EP2551167A2 - Load-dependent spring assembly - Google Patents

Abstract

The load-sensing spring or spring arrangement has a spring element, which acts in a direction, and a collector with a sliding body, where a collecting spring is provided. A friction body is provided, particularly for damping a movement transverse to the direction. The friction body is arranged in the region of upper side of the spring. The sliding body is arranged in the region of a lower side of the spring. The sliding body is made of metal, particularly stainless steel or V2A steel. The friction body is made of plastic, particularly friction material and rubber.

Description

Technical area

The invention relates to a load-dependent spring or spring arrangement, in particular with integrated, load-dependent friction damper, preferably for use in bogies for rail vehicles and in particular for freight cars, for example as a primary and / or secondary spring, and a bogie with such suspension.

State of the art

In vehicles, for example. Rail vehicles and in particular freight wagons are generally used bogies comprising a frame with typically a cross member or a cradle and two side rails, wherein the side members are often configured as a frame connected together. The longitudinal members are usually connected via a primary suspension with wheel bearings in which, for example, two sets of wheels per bogie are stored. In order to make advantageous running properties such as minimized track stress, high driving stability or low noise possible, the side members are now also connected via secondary springs or cradle suspensions to the cross member. In this case, the cross member is often supported in the region of its longitudinal ends via a respective secondary suspension, which has a plurality of springs, on the longitudinal members.

An example of a bogie for use in freight wagons is the Y25 bogie, which is based on a development of the French State Railways standardized by the International Union of Railways (UIC) and has been used successfully for decades by numerous rail companies in Europe.

One difficulty with the construction of such bogies or other dynamically stressed structures is, inter alia, that the loads can be very different, so that the suspensions must be designed accordingly for different loads. In order to dampen the spring movement load-dependent, usually different springs are used, each having different spring stiffness namely one which is tuned to the fully loaded state and one which is adjusted to the empty state. Such spring combinations are, for example, in the bogies "RideControl" the company Amerivcan Steel Corp. used and are in many other types, for example to find the bogies Y25. This solution proves to be particularly disadvantageous in that usually two springs with different diameters and different lengths are used in one another, wherein it comes at no load to a slack of the unclaimed spring element that represents a noise pollution.

It is also known, for example from the EP 0182339 A1 , the use of friction wedges to dampen the movement of the cross member. The guidance of the friction wedges in elastomer springs shown according to the cited document leads in particular to parasitic stiffnesses which make it difficult to clearly determine the stresses and thus the damping characteristics.

The task of the suspension, in particular a primary suspension which is provided between the wheel bearing and the longitudinal member, it is in particular also to achieve the necessary longitudinal and transverse spring stiffness and the body decoupling between the components, such as wheelset and bogie. Since a resonance case can occur with each vibration system, damping elements are always necessary. For this purpose, separate friction dampers as described above or hydraulic dampers are usually used.

The known in the art suspensions turn out to be particularly disadvantageous in that they have adverse spring and damping characteristics and are also subject to wear. As a result, in particular the stability and, for example, smoothness of the arrangement to be damped, for example a bogie and thus of the rail vehicle, are adversely affected, which in turn adversely affects, for example, the running behavior, in particular running smoothness, driving stability and, for example, track stress. In addition, the solutions known in the prior art are complex and expensive to manufacture and assemble. The ongoing operating costs are disproportionately high, also require such structures additional components, for example in the form of carriers, holders and additional damping elements.

The present invention is therefore based on the object to overcome the disadvantages of the prior art and to provide improved suspension. Preferably, an improved suspension with integrated friction element and proposed. Further preferably, an improved suspension, in particular primary suspension, as well as an improved bogie, in particular proposed with an improved suspension. The suspension according to the invention should in particular be constructively relatively simple and advantageous damping and spring properties, especially with regard to load dependency and, consequently, for example smoothness, running stability and track stress exhibit. Furthermore, it should not affect the outer dimensions and thus the installation.

Presentation of the invention

The object is achieved by a spring arrangement or spring, as defined in the independent claims. Advantageous embodiments of the invention will become apparent from the dependent claims and the following discussion.

The spring according to the invention is suitable, for example, as a primary or secondary suspension. A preferred embodiment of the invention relates to a, or the use of the spring according to the invention in one or as a, primary suspension or secondary suspension and, for example, a bogie, especially for freight. However, the invention is not limited to a bogie or an application of the spring in such a bogie. Other preferred applications may be, for example, heavy duty transporters and stationary vibration damping systems

The invention, in particular load-dependent, spring comprises at least a first spring element which acts in a first direction and in particular dampens the forces or movements in this direction, and at least one driver with a sliding body, preferably with a friction spring, and a friction body, in particular for damping a movement substantially transverse to the first direction.

The invention will be described below with reference to a purely preferred, non-limiting use as a primary suspension in a bogie.

According to a preferred embodiment, a bogie on a cross member or a cradle and two side members. The longitudinal members are preferably separate components of the bogie and not rigidly interconnected. The cross member may be connected in the region of its two longitudinal ends in each case via a secondary suspension or a cradle suspension with one of the two longitudinal members. The bogie further comprises at least two sets of wheels, each with a wheel axle and two wheels connected to the wheel axle, in particular rotationally fixed to the z-axis , wherein the wheel axles are rotatably mounted in the region of their longitudinal ends in a Radsatzlager.

Preferably, the two wheel bearings of one or each wheelset of the bogie are each connected via a primary suspension with one of the two side members. The primary springs preferably each have a spring according to the invention.

