EP3069951B1 - Bogie pour un vehicule ferroviaire - Google Patents

Bogie pour un vehicule ferroviaire Download PDF

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Publication number
EP3069951B1
EP3069951B1 EP16160113.3A EP16160113A EP3069951B1 EP 3069951 B1 EP3069951 B1 EP 3069951B1 EP 16160113 A EP16160113 A EP 16160113A EP 3069951 B1 EP3069951 B1 EP 3069951B1
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EP
European Patent Office
Prior art keywords
bogie
guide
secondary spring
axis
spring
Prior art date
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Application number
EP16160113.3A
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German (de)
English (en)
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EP3069951A1 (fr
Inventor
Gerald Newesely
Gotthard Singer
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
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Bombardier Transportation GmbH
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Publication of EP3069951A1 publication Critical patent/EP3069951A1/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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/08—Bolster supports or mountings incorporating rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
    • B61F5/20—Centre bearings or other swivel connections between underframes and bolsters or bogies with springs allowing transverse movements
    • 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
    • B61F5/50—Other details
    • B61F5/52—Bogie frames

Definitions

  • the present invention relates to a bogie for a rail vehicle with a specially designed secondary spring and a rail vehicle which has such a bogie.
  • Known bogies for rail vehicles have a bogie frame and at least two wheel sets.
  • the wheel sets are coupled to the bogie frame via axle bearings and usually primary springs.
  • known bogies which actually rotate more than a few degrees, have a so-called cradle which is coupled to the bogie frame via secondary springs and other articulations.
  • a cradle is sensibly used when the turning angle of the bogie is so large that the secondary springs or the secondary suspension as such can no longer follow the turning angle of the bogie frame relative to a car body or car body substructure.
  • Such large turning angles of, for example, greater than 6 ° occur, for example, in the case of tight curve radii of underground, tram and light rail vehicles.
  • Such bogies are rotationally connected to a car body or car body substructure, usually by means of a so-called king pin or a slewing ring.
  • the cradle is usually designed as a cross member which is connected to the bogie frame via the secondary springs, in particular at its ends, and absorbs car body forces and moments.
  • the secondary springs should allow the bogie to translate relative to the car body along the vertical axis, whereas translations along the car body transverse and longitudinal axis are undesirable.
  • traction or push rods can be provided in the longitudinal or transverse direction, such as a Panhard rod.
  • the structure described above is relatively complex in construction.
  • the generic patent application for the present invention CH 641104 A5 discloses a suspension for rail vehicles with bogies, in which an air spring is provided as secondary suspension between each longitudinal beam of a bogie and an underframe of the car, an outer rim of the air spring supports against the underframe or the solebar of the bogie.
  • An inner rim of the air spring is supported via rolling bodies against a track connected to the longitudinal beam or the subframe, the inner rim having additional guide means.
  • the inner rim also carries an emergency support.
  • One object of the present invention is to provide a bogie of a simpler construction and the aim of avoiding a cradle. At the same time, the suspension comfort provided by a secondary suspension should be maintained. Another object is to provide a bogie with which relatively large turning angles - for example in the range greater than 6 ° - are made possible.
  • the local position (also: local position) of the secondary spring on the bogie frame can be changed.
  • the position of the secondary spring relative to the bogie frame can be changed.
  • the secondary spring according to the invention is, as is usual for a spring, elastically deformable in itself in order to achieve the spring effect, in particular a suspension in the direction of a bogie or car body vertical axis.
  • the local position, or in other words the location or the point of application, of the secondary spring on the bogie frame can be changed.
  • the secondary spring is not moved or deformed by compression / decompression, but rather the position, location or point of application of the secondary spring on the bogie is changed in its entirety.
  • a secondary spring is arranged between the bogie and the car body, in particular between the bogie frame and the car body or the car body substructure.
  • a secondary suspension is therefore a suspension between the bogie and the car body.
  • the secondary spring is movable relative to the bogie frame, ie the position of the secondary spring on the bogie frame or relative to the bogie frame is changeable.
  • the secondary spring can be moved along the bogie frame or the position of the secondary spring can be changed along the bogie frame.
  • the secondary spring can be moved in the longitudinal direction and / or in the transverse direction on or relative to the bogie frame. That is, the position of the secondary spring can be changed.
  • the local position can be changed by moving or rolling the spring (to a different local position).
  • the spring can accordingly be displaceable or configured or arranged.
