EP2551167A2 - Agencement de ressort dépendant de la charge - Google Patents

Agencement de ressort dépendant de la charge Download PDF

Info

Publication number
EP2551167A2
EP2551167A2 EP12177707A EP12177707A EP2551167A2 EP 2551167 A2 EP2551167 A2 EP 2551167A2 EP 12177707 A EP12177707 A EP 12177707A EP 12177707 A EP12177707 A EP 12177707A EP 2551167 A2 EP2551167 A2 EP 2551167A2
Authority
EP
European Patent Office
Prior art keywords
spring
friction
bogie
spring according
sliding body
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12177707A
Other languages
German (de)
English (en)
Other versions
EP2551167A3 (fr
Inventor
Detlef Scholdan
David Spieler
Johannes Nicolin
Ulrich Hoppe
Bernd Werner
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.)
Elh Eisenbahnlaufwerke Halle & Co KG GmbH
Carl Freudenberg KG
Original Assignee
Elh Eisenbahnlaufwerke Halle & Co KG GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Elh Eisenbahnlaufwerke Halle & Co KG GmbH filed Critical Elh Eisenbahnlaufwerke Halle & Co KG GmbH
Priority to EP12177707.2A priority Critical patent/EP2551167A3/fr
Publication of EP2551167A2 publication Critical patent/EP2551167A2/fr
Publication of EP2551167A3 publication Critical patent/EP2551167A3/fr
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/12—Bolster supports or mountings incorporating dampers

Definitions

  • 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.
  • 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.
  • the side members are now also connected via secondary springs or cradle suspensions to the cross member.
  • 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.
  • 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.
  • UICC International Union of Railways
  • 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.
  • 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.
  • 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.
  • an improved suspension with integrated friction element and proposed.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • the sliding body and / or the friction body are arranged such that friction body and Gleitgroper 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.
  • the sliding body and / or the friction body are arranged such that the friction body and Gleitgroper are loaded in the unloaded state only with a percentage substantially lower force.
  • 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.
  • 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 Gleitgroper is embedded in or in the Gleitoresbett or the friction spring, wherein the Gleitoasabett 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 Gleitmaschinebett.
  • 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.
  • 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 Gleitgroper form a coefficient of friction of about 0.15 to 0.35 ⁇ , preferably from about 0.2 to 0.3 ⁇ and more preferably from about 0.24 to 0 , 26 ⁇ , and more preferably about 0.25 ⁇ .
  • 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 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.
  • 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.
  • 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.
  • 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).
  • the spring elements of the spring are preferably designed as elastomer springs.
  • 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.
  • 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.
  • a damping of the preceding game for example. From about 2 to 3 mm, can be adjusted.
  • the spring preferably has a high degree of softness.
  • the spring or the slider preferably has a progressive characteristic.
  • 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.
  • 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.
  • 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.
  • a preferred load-dependent friction damping of the cross member can be realized.
  • 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.
  • influencing the damping forces in particular out of the direction of movement can be minimized or avoided.
  • 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.
  • 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.
  • the inventive design of the secondary suspension in particular allows a relatively simple designed, efficient, durable and targeted acting damping of the secondary suspension.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • an opening or a hole 102 is provided in one of, preferably the upper, frame members.
  • 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.
  • sliding body 122 is disposed in a slider bed 124, which in turn is disposed in a slider frame member 126.
  • Gleit stressesebenelement 126 and Gleit analysesbett, 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 Gleit stressesrahmenelements 126 and / or the friction spring 124, the slider 122 laterally.
  • Gleit stresses 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.
  • 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 Reibeniatr 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 Drehuci. 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 Federand eleven here preferably as a primary suspension 40 for a bogie, in particular a backup of the necessary longitudinal (Z-direction) and Querfedersteifieren (Y-direction) and the body decoupling between, for example.
  • the primary suspension on the long beam by a projection which engages a corresponding recess provided on the longitudinal support recess attached.
  • 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.
  • 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.
  • 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.
  • the improved suspension and connection properties of the chassis with the spring according to the invention also lead to a reduced noise emission.
  • the spring according to the invention contributes significantly to the improvement of the bogie.
  • 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.
EP12177707.2A 2011-07-25 2012-07-24 Agencement de ressort dépendant de la charge Withdrawn EP2551167A3 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12177707.2A EP2551167A3 (fr) 2011-07-25 2012-07-24 Agencement de ressort dépendant de la charge

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP11175271 2011-07-25
EP12177707.2A EP2551167A3 (fr) 2011-07-25 2012-07-24 Agencement de ressort dépendant de la charge

Publications (2)

Publication Number Publication Date
EP2551167A2 true EP2551167A2 (fr) 2013-01-30
EP2551167A3 EP2551167A3 (fr) 2013-09-11

Family

ID=46514260

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12177707.2A Withdrawn EP2551167A3 (fr) 2011-07-25 2012-07-24 Agencement de ressort dépendant de la charge

Country Status (1)

Country Link
EP (1) EP2551167A3 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104960538A (zh) * 2015-04-08 2015-10-07 齐齐哈尔轨道交通装备有限责任公司 橡胶垫和转向架
AU2016383700B2 (en) * 2016-04-27 2019-02-14 Crrc Qiqihar Rolling Stock Co., Ltd. Axle box rubber cushion, bogie and railway vehicle
US11713795B2 (en) 2020-05-29 2023-08-01 ActiBioMotion, LLC Vibration dampening system