The spring according to the invention has a first spring element which acts in a first direction and in particular dampens forces or movements in this direction. In the preferred application in a vehicle, for example a bogie, the spring element is arranged at a first angle to a perpendicular to a direction of travel between the associated wheel bearing and the associated side member. In particular, if the two wheel bearings, as described below, are coupled to one another via a drawbar, the drawbar can be held substantially by the primary spring, preferably horizontally. Such primary suspensions are used in particular to ensure a necessary longitudinal and transverse rigidity and the decoupling of wheelset and frame or wheelset and side members.

The invention, in particular load-dependent, spring comprises at least a first spring element which acts in a first direction and in particular dampens the forces or movements in this direction, and at least one driver with a sliding body, preferably with a friction spring, and a friction body, in particular for damping a movement substantially transverse to the first direction.

The spring, for example, a primary suspension, has for this purpose at least one first spring element which acts in a first direction and in particular dampens the forces or movements in this direction, and at least one driver with a sliding body, preferably with a further spring element, the Friderfeder, is provided on. The friction body is formed in particular for damping a movement substantially transversely to the first direction.

In the preferred embodiment in a vehicle or bogie, the first spring element is preferably arranged at a first angle to a direction perpendicular to a direction of travel of the bogie between the associated wheel bearing and the associated side member, wherein the reider in particular serves to damp a transverse movement between the wheel and the longitudinal member ,

Sliding body and friction body, in particular with a friction spring, are preferably designed and arranged such that they are in frictional contact with one another, in particular in the case of transverse movements, for example between the wheel set and the side member. For this purpose, the spring, in particular the friction spring, preferably their use is designed accordingly, so that this applies in particular for a use state under load, ie if, for example, equipped with the damper element rail vehicle, preferably a freight car, not in the unloaded but in the loaded state. Preferably, the sliding body and / or the friction body are arranged such that friction body and Gleitköper are not in contact with each other in the unloaded state and a clearance of preferably about 1 to 3 mm, more preferably from about 1.5 to 2.5 mm and more preferably about 2 mm. Thus, the sliding body and / or the friction body are arranged such that the friction body and Gleitköper are loaded in the unloaded state only with a percentage substantially lower force. Preferably, the stiffness of the friction spring is selected or adjusted accordingly. At higher load in the first direction, for example. Payload, there is an increase in force between the friction body and slider, whereby in particular the load-dependent reference is achieved.

Preferably, the friction body is arranged in the region of the longitudinal support facing the upper side of the spring and the sliding body in contrast in the region of the Radsatzlager facing the underside of the Federanordung. The arrangement can also be reversed. The slider is also preferably made of metal, preferably stainless steel and preferably made of V2A steel.

The sliding body is preferably arranged in a frame element, preferably a U-shaped frame element. The driver, preferably the frame member, further comprises a slider bed, preferably designed as a friction spring, which is preferably made of a plastic and preferably made of rubber. The slider bed or strut spring preferably has a hardness of about 50 to 80 ShoreA, preferably from about 60 to 70 ShoreA, and more preferably from about 63 to 67 ShoreA, and more preferably from about 65 ShoreA (to ISO 7619). The Gleitköper is embedded in or in the Gleitkörperbett or the friction spring, wherein the Gleitkörperbett preferably has a U-shaped cross-section, in particular in the direction of travel (in the installed state), and at least partially comprises the sliding body on two opposite sides, wherein the Sliding body is preferably positively and / or non-positively connected to the Gleitkörperbett.

The U-shaped enclosure of the slider by the friction spring thus realized in particular differentiated spring stiffness in the vehicle longitudinal direction and vehicle transverse direction. Preferably, the spring stiffness of the friction spring is designed such that in the vehicle longitudinal direction an advantageous non-linear characteristic of the damping element is realized, so that the damping effect advantageously occurs only at larger transverse movements. The spring characteristic of the friction spring in the vehicle longitudinal direction is advantageously designed so that it does not affect the rigidity of the primary spring or only insignificantly.

The spring characteristic of the friction spring in vertical Richutng is advantageously in a relationship to the vertical stiffness of the first Federlementes and / or second spring element of the primary spring, which is chosen such that with increasing load, a progressively increasing force is achieved on the rider.

The friction body is made of plastic, preferably made of a friction material and friction body and Gleitköper form a coefficient of friction of about 0.15 to 0.35 μ, preferably from about 0.2 to 0.3 μ and more preferably from about 0.24 to 0 , 26 μ, and more preferably about 0.25 μ.

The friction body is preferably attached to a carrier body, preferably made of steel, preferably screwed, which in turn is preferably attached to the spring, for example. The primary suspension and / or the bogie. The spring preferably comprises a lower frame element, preferably of steel, which is preferably designed to be arranged in the region of a wheel set bearing or of a wheel set bearing adapter, and an upper frame element which is preferably designed to be arranged in the region of a longitudinal carrier. Preferably, the slider is arranged on the lower and the friction body on the upper frame member. The arrangement can also be reversed. The at least one spring element is arranged between the upper and lower frame element and preferably connected directly to this / n. The first angle of the primary suspension of the bogie is preferably in a range of 90 ° to 135 ° to the vertical, preferably in the installed state and preferably in the direction of travel, and preferably in or against the direction of travel, a vehicle, eg. The bogie, configured and is in particular about 115 ° to 125 ° and more preferably about 120 °. In such an angular range, a preferred spring effect of the first spring elements, preferably in the longitudinal or x-direction and vertical or z-direction can be achieved.

