EP2159125B1 - Dispositif de freinage rotatif pour un véhicule - Google Patents

Dispositif de freinage rotatif pour un véhicule Download PDF

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Publication number
EP2159125B1
EP2159125B1 EP09168860.6A EP09168860A EP2159125B1 EP 2159125 B1 EP2159125 B1 EP 2159125B1 EP 09168860 A EP09168860 A EP 09168860A EP 2159125 B1 EP2159125 B1 EP 2159125B1
Authority
EP
European Patent Office
Prior art keywords
friction element
force
vehicle
carrier
friction
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
EP09168860.6A
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German (de)
English (en)
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EP2159125A1 (fr
Inventor
Alfred Lohmann
Michael Wusching
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
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Publication date
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Priority to PL09168860T priority Critical patent/PL2159125T3/pl
Publication of EP2159125A1 publication Critical patent/EP2159125A1/fr
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Publication of EP2159125B1 publication Critical patent/EP2159125B1/fr
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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
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
    • 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 vehicle, in particular a rail vehicle, with a chassis as the first vehicle component supported on a car body as a second vehicle component and a rotation inhibiting device according to the preamble of claim 1.
  • the rotation inhibiting device comprises a friction element carrier for a first friction element, wherein the friction element carrier is formed so as to be non-rotatably connected to the chassis or car body about a vertical axis of the vehicle such that the car body is supported on the chassis via the first friction element.
  • the car body is in this case rotatable relative to the under suspension under a rotation about the vertical axis inhibiting frictional relative movement between the first friction element and a second friction element.
  • the first friction element is mounted directly on a cradle, which sits on a secondary suspension on a chassis frame, while the second friction element directly on the Car body structure is attached.
  • This rigid connection of the friction elements on the chassis or the car body has the disadvantage that it may come in certain driving situations to a non-uniform contact force between the friction elements and thus to an undesirable uneven damping of Auscardterrorism.
  • a rotation inhibiting device in which the first friction element is seated on a friction element carrier in the form of an arc-shaped leaf spring formed along its longitudinal direction.
  • the leaf spring is connected at one end via a (non-rotatable about the vertical axis) swivel joint with the chassis while at the other end (in its longitudinal direction) slidably seated in a guide on the chassis.
  • the curved towards the car body center part of the leaf spring forms the first friction element, so that the leaf spring is deflected when placing the car body on the chassis and thus biased. Accordingly, the first friction element relative movements between the car body and the chassis follow in the direction of the vertical axis, so that even in such cases, a certain contact force between the friction elements and thus a certain damping of the boring movement is achieved.
  • the present invention is therefore based on the object to provide a vehicle of the type mentioned, which does not have the disadvantages mentioned above, or at least to a much lesser extent, and in particular with simple and cost manufacturability under different operating conditions a permanent, over the entire Movement as even and high damping of the Auscardrise the chassis relative to the car body allows.
  • the present invention solves this problem starting from a vehicle 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 with simple and cost manufacturability under different operating conditions a permanent, as uniform and high as possible over the entire motion damping of the Ausfrise the chassis relative to the car body can be realized when a force generating device is provided with a contact element acting on the friction element carrier and thus generates a variable contact force between the first friction element and the second friction element.
  • the force generating device can be optimized in a simple manner for their primary function of force application, while the friction element itself can be easily optimized in terms of its primary function of the backlash-free initiation of the damping friction torque in the vehicle component connected to it.
  • the force-generating device can be designed in a simple manner to the effect that as uniform as possible contact force, regardless of the load of the vehicle causes between the friction elements, so that a possible independent of the load of the vehicle damping of Ausfieri is achieved.
  • this relates to a vehicle, in particular a rail vehicle, with a chassis as the first vehicle component, a body supported thereon as the second vehicle component and a rotation inhibiting device comprising a friction element carrier for a first friction element.
  • the friction element carrier is adapted to be rotatably connected to the landing gear or car body about a vertical axis of the vehicle such that the car body is supported on the landing gear via the first friction element, the vehicle body being rotated about the vertical axis relative to the landing gear inhibiting frictional relative movement between the first friction element and a second friction element is rotatable.
  • a force generating device is provided with a contact element, wherein the force generating device is connectable with the frictional element carrier bearing vehicle component such that it acts to generate a contact force between the first friction element and the second friction element via the contact element on the Reibelement lacking.