  • the secondary spring can be movable in the longitudinal direction and / or transverse direction relative to a car body to which the bogie is coupled.
  • the longitudinal direction and / or transverse direction is meant in relation to the bogie frame, i.e. the bogie longitudinal direction or bogie transverse direction.
  • the longitudinal and / or transverse direction means in particular the longitudinal and / or transverse direction of the car body.
  • the longitudinal or transverse direction of the bogie does not have to coincide with a longitudinal or transverse direction of the car body.
  • One aspect of the invention is that the point of application of the secondary spring on the bogie frame can be changed.
  • the introduction of force from the bogie frame into the secondary spring, or vice versa, can take place at different points on the bogie frame, depending on where the secondary spring is positioned.
  • one or more of the secondary springs described can be present. If this description is made on the basis of a secondary spring, the case is always included that there are several secondary springs.
  • Several secondary springs occupy different local positions on the bogie or on the bogie frame. They are different local positions (also: local positions) on the bogie or bogie frame changeable, in particular along different movement paths.
  • the invention provides a new type of secondary suspension, with which a known cradle can be avoided.
  • the bogie according to the invention can be accommodated in a more space-saving manner, which enables a reduction in mass, a simpler design of the vehicle substructure in the area of the bogie and thus better space for the vehicle interior in the area of the bogie.
  • a transverse movement of the bogie relative to a car body can be absorbed by the secondary spring, as explained with reference to an exemplary embodiment.
  • the secondary spring can be deformed in the transverse direction. This can advantageously be achieved, in particular, with a secondary spring that is spherical and / or made of elastomer.
  • a change in the local position or the location of the secondary spring on or relative to the bogie frame is not necessarily present or absolutely necessary for every rotary movement of the bogie.
  • the secondary spring can maintain an initial local position which corresponds to the local position when the vehicle is traveling straight ahead, that is to say at the turning angle 0.
  • the position of the secondary spring or the position of the secondary spring relative to the bogie frame can be changed in particular along an arc.
  • the local position of the secondary spring can be changed on a circular arc-shaped path.
  • the path on which the position of the secondary spring can be changed is also referred to as the movement path.
  • a guided tour described elsewhere provides a path of movement, if available.
  • a circular arc-shaped movement path is in particular related to a center point of a circle which lies on an upwardly pointing axis of rotation of the bogie frame.
  • others are geometric Shapes or movement paths of the secondary spring are conceivable, for example following the shape of a constant thickness.
  • the movement paths are preferably such that the distance between the opposite secondary springs passing through the pivot point remains constant and the pivot point represents the center of this distance.
  • the distance between the secondary spring and the pivot point of the bogie is called the secondary spring base.
  • the secondary spring is displaceable or rollable.
  • the secondary spring can therefore be rollable along the bogie or the bogie frame.
  • Displaceability means that the secondary spring is displaceable as a whole.
  • the secondary spring can therefore be displaceable along the bogie or the bogie frame.
  • Rollability means that the secondary spring can be rolled entirely.
  • the secondary spring can be rolled or shifted along a path that runs in the longitudinal direction and / or in the transverse direction to the bogie frame, in particular along a path in the shape of a circular arc or an arc segment.
  • a rollable secondary spring is in particular spherical, cylindrical, conical, frustoconical or polygonal. A combination of these forms is possible. Due to the geometric shape of a secondary spring, in particular a displaceable or rollable secondary spring, the mode of operation of the spring can be influenced with regard to the restoring effect and rolling properties.
  • the secondary spring can comprise elastomer or be formed from elastomer. If the secondary spring has elastomer, the resilient component of the spring, i.e. the component responsible for the spring action, is made of elastomer. Examples of elastomers are elastic plastic, such as rubber or synthetic rubber, etc.
  • the secondary spring in particular a displaceable or rollable secondary spring, can have a variable surface roughness and / or a variable surface texture, with which in particular rolling properties can be influenced.
  • the bogie has at least one guide, also referred to as the first guide, along which the secondary spring can be moved.
  • the secondary spring is movable along the guide, in other words on a guide path in a direction which is transverse to a direction in which the spring is compressed, and is reset again when it cushions the bogie against a car body.
  • the spring is movable in the guide in a direction which is transverse to a vertical direction, also referred to as the Z direction.
  • the first guide can be arranged or formed on the bogie frame. It can be stationary relative to the bogie frame.