With advantage, spring has a second spring element which is arranged at a second angle to the vertical (z-axis), preferably in the direction of travel of a vehicle, between the associated wheel bearing and the associated longitudinal member (in the installed state), the second angle preferably approximately corresponds to the reversed first angle. Preferably, the upper and / or lower frame member is formed, preferably curved, that the spring elements occupy the first and second angle.

The driver is preferably arranged between, preferably in the direction of travel, the first and second spring element and preferably extends transversely to the direction of travel (in the installed state). Further, the spring elements of the spring are preferably designed as elastomer springs.

With such suspensions, an efficient simple suspension and damping, for example. A wheel axle can be realized, which allow particularly preferred spring and driving characteristics and a simple, yet durable and lightweight, design.

The advantageous slider causes, in particular in combination with the other features of the spring, a frictional damping of the transverse movements (in the direction of the extension of the slider or the friction spring). The driver can in particular be fully integrated in the space of the spring, operates load-dependent, acts in (vehicle or bogie) transverse direction and further has a defined transverse stiffness. In particular, the resilient mounting of the slider by the friction spring allows a defined or definable reaction of the friction in response to the (vehicle) load. In this case, in particular in the transverse direction, in particular by the friction spring, a damping of the preceding game, for example. From about 2 to 3 mm, can be adjusted. In the longitudinal direction, the spring preferably has a high degree of softness. In main damping or transverse direction, the spring or the slider preferably has a progressive characteristic. Furthermore, the spring according to the invention has no (eg metallic) structure-borne sound bridge.

A preferred embodiment of the present invention relates to the use in a bogie as a primary suspension. Here, the interaction with a secondary suspension has proven to be particularly advantageous. This will be described below as a preferred, non-limiting embodiment. The secondary suspensions preferably each have a plurality of spring elements and a damper angle. The damper angles of the secondary suspensions each comprise a lever arm with a first leg and an angle to the first leg arranged second leg, wherein on a second leg facing away from the end portion of the first leg of the lever arm, a friction body with a substantially flat friction surface, preferably movable and preferably rotatable , Is arranged and wherein on the lever arm, a tilting axis is provided, which lies substantially in the extension of the friction surface of the friction body. The term movable is here understood in relation to the arrangement of the friction body on the lever arm in particular that the friction body loosely on the lever arm, for example. In a recess provided in this recess and is not fixedly connected to it, so that it moves with respect to the lever arm can be. In particular, the friction body is preferably rotatably connected to the lever arm, wherein the friction body can be preferably rotated about an axis which is substantially parallel to the tilting axis.

By means of the described embodiment of the secondary suspensions, a preferred load-dependent friction damping of the cross member can be realized. In the described embodiment of the lever arm and the friction body of the fulcrum or the axis of rotation of the damper angle in the plane of the friction surface, so the friction contact of the damper angle with the cross member and a friction surface arranged thereon. As a result, influencing the damping forces in particular out of the direction of movement can be minimized or avoided. In particular, no moments, which may arise due to an offset between the tilting axis and the friction plane, act on the friction surface. The Frictional forces can thus be set advantageously and the wear and thus ultimately the damping behavior can be optimized. The loose or movable and preferably rotatable mounting of the friction body on the lever arm, especially in conjunction with the planar or planar configuration of the friction surface of the friction body, further allow a structurally relatively simple efficient transfer and interception of the forces or the moment from the damper angle, for example on the cross member. In addition, the friction body can adjust its position with respect to the lever arm independently, so that the friction body is claimed relatively little or optimized and the damping can be done optimally. Overall, the inventive design of the secondary suspension in particular allows a relatively simple designed, efficient, durable and targeted acting damping of the secondary suspension.