  • the friction element carrier can be connected in a rotationally fixed manner both to the chassis and (in other variants) to the vehicle body.
  • an embodiment, which is initially intended for attachment to the chassis optionally be used by simply turning by 180 ° (about a horizontal axis) in an embodiment in which the attachment to the car body takes place. This has the advantage of a very high flexibility in the use of the rotational inhibiting device according to the invention.
  • the force-generating device can in principle be designed in any suitable manner. For example, it can be provided that the contact element occupies a different position for each value of the contact force between the two friction elements. This may be the case, for example, if the force-generating device is designed as a simple spring device, which is connected between the associated vehicle component and the friction element carrier.
  • the force-generating device defines a breakaway force of the contact element which, when exceeded, causes a deflection of the contact element.
  • a load-dependent increase in the friction torque up to a certain Reibmonentschwelle which upon reaching the breakout force is present.
  • this Reibmomentschwelle can then be achieved by the incipient deflection of the contact element (depending on the characteristic of the force generating device) a flatter increase in the friction torque up to an at least almost constant course of the friction torque.
  • a limitation of the friction torque and thus the damping of the boring movement can be achieved in an advantageous manner above a certain predefinable loading of the car body.
  • the height of the breakaway force can be fixed by the dimensioning of the force generating device.
  • the force-generating device preferably has a pretensioning device for setting the breakaway force, in order to advantageously achieve an adjustment of the load-dependent course of the friction torque, and thus the damping of the boring movement, which is coordinated with the particular application.
  • the force-generating device can basically be designed in any suitable manner, in particular achieve its force effect according to any mode of action. For example, you can work according to a hydraulic or pneumatic operating principle. Because of the particularly simple and low-maintenance construction, however, it is preferably provided that the force-generating device operates according to a mechanical action principle.
  • the force-generating device can be an active device with one or more active components, in which the force effect is set via a corresponding control.
  • the force-generating device preferably comprises a passive device, in particular a simple spring device, for generating a contact force.
  • the spring device can in principle be constructed in any suitable manner.
  • a simple pneumatic spring can be provided.
  • a simple mechanical spring such as a coil spring or the like may be provided.
  • the spring device comprises at least one plate spring and a plate spring guide, wherein the plate spring defines a main spring direction in which the plate spring exerts its main spring force, and the plate spring guide, the plate spring leads transversely to the main spring direction.
  • the force of the force-generating device defined by the at least one disc spring is exerted on the friction element carrier via a separate contact element.
  • the at least one disc spring itself forms the contact element.
  • the force-generating device is preferably designed such that (possibly above a predefinable threshold) a variation of the loading of the car body causes only a small variation of the contact force between the first friction element and the second friction element and thus only a slight variation of the damping friction torque.
  • the force-generating device is for this purpose preferably designed such that the contact element performs a predetermined stroke between a first extreme position and a second extreme position during normal operation of the vehicle, the contact element in the first extreme position exerts a (possibly maximum) first force on the Reibelementluster and in the second Extreme position exerts a second force on the Reibelementriad.
  • the second force can deviate from the first force by up to 30% of the first force.
  • the second force in this case deviates from the first force by at most 20% of the first force, preferably at most 10% of the first force, more preferably at most 5% of the first force.
  • damping friction torque is then (possibly above a predefinable threshold) not only largely independent of load, even when exposed to vertical inertial forces, which causes a strong variation of the friction torque in known designs, the friction torque remains in an advantageous manner within narrow predetermined limits.
  • the contact element can engage at any suitable point on the friction element carrier.
  • the contact element in the region of the first friction element act on the Reibelementlini.
  • the contact element can also act on the friction element carrier on a side facing away from the first friction element.
  • the friction element carrier can in principle be designed in any suitable manner from one or more components.
  • the friction element carrier is designed as a simple structural unit which has at least one carrier arm with a first end region and a second end region spaced apart in the direction of a longitudinal axis of the carrier arm.
  • the carrier arm has, in the first end region, a connection region which is designed for connection to the vehicle component carrying the friction element carrier. In a region spaced from the first end region in the direction of the longitudinal axis of the carrier arm, the carrier arm then carries the first friction element.
