzeug, insbesondere ein Schienenfahrzeug

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP10158153A Withdrawn EP2199177A1 (de) 2007-06-05 2008-06-03 Federanordnung für ein Fahrzeug, insbesondere ein Schienenfahrzeug

Country Status (9)

Country Link
US (1) US8047514B2 (hr)
EP (2) EP2199177A1 (hr)
AU (1) AU2008202452B2 (hr)
DE (1) DE102007026472A1 (hr)
DK (1) DK2000383T3 (hr)
ES (1) ES2400396T3 (hr)
HR (1) HRP20130158T1 (hr)
PL (1) PL2000383T3 (hr)
SI (1) SI2000383T1 (hr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102943835B (zh) * 2012-12-07 2014-12-24 株洲时代新材料科技股份有限公司 一种弹性缓冲器
DE102013224601B4 (de) * 2013-11-29 2015-08-27 Siemens Aktiengesellschaft Sekundärfeder mit integriertem Queranschlag
CN104015739A (zh) * 2014-05-20 2014-09-03 陈焕祥 一种用于电动机车车厢的底座连接装置
AT516584A1 (de) * 2014-11-27 2016-06-15 Siemens Ag Oesterreich Federtopf für eine Primärfederung eines Schienenfahrzeugs
GB2562287A (en) 2017-05-11 2018-11-14 Bombardier Transp Gmbh Running gear for a rail vehicle and associated rail vehicle

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1825093A (en) * 1929-04-08 1931-09-29 Alexander W Sansburn Shock absorbing spring for motor trucks
US2562573A (en) * 1947-03-13 1951-07-31 Transit Res Corp High-speed rail truck
US2573108A (en) * 1947-07-03 1951-10-30 Transit Res Corp Rail truck suspension
US3223400A (en) * 1963-10-21 1965-12-14 Deister Machine Company Vibration isolation mount
US3343830A (en) * 1966-01-18 1967-09-26 Budd Co Spring apparatus for railway cars
US3491702A (en) * 1967-08-11 1970-01-27 Budd Co Series pneumatic and coil spring assembly
US4108080A (en) * 1975-04-29 1978-08-22 Acf Industries, Incorporated Railway car truck and side bearing assembly
CH628842A5 (de) * 1978-04-10 1982-03-31 Sig Schweiz Industrieges Drehgestell-federsystem.
DE8535955U1 (de) 1985-12-20 1986-02-20 Deutsche Bundesbahn, vertreten durch das Bundesbahn-Zentralamt Minden (Westf), 4950 Minden Wiegenfederung für ein Schienenfahrzeug-Drehgestell

Also Published As

Publication number Publication date
PL2000383T3 (pl) 2013-04-30
US8047514B2 (en) 2011-11-01
AU2008202452B2 (en) 2013-09-19
AU2008202452A1 (en) 2009-01-08
EP2199177A1 (de) 2010-06-23
DK2000383T3 (da) 2013-03-04
HRP20130158T1 (hr) 2013-04-30
ES2400396T3 (es) 2013-04-09
EP2000383A2 (de) 2008-12-10
US20090008843A1 (en) 2009-01-08
EP2000383A3 (de) 2009-10-07
DE102007026472A1 (de) 2008-12-11
SI2000383T1 (sl) 2013-04-30

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