  • the secondary spring can be moved or rolled in / on the guide. In other words, the secondary spring can be translated or rotated along the guide.
  • the secondary spring can assume various positions in the guide. If the guide is stationary with respect to the bogie frame, the secondary spring can thus also assume different positions relative to the bogie frame by changing its position in / on the guide.
  • the guide forces the secondary spring to move when the local position of the secondary spring or its location relative to the bogie frame is changed.
  • the guide is designed in the form of a depression, in particular in the form of a groove or channel.
  • the course of the guide is circular or part-circular, in other words a circular arc.
  • an irregular, non-circular or composite shape of a guide is possible. This can be understood to mean, for example, a sequence of circular arc segments with different radii of curvature in the course of a guide.
  • Non-circular or composite shapes can be used to impress special counterforces in the secondary spring through the forced rolling or sliding tracks, depending on the desired or expected restoring or lateral forces.
  • the bogie can have a plurality of first guides. Each of the guides guides the movement of at least one secondary spring.
  • first guides are arranged or formed on both sides of the longitudinal axis of the bogie. Are preferred two first guides arranged or formed in pairs and on both sides of the longitudinal axis of the bogie, preferably symmetrically to the longitudinal axis of the bogie.
  • the mentioned guide has at least one rest position or a rest position area for the secondary spring.
  • a rest position area several specific rest positions, which are preferably adjacent to one another, can be assumed.
  • at least one rest position or a rest position area is formed in the guide.
  • the rest position of the secondary spring is preferably the position in which the secondary spring is or should be when the bogie is in the straight ahead position (turning angle zero).
  • the guide is designed in particular so that after changing the local position of the secondary spring within the guide, for example when turning out the bogie, the rest position is taken up again by the secondary spring when the bogie is screwed in again, i.e. when the turning angle is reduced.
  • the guide can be designed in such a way that when the bogie is turned out and / or the bogie is turned back into the straight-ahead position, a restoring force is exerted on the secondary spring, which brings the secondary spring into the rest position or is brought back into the rest position when the bogie is in reverses the straight line.
  • the rest position for the secondary spring can in particular be formed in an area which is located centrally on the entire length of the guide. According to the invention, the rest position range is also referred to as the nominal range and a rest position is also referred to according to the invention as a nominal position.
  • the guide is designed in the form of a depression, in particular in the form of a channel. Furthermore, the depression, in particular the channel, has different depths.
  • the guide has at least one low point or low point range.
  • the at least one low point or low point range preferably represents the above-mentioned at least one rest position or the rest position range of the secondary spring.
  • the depression in particular a channel, has areas in which the depth of the guide changes, preferably changes continuously, and which according to the invention are also referred to as inclined areas.
  • An abovementioned low point or low point area can be followed by inclined areas in which the depth decreases, in particular the depth of a channel decreases. Adjacent to the low point area (s), the inclined areas mentioned are preferably arranged or formed, the inclined areas increasing from the low point or low point area, that is to say the depth of the guide is reduced.
  • the different depths, especially in inclined areas can serve to impress restoring forces on the secondary spring.
  • the restoring force ensures that the secondary spring is returned to the rest position.
  • the restoring force is a counterforce that is applied to the secondary spring when the bogie rotates and is used for the purpose of restoring it into a nominal range. It can be provided that as the turning angle of the bogie increases, in one direction or the other, an increasing restoring force is applied to the secondary spring, for example through increasing compression of the secondary spring due to the decreasing depth of the recess, in particular decreasing groove depth.
  • the restoring force which increases with increasing turning, ensures that the secondary spring returns to its nominal position when the bogie is turned back in. Relocating the secondary spring in one or the other transverse direction is thereby avoided or largely avoided.
  • a guide has been described above, which is arranged or formed on the bogie. According to the invention, this guide is also referred to as the “first guide”. Furthermore, a second guide can be present on a rail vehicle that has a bogie according to the invention, along which the secondary spring is also movable. The secondary spring is preferably mounted in a rollable or displaceable manner in / on the second guide or is guided in the second guide.
  • the second guide is arranged or formed on a car body of the rail vehicle, in particular on a substructure.
  • the second guide can be designed in the same way as the first guide, with reference to the preceding description of the first guided tour is referred to.
  • the first guide and the second guide can form a pair of guides in which the secondary spring is guided.
  • the first and the second guide can define a path of movement for the secondary spring on or along which the secondary spring is movable.