  • the support arm can basically be designed in any suitable manner.
  • it can be designed as a simple (compared to its longitudinal extent) narrow component, which is connected in one or more along its longitudinal axis spaced connection sections with the friction element carrier bearing vehicle component.
  • the connection region of the support arm has at least two connection sections, which are designed for connection to the friction element carrier carrying vehicle component, wherein the two connection sections are spaced transversely to the longitudinal axis of the Reibelementlessnesss to each other.
  • At least one of the connecting portions is adapted to be connected without play with the Reibelement basically carrying the vehicle component in order to ensure at any time (ie even with a reversal of direction of the Auscardish) the initiation of the desired friction torque.
  • This can be done by a corresponding joint.
  • a rigid connection is preferably provided in this connection section.
  • the friction element carrier is then preferably made correspondingly soft in the direction of the vertical axis in order to be able to follow relative movements between the chassis and the vehicle body. In a plane perpendicular to the vertical axis, however, the friction element carrier is preferably sufficiently rigid to ensure the initiation of the desired friction torque at any time (that is, even when the direction of rotation of the boring movement reverses).
  • the support arm is designed substantially plate-shaped, wherein the plane of the plate (thus therefore the main extension plane of the Reibelementizis) is transverse to the vertical axis.
  • the outer contour of the plate-shaped support arm can then be designed in any suitable manner.
  • the support arm is formed substantially triangular, since hereby a particularly adapted to the actual load conditions design can be achieved.
  • connection region extends between two corner regions of the support arm and the friction element is arranged in the third corner region of the support arm.
  • Such a configuration particularly effectively takes into account the load conditions when the frictional torque is introduced into the vehicle component carrying the carrier arm, since, on the one hand, there is still a comparatively small bending moment about the vertical axis at the triangular tip with the friction element, so that the small cross-section of the carrier arm is sufficient for this purpose take.
  • the cross-section also increases in this design, so that, on the one hand, optimum cross-sectional utilization of the support arm can be achieved.
  • a high support width can be achieved in the connection area, whereby the loads introduced into the load-bearing vehicle component can be reduced and the connection in the connection area can be correspondingly made simple.
  • the substantially triangular shape of the support arm does not necessarily have to have rectilinear sides. Rather, in preferred variants of the invention, an at least partially polygonal and / or curved contour of the sides is provided.
  • the bending resistance moment of the support arm about the bending axis to be considered in each case can be selected so that the support arm undergoes no appreciable deformation in actual operation at the expected loads around a bending axis (eg the vertical axis), while it has another bending axis (FIG. which, for example, extends transversely to the vertical axis and the longitudinal axis of the carrier arm) experiences a desired deformation.
  • a bending axis eg the vertical axis
  • FOG. which, for example, extends transversely to the vertical axis and the longitudinal axis of the carrier arm
  • the carrier arm has an area moment of inertia about an axis of inertia, the axis of inertia being transverse to a plane defined by the longitudinal axis of the carrier arm and the vehicle's vertical axis, and it is provided that the area moment of inertia corresponding to the longitudinal axis of the carrier arm a desired deformation of the support arm varies in normal operation, in particular decreases towards the second end.
  • the desired deformation can be adapted to any specifications. These are preferably specifications relating to the connection of the carrier arm to the load-bearing vehicle component and / or the introduction of the loads into the load-bearing vehicle component.
  • the area moment of inertia is varied such that a deformation of the carrier arm which is to be expected during normal operation of the vehicle does not substantially extend into the connection area.
  • the connection of the support arm designed particularly simple.
  • the carrier arm has a cross-sectional plane in a cross-sectional plane extending transversely to its longitudinal axis, wherein the cross section of the carrier arm decreases in order to vary the area moment of inertia in the direction of the longitudinal axis of the carrier arm.
  • the present invention further relates to a vehicle, in particular a rail vehicle, with a chassis, a body supported thereon and a rotation inhibiting device according to the invention, wherein the friction element carrier is rotatably connected about a vertical axis of the vehicle with the chassis or car body such that the car body on the first Friction element is supported on the chassis.
  • the car body is rotatable relative to the landing gear, wherein there is a rotation about the vertical axis inhibiting frictional relative movement between the first friction member and a second friction member, and the force generating means is connected to the Reibelementdung bearing vehicle component.