1. 1. Lastabhängige Feder mit mindestens einem ersten Federelement, das in einer ersten Richtung wirkt und mindestens einem Reiber mit einem Gleitkörper, vorzugsweise aufweisend eine Reiberfeder, sowie einem Reibkörper, insbesondere zur Dämpfung einer Bewegung im Wesentlichen quer zur ersten Richtung.
2. 2. Primär- oder Sekundärfederung zum Verbinden eines Radsatzlagers mit einem Längsträger oder zum Verbinden eines Längsträgers mit einem Querträger in einem Drehgestell, mit einer Feder nach Aspekt 1, wobei das erste Federelement in einem ersten Winkel zu einer Senkrechten auf eine Fahrtrichtung des Drehgestells zwischen dem zugehörigen Radlager und dem zugehörigen Längsträger angeordnet ist und in dieser wirkt, und der Reiber zur Dämpfung einer Querbewegung zwischen Radsatz und Längsträger bzw. Längsträger und Querträger ausgebildet ist.
3. 3. Drehgestell mit einem Querträger und zwei Längsträgern, bei dem der Querträger im Bereich seiner beiden Längsenden jeweils über eine Sekundärfederung oder starr mit einem der beiden Längsträger verbunden ist, und das mindestens zwei Radsätze mit je einer Radachse und zwei mit der Radachse verbundenen Rädern umfasst, wobei die Radachsen im Bereich ihrer Längsenden jeweils in einem Radsatzlager drehbar gelagert sind, wobei die beiden Radsatzlager jeweils über eine Primärfederung mit einem der beiden Längsträger verbunden sind, wobei die Primärfederung und/oder die Sekundärfederung, eine Primär- oder Sekundärfederung nach Aspekt 2 oder eine Feder nach Aspekt 1 aufweisen.
4. 4. Feder oder Drehgestell nach einem der vorangegangenen Aspekte, wobei Gleitkörper und Reibköper derart ausgebildet und angeordnet sind, dass sie, insbesondere bei Querbewegungen, insbesondere zwischen Radsatz und Längsträger oder insbesondere zwischen Längsträger und Querträger, und insbesondere unter Last, in reibendem Kontakt miteinander stehen.
5. 5. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei der Reibkörper im Bereich der, insbesondere dem Längsträger oder dem Querträger zugewandten, Oberseite der Feder und der Gleitkörper demgegenüber im Bereich der, insbesondere dem Radsatzlager oder dem Längsträger zugewandten, Unterseite der Feder angeordnet ist.
6. 6. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei der Gleitkörper aus Metall, vorzugsweise aus Edelstahl und bevorzugt aus V2A-Stahl hergestellt ist.
7. 7. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei der Gleitkörper in einem Rahmenelement, vorzugsweise einem U-förmigen Rahmenelement angeordnet ist.
8. 8. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei der Reiber, vorzugsweise das Rahmenelement, ein Reibkörperbett, insbesondere eine Reiberfeder aufweist, das/die vorzugsweise aus einem Kunststoff und bevorzugt aus Gummi hergestellt ist.
9. 9. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei die Reiberfeder eine Härte von etwa 50 bis 80 ShoreA, vorzugsweise von etwa 60 bis 70 ShoreA und weiter bevorzugt von etwa 63 bis 67 ShoreA und besonders bevorzugt von etwa 65 ShoreA aufweist
10. 10. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei der Gleitköper in ein bzw. in das Gleitkörperbett eingebettet ist, wobei das Gleitkörperbett vorzugsweise einen U-förmigen Querschnitt, insbesondere in einer Richtung, insbesondere einer Fahrtrichtung, aufweist und den Gleitkörper an zwei gegenüberliegenden Seiten zumindest teilweise umfasst und wobei der Gleitkörper vorzugsweise form- und/oder kraftschlüssig mit der Reiberfeder verbunden ist.
11. 11. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei der Reibkörper aus Kunststoff, vorzugsweise aus einem Reibwerkstoff hergestellt ist.
12. 12. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei Reibkörper und Gleitköper einen Reibungskoeffizienten von etwa 0,15 bis 0,35 µ, vorzugsweise von etwa 0,2 bis 0,3 µ und weiter bevorzugt von etwa 0,24 bis 0,26 µ und besonders bevorzugt von etwa 0,25 µ ausbilden.
13. 13. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei der Reibkörper an einem Trägerkörper, vorzugsweise aus Stahl, befestigt, vorzugsweise verschraubt, ist.
14. 14. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei die Feder ein unteres Rahmenelement, das vorzugsweise ausgebildet ist, im Bereich z.B eines Radsatzlagers bzw. eines Radsatzlageradapters oder eines Längsträgers angeordnet zu werden, und ein oberes Rahmenelement, das vorzugsweise ausgebildet ist, im Bereich eines Längsträgers oder eines Querträgers angeordnet zu werden.
15. 15. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei das obere und das untere Rahmenelement vorzugsweise aus Stahl hergestellt sind.
16. 16. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei der Gleitkörper am unteren und/oder der Reibkörper am oberen Rahmenelement angeordnet ist, vorzugsweise derart, dass Reibkörper und Gleitköper im unbelasteten Zustand nicht miteinander in Kontakt stehen ein Spiel von vorzugsweise etwa 1 bis 3 mm, weiter bevorzugt von etwa 1,5 bis 2,5 mm und besonders bevorzugt von etwa 2 mm aufweisen, vorzugsweise bei angepasster Steifigkeit der Reibfeder.
17. 17. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei das erste und/oder zweite Federelement zwischen dem oberen und unteren Rahmenelement angeordnet ist/sind und vorzugsweise direkt mit diesem/n verbunden ist/sind.
18. 18. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, bei dem die ersten Winkel β₁ jeweils in einem Bereich von 10° bis 50° zur Senkrechten auf eine Richtung ausgestaltet sind und insbesondere etwa 30° betragen
19. 19. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, bei dem die Feder ein zweites Federelement aufweist, das in einem zweiten Winkel β₂ zur Senkrechten auf die Fahrtrichtung, vorzugsweise zwischen dem zugehörigen Radlager und dem zugehörigen Längsträger, angeordnet ist.
20. 20. Feder, nach Aspekt 19, wobei der zweite Winkel etwa gleich dem ersten Winkel ist bzw. dem vorzeichenverkehrten ersten Winkel entspricht, wobei der erste und zweite Winkel vorzugsweise in einer Ebene liegen.
21. 21. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei das obere und/oder untere Rahmenelement derart ausgebildet, vorzugsweise gekrümmt, ist bzw. sind, dass die Federelemente den ersten bzw. zweiten Winkel einnehmen.
22. 22. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, wobei der Reiber zwischen dem ersten und zweiten Federelement angeordnet ist.
23. 23. Feder oder Drehgestell, nach einem der vorangegangenen Aspekte, bei dem die Federelemente als Elastomerfedern ausgestaltet sind.