  • the first and second guides can largely or partially encompass the secondary spring.
  • the mentioned second guide preferably guides the secondary spring from above and the first guide preferably guides the secondary spring from below.
  • the first guide partially surrounds the secondary spring from below and the second guide partially surrounds the secondary spring from above, which is particularly the case when the first and second guides are designed as recesses, in particular as guide channels.
  • a gap is preferably formed between the first guide and the second guide.
  • the width of the gap or the distance between the guides can define a maximum spring travel in the vertical direction.
  • the first guide can be an upwardly open channel and the second guide can be a downwardly open channel.
  • the first guide and the second guide are preferably mirror-symmetrical or essentially mirror-symmetrical to one another when the rail vehicle is in the straight ahead position, that is to say when the turning angle of the bogie is zero.
  • the second guide can have at least one rest position or at least one rest position range for the secondary spring. Furthermore, the second guide can have the mentioned areas in which the depth of the guide changes, preferably changes continuously.
  • the first and the second guide can be mirror-symmetrical or essentially mirror-symmetrical to one another.
  • At least two secondary springs, at least two first guides and at least two second guides are provided.
  • a first guide and a second guide can form a first pair of guides and the further first guide and the further second guide can form a second pair of guides.
  • the first pair of guides guides a first secondary spring and the second pair of guides guides a second secondary spring.
  • the first guides and the second guides preferably form an arcuate guide path.
  • Two pairs of guides, each having a first and a second guide, are preferably arranged or formed on both sides of the longitudinal axis of the bogie, preferably symmetrically to the longitudinal axis of the bogie.
  • the bogie has at least one pair of two secondary springs and a coupling element via which the two secondary springs are coupled to one another.
  • the position of the two secondary springs with respect to one another is defined by the coupling element, in particular brought into an above-described symmetrical position with respect to the axis of rotation of the bogie.
  • the coupling element can be designed in such a way that one or more adjacent secondary springs are coupled to one another.
  • a coupling element has a coupling rod and two fastening points or bearing points, in particular bearing elements, for one secondary spring each.
  • a coupling rod mentioned can have a straight shape or a cranked shape or a single or multiple angled shape.
  • a cranked or single or multiple angled shape is advantageous if there is a passage area for passengers down to the level just above the axle in the area between the bogie side frames in the vehicle interior.
  • each of the secondary springs is rotatably mounted on the coupling element. This means that each of the secondary springs can be rotated about an axis of rotation which runs through the secondary spring. This embodiment is particularly advantageous in the case of a rollable secondary spring.
  • a coupling element mentioned is rotatable about a vertical axis of rotation.
  • This axis of rotation is preferably identical to the axis of rotation of the bogie.
  • the axis of rotation about which the coupling element can be rotated can be a virtual axis of rotation or it can be an objective axis of rotation.
  • This embodiment can in particular be combined with the feature that two secondary springs coupled by the coupling element are brought into a symmetrical position by the coupling element with respect to the mentioned axis of rotation. It is thus possible to guide the movement of the coupled secondary springs symmetrically to the axis of rotation about which the coupling element can be rotated, in particular to the axis of rotation of the bogie.
  • the coupled secondary springs are arranged rotationally symmetrically to the axis of rotation.
  • the coupled secondary springs are opposite one another with respect to the axis of rotation.
  • the invention relates to a rail vehicle that has a bogie as described above.
  • the rail vehicle can in particular have a second guide, which has already been described, which is arranged or formed on a substructure or under a car body of the rail vehicle.
  • the rail vehicle is in particular a tram, a light rail, an S-Bahn, a local train, a long-distance train or a module or wagon thereof.
  • connection of the bogie according to the invention to a car body or a substructure or vehicle substructure of a rail vehicle can take place in various ways.
  • a connection via a king pin or a slewing ring both of which are known from the prior art, can be selected.
  • connection points also referred to as interfaces of the traction rods on the bogie, are advantageously designed as elastic bearings.
  • the bogie 1 in Fig. 1 has the bogie frame 2, which has two longitudinal members 3, 4.
  • the wheels 7a, 7b, 7c and 7d of the bogie frame 2 are articulated at the end of the side members 3, 4.
  • the wheels 7a, 7b form a wheel set and the wheels 7c and 7d form a wheel set, whereby the elements 5, 6 can either be designed as a physical rotating axle connecting the wheel pairs 7a, 7b and 7c, 7d or as a portal axle.