  • the Reibelementizi and the force generating device are connected to the chassis, as such a design can be particularly easily implemented.
  • the chassis can be designed arbitrarily, and it is particularly advantageous if the chassis includes a chassis frame and a cradle, which has a Secondary suspension is supported on the chassis frame and extends in the transverse direction of the vehicle, the car body is supported on the rotation inhibiting means on the cradle and the rotation inhibiting means is arranged in an end region of the cradle.
  • the friction element carrier and the force-generating device are connected to the cradle.
  • the present invention can be applied in connection with any support of the car body on the chassis.
  • it can be used for example in variants in which the car body is supported in the direction of the vertical axis only via the friction elements, while longitudinal and transverse forces between the car body and chassis are transmitted via a pivot or the like.
  • it can also be used to particular advantage in vehicles in which the vehicle body is supported on the chassis via a bearing device defining the axis of rotation of the relative movement between the vehicle body and the chassis, for example a turntable or the like, in the direction of the vertical axis.
  • FIGS. 1 to 3 show schematic representations of a rail vehicle according to the invention 101.
  • a coordinate system (x, y, z) is used in the figures, in which the x-axis denotes the vehicle longitudinal direction, the y-axis, the vehicle transverse direction and the z-axis Vehicle vertical direction called.
  • the information given below on the orientation or position of individual components of the vehicle always refer to a static state with a straight, horizontal track position.
  • the rail vehicle 101 comprises a body 102, which is supported in the region of its two ends in each case on a chassis in the form of a bogie 103.
  • the bogie 103 comprises in each case two sets of wheels 103.1 on which a bogie frame 103.3 is supported via a primary suspension 103.2 (shown only in a highly schematized manner in the figures).
  • a cradle 103.5 is supported in a conventional manner via a secondary suspension 103.4 (shown only in a highly schematized manner in the figures).
  • the vehicle body 102 is respectively supported on the cradle 103.5 via the friction elements 104.1 and 104.2 of a rotational inhibiting device 104 according to the invention. Furthermore, the vehicle body 102 is supported on the cradle 103.5 in the center region of the cradle 103.5 via a supporting device 105 designed in the manner of a turntable, so that the supporting forces (in the vehicle vertical direction) are distributed between the centrally arranged supporting device 105 and the rotational inhibiting devices 104.
  • the rotation inhibiting device 104 comprises a fixed to the cradle 103.5 friction element carrier 104.3, which carries the first friction element 104.1.
  • the friction element carrier 104.3 is in this case designed as a substantially triangular carrier arm whose longitudinal axis extends in the vehicle transverse direction.
  • connection region 104.4 is formed in a first end region of the support arm 104.3 (forming the base of the support arm 104.3).
  • the connection region 104.4 has (at two corners, namely the two ends of the base of the support arm 104.3) two spaced apart in the vehicle longitudinal direction (x-direction) Connecting portions 104.5 and 104.6, via which the support arm 104.3 is connected to the cradle 103.5.
  • the first friction element 104.1 is arranged on the upper side of the support arm 104.3 facing the carriage body 102.
  • the first friction element 104.1 can be detachably fastened to the carrier arm 104.3 in order to ensure rapid interchangeability of the first friction element 104.1.
  • the first friction element 104.1 cooperates with the second friction element 104.2, which is also releasably attached to the car body 102, to ensure its quick and easy replacement.
  • a separate force-generating device 104.7 of the rotation-inhibiting device 104 is arranged in the second end region of the support arm 104.3.
  • the force generating device acts via a contact element 104.8 on the side facing away from the first friction element 104.1 side of the support arm 104.3 and thus generates a contact force F between the first friction element 104.1 and the second friction element 104.2.
  • the force-generating device 104.7 has a mechanical spring device in the form of a cup spring package 104.9 which is arranged in a cylindrical chamber of a housing 104.10 of the force-generating device 104.7 (guiding the individual disc springs transversely to their main spring direction).
  • the disk spring assembly 104.9 is supported on the one hand against an annular shoulder 104.11 on the contact element 104.8 and on the other hand on a housing cover 104.12 of the housing 104.10.