Further alternative and / or additional aspects of the invention relate to:

1. 1. Load-dependent spring with at least one first spring element which acts in a first direction and at least one driver with a sliding body, preferably comprising a friction spring, and a friction body, in particular for damping a movement substantially transversely to the first direction.
2. 2. primary or secondary suspension for connecting a wheelset bearing with a side rail or for connecting a longitudinal member with a cross member in a bogie, with a spring according to aspect 1, wherein the first spring element at a first angle to a perpendicular to a direction of travel of the bogie between the associated wheel bearing and the associated longitudinal member is arranged and acts in this, and the driver for damping a transverse movement between the wheel and the longitudinal member or side member and cross member is formed.
3. 3. bogie with a cross member and two longitudinal members, wherein the cross member is connected in the region of its two longitudinal ends respectively via a secondary suspension or rigidly connected to one of the two longitudinal members, and which comprises at least two wheelsets, each with a wheel axle and two connected to the wheel axle wheels , wherein the wheel axles are rotatably mounted in each case in a Radsatzlager in the region of their longitudinal ends, wherein the two Radsatzlager are each connected via a primary suspension with one of the two side members, wherein the primary suspension and / or the secondary suspension, a primary or secondary suspension according to aspect 2 or have a spring according to aspect 1.
4. 4. spring or bogie according to one of the preceding aspects, wherein sliding body and Reibköper are formed and arranged so that they are in frictional contact, especially in transverse movements, in particular between wheelset and side member or especially between the longitudinal member and cross member, and in particular under load ,
5. 5. spring or bogie, according to one of the preceding aspects, wherein the friction body in the region of, in particular the longitudinal beam or the cross member facing the top of the spring and the slider on the other hand in the region of, in particular the wheelset bearing or the longitudinal beam facing, arranged underneath the spring is.
6. 6. spring or bogie, according to one of the preceding aspects, wherein the sliding body made of metal, preferably made of stainless steel and preferably made of V2A steel.
7. 7. spring or bogie, according to one of the preceding aspects, wherein the sliding body is arranged in a frame member, preferably a U-shaped frame member.
8. 8. spring or bogie, according to one of the preceding aspects, wherein the driver, preferably the frame member, a friction body bed, in particular a friction spring which / is preferably made of a plastic and preferably made of rubber.
9. 9. A spring or bogie, according to one of the preceding aspects, wherein the friction spring has a hardness of about 50 to 80 ShoreA, preferably from about 60 to 70 ShoreA and more preferably from about 63 to 67 ShoreA and more preferably from about 65 ShoreA
10. 10. Spring or bogie, according to one of the preceding aspects, wherein the Gleitköper is embedded in or in the Gleitkörperbett, wherein the Gleitkörperbett preferably has a U-shaped cross-section, in particular in one direction, in particular a direction of travel, and the sliding body on two At least partially covers opposite sides and wherein the sliding body is preferably positively and / or non-positively connected to the friction spring.
11. 11. spring or bogie, according to one of the preceding aspects, wherein the friction body made of plastic, preferably made of a friction material.
12. 12. Spring or bogie, according to one of the preceding aspects, wherein the friction body and Gleitköper a coefficient of friction of about 0.15 to 0.35 μ, preferably from about 0.2 to 0.3 μ, and more preferably from about 0.24 to 0.26 μ, and more preferably from about 0.25 μ form.
13. 13. spring or bogie, according to one of the preceding aspects, wherein the friction body to a support body, preferably made of steel, attached, preferably screwed, is.
14. 14. Spring or bogie, according to one of the preceding aspects, wherein the spring, a lower frame member, which is preferably formed to be arranged in the region of, for example, a wheelset or a Radsatzlageradapters or a longitudinal member, and an upper frame member, which is preferably formed to be arranged in the region of a longitudinal member or a cross member.
15. 15. Spring or bogie, according to one of the preceding aspects, wherein the upper and the lower frame member are preferably made of steel.
16. 16, spring or bogie, according to one of the preceding aspects, wherein the sliding body is arranged on the lower and / or the friction body on the upper frame member, preferably such that friction body and Gleitköper in the unloaded state are not in contact with each other a play of preferably about 1 to 3 mm, more preferably from about 1.5 to 2.5 mm and more preferably from about 2 mm, preferably with adapted stiffness of the friction spring.
17. 17. Spring or bogie, according to one of the preceding aspects, wherein the first and / or second spring element between the upper and lower frame member is / are / and preferably directly connected to this / are /.
18. 18. spring or bogie, according to one of the preceding aspects, wherein the first angle β _{1 are} each configured in a range of 10 ° to 50 ° to the perpendicular to a direction and in particular about 30 °
19. 19. Spring or bogie, according to one of the preceding aspects, wherein the spring has a second spring element, which is arranged at a second angle β ₂ to the vertical to the direction of travel, preferably between the associated wheel bearing and the associated side member.
20. 20. Spring, according to aspect 19, wherein the second angle is approximately equal to the first angle or corresponds to the sign-reversed first angle, wherein the first and second angles are preferably in a plane.
21. 21, spring or bogie, according to one of the preceding aspects, wherein the upper and / or lower frame member is formed, preferably curved, is or that the spring elements occupy the first and second angle.
22. 22. Spring or bogie, according to one of the preceding aspects, wherein the driver between the first and second spring element is arranged.
23. 23. Spring or bogie, according to one of the preceding aspects, in which the spring elements are designed as elastomer springs.

Brief description of the drawings

In the following, the spring according to the invention in the exemplary, preferred use in a primary suspension of a bogie with reference to the accompanying drawings using embodiments will be described in more detail.