  • the bogie also has a further X-shaped cross member arrangement 8, which is arranged in the central area of the bogie and whose purpose is to avoid angular and positional misalignments in the longitudinal direction of the two outer bogie frames (central sections 11, 12) to one another.
  • a cross member arrangement X is intended to prevent the formation of a parallelogram of the two outer bogie frames 3 and 11 or 4 and 12.
  • the first guides 9, 10 are formed on the bogie frame 2.
  • the first guides 9, 10 are circular arc-shaped guide channels which are formed in thickened central sections 11, 12 of the longitudinal members 3, 4.
  • the longitudinal beams 3, 4 can each be constructed in several parts, i.e. the middle sections 11, 12 can be used as independent components.
  • the already mentioned X-shaped cross member 8 connects the middle sections 11, 12 to one another.
  • a spherical secondary spring 13, 14 is movably mounted in each of the first guides.
  • the secondary springs 13, 14 are made of elastomer, for example rubber or synthetic rubber, and can be rolled along their respective guide path in the guide.
  • the secondary spring 13 can therefore be rolled along the path of the guide 9 and the secondary spring 14 can be rolled along the path of the guide 10.
  • the term “first” in relation to a guide refers to the fact that the guide so named is arranged on the bogie 1.
  • So-called second guides relate to guides on the side of the car body or car body substructure, such as on the basis of the Fig. 2 still described.
  • Fig. 1 the longitudinal axis L1 of the bogie 1 is shown with a dashed arrow.
  • the transverse axis Q1 of the bogie 1 is also shown.
  • the axes L1 and Q1 are symmetry axes or central axes in this case.
  • Fig. 1 the secondary springs 13, 14 are in the nominal position or in their rest position and the bogie 1 should be in relation to an in Fig. 1
  • the car body not shown, is in the zero position, ie at an unscrewing angle of 0, about the axis of rotation D, which is also shown in dashed lines.
  • the axis of rotation D is also referred to as the vertical axis or the Z axis.
  • the central longitudinal axis L1 is also referred to as the X-axis and the central transverse axis Q1 as the Y-axis.
  • the bogie 1 rotates around the axis D viewed from above in a clockwise direction by a certain turning angle ⁇ .
  • the central longitudinal axis L1 then assumes the position L1 '. Such a turning occurs when driving on a right turn.
  • the secondary spring 13 is rolled into the position 13 'indicated by dashed lines and the secondary spring 14 is rolled into the position 14'.
  • a movement of the secondary springs 13 in the guide 9 and the secondary spring 14 in the guide 10 does not necessarily exist.
  • the positions 13 'and 14' do not necessarily have to be opposite with respect to the axis of rotation D. I.e. the movement distance of the spring 13 to position 13 'does not have to be identical to the movement distance of the spring 14 to position 14'. However, this can be achieved with a coupling element described below.
  • the nominal position of the secondary spring elements 13, 14 is in the straight ahead position of the bogie 1 on the transverse axis Q1.
  • the position of the secondary springs 13 'and 14' deviates from the now realigned transverse axis Q1 '.
  • a first traction rod 15 and a second traction rod 16 are attached to the substructure of the rail vehicle.
  • the first traction rod 15 is articulated with the socket 17 so as to be rotatable about the axis of rotation D of the bogie 1.
  • the traction rod 15 can also be easily rotated about the transverse axis Q1, which is realized, for example, with an ultra socket with an elastomer bearing.
  • the traction rod 15 is attached to a car body substructure (not shown), for example a substructure cross member, hinged.
  • the traction rod 15 is pivotable about the transverse axis Q2, which is parallel to the central transverse axis Q1 of the bogie 1.
  • the bush 18 is also designed with an elastomeric bearing in order to achieve slight freedom of movement around other spatial axes or to allow other degrees of freedom of rotation to a small extent.
  • the pivotability of the traction rod 15 about the axis Q2 enables a translation of the bogie 1 upwards or downwards, that is to say in the direction of the axis D.
  • the traction rod 15 is set up to transmit longitudinal forces.
  • the traction bar 16 transmits transverse forces.
  • the traction rod 16 is articulated at one end with the bush 19 on the bogie frame 2, in this case on the cross member 8.
  • the traction rod 16 can be rotated about the central longitudinal axis L1.
  • the socket 17 of the first traction rod 15 and the socket 19 of the second traction rod 16 are coupled to one another and immovable relative to one another, on the one hand to allow the coupling to be turned out with as little friction as possible and, on the other hand, to limit the lateral movement as best as possible.