  • the housing 104.10 is rigidly connected to the cradle 103.5, so that the guided through the housing 104.10 contact element 104.8 is pressed by the spring force of the disk spring assembly 104.9 (in its main spring direction) up against the support arm 104.3, whereby the contact force K is generated.
  • the contact force K is determined in this case from the current axial length L of the cup spring package 104.9.
  • the height of the biasing force FV can be set in the present example within wide limits via a biasing device according to the requirements of the current application.
  • the pretensioning device is formed by the housing cover 104.12 which is detachably connected to the housing 104.10 and optionally one of the several exchangeable spacer disks 104.14.
  • the disk spring assembly 104.9 is more or less strongly compressed in the unloaded state of the force generating device 104.7 and thus the shoulder 104.11 is more or less strongly biased against the stop 104.13.
  • the design with the detachable housing cover 104.12 also has the advantage that the force-generating device can be disabled by removing the housing cover 104.12, for example, for maintenance purposes. Hereby, it is then possible in a simple manner to replace the friction elements 104.1 and 104.2 or the entire carrier arm 104.3.
  • the contact element 104.8 is loaded by the carriage body 102 placed on the cradle 103.5, initially there is no deflection of the contact element 104.8 until the contact element 104.8 exerts a force on the support arm 104.3 in the longitudinal direction of the cup spring package 104.9 which is greater than the preload force FV , In other words, the biasing force FV defines a breakaway force, beyond which a deflection of the contact element 104.8 occurs.
  • the increase in the force exerted by the plate spring package 104.9 force can be adjusted by the choice of disc springs used.
  • comparatively soft disc springs are used, which, however, are preloaded comparatively strongly even in the unloaded initial state of the force-generating device 104.7 in order to achieve the desired preload force FV.
  • This has the advantage that when the breakaway force FV is exceeded, only a comparatively shallow increase of the contact force K occurs, so that in other words a limitation of the friction torque and thus a limitation of the damping of the boring movement can be achieved.
  • the breakaway force FV is exceeded even in the unloaded state of the car body 102, so that already in this state, a deflection of the contact element 104.8.
  • a strong increase in the contact force is avoided. Rather, in this case, then a greater proportion of the weight of the car body 102 is introduced via the central support means 105 in the bogie 103.
  • the breakaway force FV is reached only at a predefinable loading of the car body 102.
  • the cup spring assembly 104.9 is designed so that the contact element 104.8 during normal operation of the vehicle 101 a predetermined hub between a first extreme position (the paragraph 104.11 is the stop 104.13) and a second extreme position (support 104.3 is just before hitting the housing 104.10) performs. In the direction of the vehicle vertical axis (z-direction), the contact element 104.8 exerts the breakaway force FV on the carrier arm 104.3 in the first extreme position as a maximum first force, while exerting a second force on the carrier arm 104.3 in the second extreme position.
  • the disc spring assembly 104.9 is designed so that the second force in the present example deviates by at most 5% of the first force from the first force. It is understood, however, that in other variants of the invention, a greater deviation of the second force from the first force is possible. In particular, deviations by up to 30% of the first force are possible.
  • the damping friction torque MR is then (possibly above a predefinable threshold) not only largely independent of load, even with the action of vertical inertial forces, which causes a strong variation of the friction torque in known designs, the friction torque MR advantageously remains within narrow predeterminable limits.
  • the Reibelement constitu 104.3 can in turn be easily optimized in terms of its primary function of the least backlash introduction of the damping friction torque MR in the bogie 103.
  • a backlash-free introduction of the damping friction torque MR in the present example is realized in that the carrier arm 104.3 is rigidly connected to the cradle 103.5 in the region of the connection sections 104.5 and 104.6. This can be done via any, preferably releasable connection.
  • a simple screw connection may be provided, in which case preferably a rotationally fixed connection is realized via a toothing of the contact surfaces or the like.
  • the support arm 104.3 is designed as a substantially plate-shaped component, wherein the plane of the plate (or the main extension plane of the support arm 104.3) transverse to the vertical axis (z-direction).
  • the support arm 104.3 in the plan view shown a partially curved contour.
  • the area moment of inertia and thus the bending resistance torque of the support arm 104.3 is varied in the longitudinal direction of the support arm 104.3 such that it extends to the bending axis running transversely to its longitudinal direction and parallel to its main extension plane (which runs parallel to the x direction in the present example) first friction element 104.1 decreases toward a predetermined course.