Fig. 1

eine perspektivische Ansicht eines erfindungsgemäßen Drehgestells;

Fig. 2a

eine Seitenansicht auf ein erfindungsgemäßes Drehgestells, Fig. 2b eine teilgeschnittene Seitenansicht des Drehgestells;

Fig. 3

ein Detail A einer Sekundärfederung mit Dämpferwinkel des Drehgestells gemäß Fig. 2a;

Fig. 4

eine perspektivische Ansicht eines erfindungsgemäßen Drehgestells ohne Querträger;

Fig. 5

eine Draufsicht auf ein erfindungsgemäßes Drehgestell mit Bremsträgern;

Fig. 6

eine teilgeschnittene Draufsicht auf ein erfindungsgemäßes Drehgestell mit Bremsträgern ohne Querträger;

Fig. 7

eine Vorderansicht eines erfindungsgemäßen Drehgestells;

Fig. 8

eine Unteransicht eines erfindungsgemäßen Drehgestells;

Fig. 9

eine erfindungsgemäße Feder, wobei Fig. 9a eine Seitenansicht Fig. 9b eine Draufsicht und Fig. 9c eine dreidimensionale Ansicht der erfindungsgemäßen Feder zeigt; und

Fig. 10

einen erfindungsgemäßen Reiber, wobei Fig. 10a eine entlang der Line A-A in Fig. 9a geschnittene Seitenansicht des Reibers (mit Reibkörperanordnung) im Einbauzustand in einer Feder, Fig. 10b eine dreidimensionale Ansicht der Gleitkörperanordnung und Fig. 10c eine teilgeschnittene Ansicht der Gleitkörperanordnung entlang der Linie B-B in Fig. 10a zeigt.

Show it:

Fig. 1

a perspective view of a bogie according to the invention;

Fig. 2a

a side view of a bogie according to the invention, Fig. 2b a partially sectioned side view of the bogie;

Fig. 3

a detail A of a secondary suspension with damper angle of the bogie according to Fig. 2a ;

Fig. 4

a perspective view of a bogie according to the invention without cross member;

Fig. 5

a plan view of an inventive bogie with brake carriers;

Fig. 6

a partially sectioned plan view of an inventive bogie with brake carriers without cross member;

Fig. 7

a front view of a bogie according to the invention;

Fig. 8

a bottom view of a bogie according to the invention;

Fig. 9

a spring according to the invention, wherein Fig. 9a a side view Fig. 9b a top view and Fig. 9c shows a three-dimensional view of the spring according to the invention; and

Fig. 10

a driver according to the invention, wherein Fig. 10a one along the AA line in Fig. 9a cut side view of the grater (with friction body assembly) in the installed state in a spring, Fig. 10b a three-dimensional view of the slider assembly and Fig. 10c a partially sectioned view of the Gleitkörperanordnung along the line BB in Fig. 10a shows.

Fig. 1 shows a three-dimensional view of a bogie 1 and a bogie according to the invention with a spring or spring arrangement according to the invention as a primary spring from above. Fig. 1 as well as the following ones FIGS. 2 to 8 , is provided with a three-axis coordinate system, which is referred to in the context of this application for the description of the bogie according to the invention as well as the orientation and orientation of individual elements thereof. In this context, the x-direction is also referred to as the travel or longitudinal direction of the bogie, the spring or the primary suspension. The y-direction is also referred to as the transverse direction, wherein the plane spanned by the x and y directions is also referred to as the horizontal plane. In the x and y direction, depending on the view, also referred to as horizontal. The z-direction is also referred to as vertical or perpendicular. The design-related direction of travel of the bogie is in the x-direction, the gravity acts in the z-direction. The same applies to the representation of the spring according to the invention FIGS. 9 and 10 in particular in relation to the exemplary, preferred arrangement as a primary spring, as shown in the other figures.

The bogie according to the invention has a three-part frame, preferably in welding execution on. The three-part frame comprises a first longitudinal or long beam 3a, a second longitudinal beam 3b and a cross member 5. These components are designed according to a preferred embodiment as a box-shaped welded construction. Functional elements, such as support elements 7a, 7b, 9a, 9b, are preferably formed on the longitudinal members 3 (3a, 3b), preferably as receptacles for mounting the holders of the brake devices, and / or support elements 11a, 11b, 13a, 13b for supporting or supporting elements Positioning or guiding the cross member 5 and / or elements of the secondary suspension, welded (sa Fig. 4 ). Side members 3a, 3b and cross member 5 are preferably connected by a lift-up, advantageously designed as a rope fuses. This prevents separation of otherwise only loosely interconnected long and cross beams during operation.

According to the illustrated preferred embodiment, the bogie 1, preferably low-stress, wheelsets 15a, 15b with wheels 17 and wheelset bearings 19. Preferably, the end stops of the cross member 5 between the longitudinal beams or longitudinal beams 3a, 3b and / or between the longitudinal beams 3a, 3b and the wheelset bearings 19 of the wheelsets 15a, 15b provided with plastic discs. Preferably, the respective end stops on a wear plate on the one hand and on the opposite component arranged plastic disc. This reduces in particular wear and noise reduction during operation. The wheelset bearings are preferably provided with Radsatzlageradaptern 21, which are defined and preferably releasably connected to the wheel 15 and the respective wheelset bearing 19 at least partially surround. Preferably, the longitudinal members 3 are connected to the wheelsets 15 via such wheelset bearing adapter 21.

The components are preferably arranged with respect to one another or guided toward one another or against one another such that a transverse play of approximately +/- 20 mm, preferably approximately +/- 10 mm, is provided between cross member 5 and side member 3a or 3b. The transverse play between wheelset 15a, 15b and longitudinal members 3a, 3b is preferably about +/- 20mm and preferably about +/- 10mm. The longitudinal clearance between wheelset 15a, 15b and side members 3a, 3b is preferably +/- 12mm, more preferably about +/- 6mm. The longitudinal clearance between the cross member 5 and the longitudinal members 3a, 3b is preferably less than about 4mm, preferably about 0mm.