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0182339A1 (fr) 1984-11-22 1986-05-28 Asea Ab Dispositif amortisseur dans un bogie pour véhicule ferroviaire

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1916146A (en) * 1931-10-02 1933-06-27 American Steel Foundries Truck
US2091853A (en) * 1934-03-23 1937-08-31 Nat Malleable & Steel Castings Car truck
US2210840A (en) * 1938-09-12 1940-08-06 American Steel Foundries Snubber
US2289790A (en) * 1940-03-14 1942-07-14 American Steel Foundries Snubber
US2356743A (en) * 1942-02-12 1944-08-29 American Steel Foundries Friction device
US2379626A (en) * 1942-03-30 1945-07-03 American Steel Foundries Snubber
US2388230A (en) * 1942-07-27 1945-10-30 American Steel Foundries Snubber
US2422638A (en) * 1944-09-18 1947-06-17 James R Cardwell Stabilizing mechanism for railway trucks and the like
US2449305A (en) * 1945-01-01 1948-09-14 American Steel Foundries Snubbed truck
US2485974A (en) * 1945-08-08 1949-10-25 American Steel Foundries Snubbed truck
US2591922A (en) * 1948-12-30 1952-04-08 Miner Inc W H Friction shock absorber for railway car trucks
FR2676416B1 (fr) * 1991-05-15 1996-10-04 Sambre & Meuse Usines Bogie ferroviaire avec chassis a deformabilite selective.

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0182339A1 (fr) 1984-11-22 1986-05-28 Asea Ab Dispositif amortisseur dans un bogie pour véhicule ferroviaire

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104960538A (zh) * 2015-04-08 2015-10-07 齐齐哈尔轨道交通装备有限责任公司 橡胶垫和转向架
AU2016383700B2 (en) * 2016-04-27 2019-02-14 Crrc Qiqihar Rolling Stock Co., Ltd. Axle box rubber cushion, bogie and railway vehicle
US11713795B2 (en) 2020-05-29 2023-08-01 ActiBioMotion, LLC Vibration dampening system

Also Published As

Publication number Publication date
EP2551167A3 (fr) 2013-09-11

Similar Documents

Publication Publication Date Title
DE69917159T2 (de) Drehgestell mit Komposit-Längsträgern
DE102016123784A1 (de) Drehgestell eines Schienenfahrzeugs mit mindestens zwei in Achslagern gelagerten Radsätzen und wenigstens einem Querträger
DE2617896A1 (de) Drehgestell fuer eisenbahnwagen
EP2841318B1 (fr) Dispositif de transmission de force entre le châssis et la caisse d'un véhicule ferroviaire
EP2991883B1 (fr) Palier pour la paire de roues d'un véhicule ferroviaire à bogie monté à l'intérieur
DE102011083221B4 (de) Achslagerung für Nutzfahrzeuge
EP2386454B1 (fr) Bâti tournant
EP2551167A2 (fr) Agencement de ressort dépendant de la charge
EP1897777B1 (fr) Bogie
EP1002674B1 (fr) Liaison entre les extrémités d'un ressort à lames et les supports d'essieu d'un ensemble d'essieux en tandem pour véhicules utilitaires
EP1057707B1 (fr) Bogie de véhicule ferroviaire
DE2460159C3 (de) Laufwerk für Schienenfahrzeuge, insbesondere für fahrbare Oberbaumaschinen
DE102017218796B4 (de) Achsaufhängung
DE10260060A1 (de) Einzelradaufhängung mit Blattfeder für ein Kraftfahrzeug
DE957905C (de) Aufhängung der Vorderräder von Kraftfahrzeugen
EP2061690B1 (fr) Fixation pour un guide d'essieu d'un véhicule ferroviaire
EP1282549B1 (fr) Train de roulement d'un vehicule sur rails pourvu de paires de roues reglables radialement
EP1264750B1 (fr) Système de suspension secondaire pour bogies de véhicules à plancher bas
CH616625A5 (en) Device for guiding a bogie of a rail vehicle on the underframe of a wagon body
DE202004013292U1 (de) Drehgestell für Schienenfahrzeuge
DE102020107982B3 (de) Güterwagen-Drehgestell mit Querweg Reibdämpfung
AT405734B (de) Fahrwerk für einen gliederzug
DE102010047417B4 (de) Radsatz für ein Schienenfahrzeug
EP1315647B1 (fr) Dispositif de couplage mecanique d'un frein sur rail a un boggie d'un vehicule ferroviaire (systeme d'entrainement de force de freinage)
EP1771326B1 (fr) Articulation de bogie servant a ameliorer la conduite sur des traces a courbure modifiee

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: ELH EISENBAHNLAUFWERKE HALLE GMBH & CO. KG

Owner name: CARL FREUDENBERG KG

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

RIC1 Information provided on ipc code assigned before grant

Ipc: B61F 5/12 20060101AFI20130802BHEP

17P Request for examination filed

Effective date: 20140310

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

17Q First examination report despatched

Effective date: 20171113

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20180516