  • the cross-sectional profile of the support arm 104.3 is selected so that the support arm 104.3 undergoes no appreciable deformation in actual operation at the expected loads about a bending axis parallel to the vehicle vertical axis, while he undergoes a desired deformation about a bending axis parallel to the vehicle longitudinal axis.
  • the variation of the area moment of inertia of the support arm 104.3 is selected so that a expected during normal operation of the vehicle Deformation of the support arm 104.3 substantially does not extend into the connection area 104.4.
  • the connection of the support arm 104.3 to the cradle 103.5 is particularly simple.
  • the support arm can of course also have any other shape in other variants of the invention.
  • a substantially trapezoidal support arm may be provided, as in FIG. 2 is indicated by the dashed contour 107.
  • FIG. 4 shows (in one of the FIG. 3 corresponding view) a further embodiment of a rail vehicle according to the invention 201.
  • the rail vehicle 201 corresponds in its basic design and operation of the rail vehicle 101, so that only the differences should be discussed here.
  • identical components are provided with identical reference numerals, while similar components are provided with increased by the value 100 reference numerals. Unless otherwise stated below, reference is made expressly to the above statements regarding the properties of these components.
  • the support arm 104.3 (the first friction element 104.1) of the rotational inhibiting device 204 is rigidly connected to the vehicle body via its connecting sections 104.5 and 104.6 and thus about the vehicle vertical axis (z direction) 202 is fixed, while the second friction element 104.2 is attached to the cradle 103.5.
  • a further difference consists in that the force-generating device 204.7 comprises only one disk spring package 204.9 which is guided transversely to its longitudinal direction or main spring direction by a guide pin 204.15 fixed rigidly to the carrier arm 104.3 (which dips into a recess 202.1 in the vehicle body 202 during operation).
  • the plate spring 204.8 contacting the carrier arm forms the contact element of the force-generating device 204.7.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (13)

  1. Véhicule, en particulier véhicule ferroviaire, avec un châssis (103) en tant que premier composant de véhicule, une carrosserie (102; 202) supportée ci-dessus en tant que second composant de véhicule, et un dispositif d'inhibition de rotation, comprenant
    - un support d'élément de friction (104.3) pour un premier élément de friction (104.1), dans lequel
    - le support d'élément de friction (104.3) est configuré pour être relié de manière fixe en rotation autour d'un axe de hauteur du véhicule avec le châssis (103) ou la carrosserie (102, 202) de telle manière que la carrosserie (102, 202) est supportée via le premier élément de friction (104.1) sur le châssis (103)
    - la carrosserie (102; 202) pouvant tourner par rapport au châssis (103) sous un mouvement relatif de frottement entre le premier élément de friction (104.1) et un second élément de friction (104.2) empêchant une rotation autour de l'axe de hauteur,
    - un dispositif de génération de force (104.7; 204.7) ayant un élément de contact (104.8; 204.8) étant pourvu, dans lequel
    - le dispositif de génération de force (104,7; 204.7) pouvant être relié au composant de véhicule (103, 202) qui porte le support d'élément de friction (104) de manière qu'il agit sur le support d'élément de friction (104.3) pour générer une force de contact entre le premier élément de friction (104.1) et le deuxième élément de friction (104.2) via l'élément de contact (104.8, 204.8),
    caractérisé en ce que
    - le dispositif de génération de force (104.7), pour ajuster le cours d'un couple de friction entre le premier élément de friction (104.1) et le deuxième élément de friction (104.2) que dépend du chargement, définit une force de décollement au dépassement de laquelle un déplacement de l'élément de contact (104.8) se passe, dans lequel le dispositif de génération de force (104.7) comprend un dispositif de prétension pour ajuster la force de décollement.
  2. Véhicule selon la revendication 1, caractérisé en ce que le dispositif de génération de force (104.7; 204.7) comporte un dispositif à ressort (104.9; 204.9), en particulier mécanique, pour générer une force de contact.