Between the cross member 5 and each side member 3a, 3b, according to the illustrated preferred embodiment, a cradle suspension is arranged (see also FIG Fig. 2a . 2 B . 3 and 4 ). This preferably comprises 2, more preferably 4 or more springs 20 (20 ', 20 ") per longitudinal carrier 3a, 3b.

The secondary suspensions are also according to the illustration FIG. 4 it can be seen clearly that it is apparent that four spring element are used according to the illustrated preferred embodiment, wherein two first spring elements 20 'in a receptacle or in a spring cup 28a, 28b of the respective damper angle 22a, 22b are arranged, ie between damper angle and cross member 5 (in FIG. 4 not shown) act. In each case, two second spring elements 20 "act between the longitudinal beams 3a and 3b and cross member 5. The secondary suspension can also be realized by the spring according to the invention.

The bogie further comprises wheelsets, preferably at least two wheelsets 15 (15a, 15b) with wheels 17. Between the wheelsets 15 and the long beams 3, a primary suspension 40 is provided (see. FIGS. 2a . 2 B . 9, 10 ), in particular in accordance with the spring according to the invention. This is preferably realized by a spring according to the invention, as discussed in the introductory part of the description. Preferably, two spring elements 40 'arranged at an angle to one another and second spring elements 40 ", preferably rubber or elastomeric spring elements are used, which are preferably shown along their axes (a ₁ and a ₂ ; Fig. 9a ) at an angle (β ₁ , β ₂ ) to one another and to the vertical Z, preferably as described above. The spring elements 40 ', 40 "are arranged between two frame elements, an upper frame element 100' and a lower frame element 100". The angled spring and the corresponding power transmission (in the installed state in a bogie to the direction of travel forward and back inclined) favors and also simplifies the installation on the wheelsets or wheelset bearings. Thus, an improved installation situation and improved performance of the primary suspension can be achieved.

The primary suspension, in particular the frame elements, preferably have a dimension of about 200-400mm, preferably about 250-350 mm and more preferably about 275-295 mm in length l and about 100-300mm, preferably 150-250 mm and more preferably about 190 to 210mm width t. Preferably, an opening or a hole 102 is provided in one of, preferably the upper, frame members.

Between the spring elements 40 ', 40 "and between the frame members 100', 100", a reber 110 is further arranged (in Fig. 9a only the slider assembly 120 is shown). The slider comprises a sliding body arrangement 120 with a sliding body 122 and a friction body arrangement 130 with a friction body 132. The slider 110 or sliding body 122 and the friction body 132 are preferably designed as described above.

In particular, sliding body 122 is disposed in a slider bed 124, which in turn is disposed in a slider frame member 126. Gleitkörperrahmenelement 126 and Gleitkörperbett, in particular the friction spring, 124 are here in cross section according to Fig. 10a , So in cross section to the direction of travel of the bogie, U-shaped in such a way that the legs of the Gleitkörperrahmenelements 126 and / or the friction spring 124, the slider 122 laterally. Gleitkörperrahmenelement 126 and friction spring 124, here by means of fastening means 128, preferably bolts, to each other and to the lower frame member 100 "attached.

The sliding body preferably has a length lg of about 150 to 190 mm, preferably about 160 to 180 and preferably from about 165 to 170 mm. This length extends in the installed state preferably transverse to the direction of travel of the bogie. The total length of the sliding body arrangement 120 preferably corresponds approximately to the width t of the frame elements 100 ', 100 ". The sliding body frame element 126 preferably has a width b of about 20 to 40 mm, preferably of about 25 to 30 mm and preferably of about 29 to 31 mm, and a height H of about 25 to 45mm, preferably about 33 to 43mm, and preferably about 37 to 39mm The height h of the slider assembly is preferably about 35 to 55mm, preferably about 40 to 50mm and preferably about 42 to 46mm The sliding surface 122a of the slider 122 protrudes beyond the slider body member 126. The height hg of the slider 122 is preferably about 15 to 25mm, and preferably about 18 to 22mm, and the height h-gb of the friction spring in the base of the U-shape. Profile, that is below the slider 122, is preferably about 15 to 25mm, and preferably about 18 to 22mm. Friction body 132 is secured to the frame member 100 ', preferably by means of a friction body bed or carrier 134. The attachment between the friction body 132 and Reibkörpertr 134 134 takes place positively and / or non-positively, preferably by means of fasteners 138, for example. Screws, and / or trained in the carrier 134 and / or friction 132 shoulders 136. A gap 140, which closes depending on the load, is provided as described above.

The friction body 132 and the sliding body 122 are preferably arranged and designed such that they rub against one another under load as a function of load. Due to the geometric configuration, they act in the transverse direction of the suspension or transversely to the direction of travel of the Drehgestellt. A defined transverse rigidity is thus provided. This is particularly advantageous in combination with the described secondary suspension. Experiments have shown that the provision of the inventive grinder substantially improves the overall rigidity in the z-direction and in particular in the transverse direction (y).

Such a Federandordnung, here preferably as a primary suspension 40 for a bogie, in particular a backup of the necessary longitudinal (Z-direction) and Querfedersteifigkeiten (Y-direction) and the body decoupling between, for example. Wheels 15 and bogie or longitudinal beams 3. Preferably the primary suspension on the long beam by a projection which engages a corresponding recess provided on the longitudinal support recess attached. On the axle bearing 19, preferably on the axle bearing adapter 21 of the wheelset, the primary suspension 40 is preferably guided in a form-fitting manner by means of milled connections. The damping is preferably carried out by the internal damping of the rubber spring (s) preferably used. The bogie according to the invention preferably comprises two low-stress wheelsets 15. According to other, not shown embodiments, a plurality of wheelsets may be provided. The connection between wheelset and bogie or wheelset and long girders is preferably via wheelset bearing adapter, which are at least partially slipped over the wheelset bearing and which are preferably protected by a, for example, secured with two bolts, lift-off against lifting.