  3. Véhicule selon la revendication 2, caractérisé en ce que
    - le dispositif à ressort (104.9; 204.9) comprend au moins un ressort à disque et un guide de ressort à disque (104.10; 204.15),
    - le ressort à disque définissant une direction du ressort principal dans lequel (104.10; 204.15) le ressort à disque exerce sa force principale
    - le guide de ressort à disque (104.10; 204.15) guidant le ressort à disque transversalement à la direction du ressort principal, dans lequel
    - le ressort à disque, en particulier, formant l'élément de contact (204.8).
  4. Véhicule selon l'une des revendications précédentes, caractérisé en ce que
    - le dispositif de génération de force (104.7; 204.7) est configuré de telle manière que l'élément de contact (104.8; 204.8), pendant le fonctionnement normal du véhicule, effectue une course prédéterminable entre une première position extrême et une seconde position extrême, dans lequel
    - l'élément de contact (104.8; 204.8), dans la première position extrême, exerce une première force sur le support d'élément de friction (104.3) et, dans la seconde position extrême, exerce une seconde force sur le support d'élément de friction (104.3) et
    - la seconde force diffère de la première force au maximum par 20% de la première force, de préférence au maximum par 10% de la première force, plus préférablement au maximum par 5% de la première force.
  5. Véhicule selon l'une des revendications précédentes, caractérisé en ce que
    - l'élément de contact (104,8; 204,8) agit sur le support d'élément de friction (104,3) dans la zone du premier élément de friction (104,1),
    et/ou
    - l'élément de contact agit sur le support d'élément de friction sur un côté opposé au premier élément de friction.
  6. Véhicule selon l'une des revendications précédentes, caractérisé en ce que
    - le support de l'élément de friction présente au moins un bras porteur (104.3) avec une première zone d'extrémité et une seconde zone d'extrémité écartée dans la direction d'un axe longitudinal du bras porteur, dans lequel
    - le bras porteur (104.4), dans sa première zone d'extrémité, comporte une zone de liaison (104.4) configurée pour être connectée au composant de véhicule (103; 202) portant le support de l'élément de friction (104.3), et
    - le bras de support (104.3), dans une zone écartée de la première zone d'extrémité dans la direction de l'axe longitudinal du bras de support (104.3), porte le premier élément de friction (104.1),
    - dans lequel la zone de liaison (104.4) du bras porteur (104.3), en particulier, présente au moins deux sections de liaison (104.5, 104.6) configurées pour être connectées au composant de véhicule (103, 202) portant le support d'élément de friction (104.3), dans lequel les deux sections de liaison (104.5, 104.6) sont écartées transversalement à l'axe longitudinal du support de l'élément de friction (104.3)
    et/ou
    - dans lequel au moins l'une des sections de liaison (104.5, 104.6), en particulier, est configurée pour être connectée sans jeu, en particulier de manière rigide, au composant de véhicule (103, 202) portant le support d'élément de friction (104.3).
  7. Véhicule selon la revendication 6, caractérisé en ce que
    - le bras de support (104.3) est de forme sensiblement triangulaire, dans lequel
    - la zone de liaison (104.4) s'étend, en particulier, entre deux zones de coin du bras porteur (104.3) et le premier élément de friction (104.1) est situé dans une troisième zone de coin du bras du bras porteur (104.3).
  8. Véhicule selon l'une des revendications 6 ou 7, caractérisé en ce que
    - le bras porteur (104.3) présente un moment d'inertie autour d'un axe d'inertie, l'axe d'inertie s'étendant transversalement à un plan défini par l'axe longitudinal du bras porteur (104.3) et l'axe de hauteur du véhicule, et
    - le moment d'inertie dans la direction de l'axe longitudinal du bras support (104.3) varie, en particulier, en décroissant vers la deuxième extrémité, dans lequel
    - le moment d'inertie, en particulier, varie de telle sorte qu'une déformation du bras support (104.3) attendue pendant le fonctionnement normal de la du véhicule ne s'étend substantiellement pas dans la zone de liaison (104.4).