The spring described, in particular in interaction and use in the bogie described, in particular for freight, has a particularly advantageous damping and vibration behavior. In particular, the bogie shows a significantly reduced track stress and a significantly lower noise than conventional bogies. The improved running and noise characteristics of the bogie with the spring according to the invention also prove to be advantageous in that it results in less wear of both the track bed and wheelsets. As a result, on the one hand maintained an optimal profile of the running surfaces of the wheels over a long period. The useful life of the bogie is extended and consuming and costly Maintenance work such as over-running the treads are reduced. Furthermore, the track bed is spared, which in the long run also leads to reduced influence of the track bed on the wear and thus the driving characteristics and noise of the bogie when crossing the track bed. Finally, the improved suspension and connection properties of the chassis with the spring according to the invention also lead to a reduced noise emission. As a result of an optimized component geometry and the avoidance of structure-borne sound bridges, the spring according to the invention contributes significantly to the improvement of the bogie.

Simulation tests have shown that with the springs according to the invention, the realization of bogies is possible, which in terms of their running, damping, and noise properties both when driving straight ahead and when cornering over known bogies have significantly improved properties.

While the invention has been illustrated and described in detail by the figures and the accompanying description, this description and detailed description are to be considered illustrative and exemplary and not limiting as to the invention. It should be understood that those skilled in the art can make changes and modifications without departing from the scope and spirit of the following claims. In particular, the invention also includes embodiments with any combination of features mentioned or shown above or below various embodiments. In particular, the spring according to the invention can be used in other fields of application, such as, for example, trucks, trailers or street sword transporters.

The invention also includes individual features in the figures, even though they are shown there in connection with other features and / or are not mentioned above or below. Also, the embodiments and individual features thereof described in the figures and the description may be excluded from the subject invention.

Furthermore, the term "comprising" and derivatives thereof does not exclude other elements or steps. Also, the indefinite article "a" and "derivatives" and derivatives thereof do not exclude a variety. The functions of several features listed in the claims may be fulfilled by one unit. The mere fact that certain masses are listed in mutually different dependent claims does not mean that a combination of these masses can not be used to advantage. The terms "substantially", "approximately", "approximately" and the like in connection with a property or a value in particular also define precisely the property or exactly the value. All Reference signs in the claims are not to be understood as limiting the scope of the claims.

Claims (14)

Load-dependent spring having at least one first spring element which acts in a first direction and at least one driver with a sliding body, preferably comprising a friction spring, and a friction body, in particular for damping a movement substantially transversely to the first direction. Spring according to one of the preceding claims, wherein the friction body in the region of the upper side of the spring and the sliding body is arranged in contrast in the region of the underside of the spring. Spring according to one of the preceding claims, wherein the sliding body made of metal, preferably made of stainless steel and preferably made of V2A steel and / or wherein the friction body made of plastic, preferably made of a friction material. Spring according to one of the preceding claims, wherein the sliding body is arranged in a frame element, preferably a U-shaped frame member. Spring according to one of the preceding claims, wherein the driver, preferably the frame member, has a friction spring, which is preferably made of a plastic and preferably made of rubber., A spring according to any one of the preceding claims, wherein the slider bed has a hardness of about 50 to 80 ShoreA, preferably from about 60 to 70 ShoreA and more preferably from about 63 to 67 ShoreA, and more preferably from about 65 ShoreA. Spring according to one of the preceding claims, wherein the Gleitköper is embedded in or in the Gleitkörperbett, wherein the Gleitkörperbett preferably has a U-shaped cross-section, in particular in the direction of travel, and at least partially comprises the sliding body on two opposite sides, and wherein the sliding body is preferably positively and / or non-positively connected to the Gleitkörperbett. Spring according to one of the preceding claims, bogie or primary suspension according to one of the preceding claims, wherein the friction body and Gleitköper a coefficient of friction of about 0.15 to 0.35 μ, preferably from about 0.2 to 0.3 μ, and more preferably from about 0th , Form 24 to 0.26 μ, and more preferably about 0.25 μ. Spring according to one of the preceding claims, wherein the spring has a lower frame member and an upper frame member. Spring according to one of the preceding claims, wherein the sliding body is arranged on the lower and / or the friction body on the upper frame member, preferably such that friction body and Gleitköper in the unloaded state are not in contact with each other a play of preferably about 1 to 3 mm, more preferably from about 1.5 to 2.5 mm, and more preferably about 2 mm Spring according to one of the preceding claims, wherein the first and / or second spring element are arranged between the upper and lower frame member and are preferably connected directly to this / n. Spring according to one of the preceding claims, wherein the first angle in each case in a range of 0 ° to 50 °, preferably from 10 ° to 50 °, more preferably from 10 ° to 45 ° to the perpendicular to the assembly, preferably one direction, in particular a direction of travel are configured and in particular be about 30 °. Spring according to one of the preceding claims, comprising a second spring element, which is arranged at a second angle to the vertical, preferably in one direction, in particular a direction of travel, wherein the driver between the first and second Spring element is arranged, wherein the second angle preferably corresponds approximately to the reversed first angle and wherein the spring elements are preferably designed as elastomeric springs. Spring according to one of the preceding claims, wherein the upper and / or lower frame member is formed such, preferably curved, is that the spring elements occupy the first and second angle.

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