  9. Véhicule selon l'une des revendications 7 à 9, caractérisé en ce que
    - le bras porteur (104.3), dans un plan de section transversal à son axe longitudinal présente une section, dans lequel
    - la section du bras porteur (104.3) diminuant dans la direction de l'axe longitudinal du bras porteur (104.3),
  10. Véhicule selon l'une des revendications précédentes, dans lequel
    - le support d'élément de friction (104.3) est relié de manière fixe en rotation autour d'un axe de hauteur du véhicule avec le châssis (103) ou la carrosserie (102, 202) de telle manière que la carrosserie (102, 202) est supportée via le premier élément de friction (104.1) sur le châssis (103),
    - la carrosserie (102; 202) pouvant tourner par rapport au châssis (103) sous un mouvement relatif de frottement entre le premier élément de friction (104.1) et un second élément de friction (104.2) empêchant une rotation autour de l'axe de hauteur,
    - le dispositif de génération de force (104.7; 204.7) est relié au composant de véhicule (103, 202) portant le support d'élément de friction (104.3) dans lequel
    - le support d'élément de friction (104.3) et le dispositif de génération de force (104.7), en particulier, sont reliés au châssis (103).
  11. Véhicule selon la revendication 10, caractérisé en ce que
    - le châssis (103) comprend un cadre de châssis (103.3) et un berceau (103.5) qui s'appuie sur le cadre de châssis (103.3) via une suspension secondaire (103.4) et s'étend dans la direction transversale du véhicule,
    - la carrosserie (102; 202) est supportée sur le berceau (103.5) par l'intermédiaire du dispositif d'inhibition de rotation (104; 204) et
    - le dispositif d'inhibition de rotation (104; 204) est disposé dans une région d'extrémité du berceau (103.5), dans lequel
    - le dispositif de génération de force (104.7), en particulier, est relié au berceau (103.5).
  12. Véhicule selon l'une des revendications 10 ou 11, caractérisé en ce que la carrosserie (102) est supporté sure le châssis (103) dans la direction de l'axe de hauteur par un dispositif de palier (105) définissant un axe de rotation du mouvement relatif entre la carrosserie (102) et le châssis (103).
  13. Véhicule selon la revendication 12, caractérisé en ce que le dispositif de palier (105) est conçu à la manière d'une couronne de rotation.
EP09168860.6A 2008-08-27 2009-08-27 Dispositif de freinage rotatif pour un véhicule Not-in-force EP2159125B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL09168860T PL2159125T3 (pl) 2008-08-27 2009-08-27 Przyrząd hamujący obrót dla pojazdu

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008039821A DE102008039821A1 (de) 2008-08-27 2008-08-27 Drehhemmungseinrichtung für ein Fahrzeug

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EP2159125A1 EP2159125A1 (fr) 2010-03-03
EP2159125B1 true EP2159125B1 (fr) 2018-12-05

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Application Number Title Priority Date Filing Date
EP09168860.6A Not-in-force EP2159125B1 (fr) 2008-08-27 2009-08-27 Dispositif de freinage rotatif pour un véhicule

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US (1) US8191484B2 (fr)
EP (1) EP2159125B1 (fr)
DE (1) DE102008039821A1 (fr)
PL (1) PL2159125T3 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008039821A1 (de) * 2008-08-27 2010-03-18 Bombardier Transportation Gmbh Drehhemmungseinrichtung für ein Fahrzeug
RU2475391C1 (ru) * 2011-11-14 2013-02-20 Открытое акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава (ОАО "ВНИКТИ") Система наклона кузова железнодорожного транспорта
FR3080076B1 (fr) * 2018-04-17 2020-09-18 Alstom Transp Tech Vehicule ferroviaire et procede de circulation associe

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DE2815375C2 (de) 1978-04-10 1986-08-28 Waggon Union Gmbh, 1000 Berlin Und 5900 Siegen Seitliche elastische Abstützung des Wagenkastens von Schienenfahrzeugen
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DE19805895C1 (de) * 1998-02-13 1999-07-08 Abb Daimler Benz Transp Schienenfahrzeug mit Verbindungseinrichtungen zwischen Wagenkasten und Fahrwerk
US6581527B2 (en) * 2000-09-11 2003-06-24 Meridian Rail Information Systems Corp. Adjustable side bearing for a railcar
GB0312870D0 (en) 2003-06-05 2003-07-09 Powell Duffryn Rail Ltd Side bearer
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Also Published As

Publication number Publication date
EP2159125A1 (fr) 2010-03-03
US20100107922A1 (en) 2010-05-06
US8191484B2 (en) 2012-06-05
DE102008039821A1 (de) 2010-03-18
PL2159125T3 (pl) 2019-05-31

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