  • a simple implementation of the bearing around the axis of rotation, here bush 17, is made possible.
  • the traction rod 16 is articulated on the substructure of the car body.
  • the traction rod 16 can be rotated about the longitudinal axis L2, which is parallel to the central longitudinal axis L1 of the bogie.
  • This lateral force results in a small lateral displacement of the bogie towards the top left in Fig. 1 .
  • This transverse movement and the corresponding transverse force can be absorbed by the secondary spring elements 13, 14, which are not only deformed in the vertical direction but also in the direction of the transverse movement in a combined movement.
  • the spring constant is due to the spherically symmetrical shape in each The same spatial direction.
  • a suspension can take place in the transverse direction in the same way as in the vertical direction.
  • the guide 9 is designed as a guide channel in which the spherical and elastic secondary spring 13 is mounted such that it can roll.
  • the secondary spring 13 is compared to Fig. 1 Shown slightly larger and the guide 9 shorter.
  • the guide channel 9 has different depths.
  • the so-called rest position area R forms the deepest area.
  • the inclined areas S1 adjoin.
  • the guide channel 9 runs in the shape of a circular arc approximately parallel to the longitudinal direction L1, the parallelism naturally decreasing in both directions starting from the rest position area R due to the curvature of the guide 9.
  • the inclined areas S1 in which the depth of the guide channel 9 decreases continuously, are followed by the inclined areas S2, which are made even steeper and at the end of which the channel depth drops sharply towards zero.
  • a second guide 21 is also shown, which is also designed as a guide channel and mirror-symmetrical to the guide channel 9.
  • the guide channel 21 has a rest position area R 'and inclined areas S1' and S2 'on both sides of the rest position area R' with different inclines.
  • the guide channel 21 is arcuate.
  • the guides 9 and 21 come to cover and enclose the secondary spring 13.
  • the guide 21 in the guide block 22 is attached to a carrier 23 of the vehicle chassis.
  • the first guide and the second guide 21 (whereby the second guide denotes a guide on the substructure of the vehicle) rotate against each other.
  • the Secondary spring 13 is moved into the right inclined area S1 of the first guide 9 and into the left inclined area S1 'of the second guide 21. This results in position 13 'in Fig. 1 an inclined guide channel (which is not completely closed because the guides 9 and 21 do not touch).
  • this inclined design of the guides moves the secondary spring 13 back into the stirrer position area R of the first guide 9 and into the rest position area R 'of the second guide 21.
  • the spring action of the secondary spring 13 is achieved in that it, being made of elastomeric plastic, can be compressed when the bogie 1 and the substructure of the vehicle are moved relatively towards one another. With a relative movement apart, the secondary spring ball 13 is decompressed again.
  • a limiting mechanism can be provided which limits a relative movement apart of the substructure of the vehicle and of the bogie 1.
  • a mechanism consisting of two limiting rods 24, 25, which are articulated to one another via the joint 26 and which in turn are articulated via joints 27 and 28 either on the bogie, here on the longitudinal beam 3, or on the substructure, here on the substructure support 23.
  • FIG. 3 an alternative embodiment is shown in which secondary springs 30, 31 are designed in the form of cylindrical rollers.
  • the rollers are shown somewhat distorted in perspective, since in this view from above their faces would not actually be visible.
  • the rollers 30, 31 are made of elastomeric material.
  • the secondary spring 30 is guided in a guide channel 32 which has the width of the secondary spring 30.
  • the secondary spring 31 is guided in the guide channel 33, which is as wide as the secondary spring 31.
  • the guide channels 32, 33 are designed in the shape of a circular arc.
  • the circular arc-shaped guides 32 and 33 are related to a circle center, which lies on the axis of rotation D, which is in the Fig. 3 runs perpendicular to the plane of the drawing in the viewing direction of the observer.
  • the secondary springs 30, 31 form a secondary spring pair and are coupled to the coupling element 34.
  • the coupling element 34 has the coupling rod 35 and the frames 36, 37, which are each attached to the ends of the coupling rod 35.
  • the secondary spring 31 is rotatably mounted on the axis of rotation 38 on the frame 36 and thus rotatably mounted on the coupling element 34 via the axis of rotation 38.
  • the storage is only shown schematically.
  • the axis of rotation 38 lies on the axis of rotational symmetry of the secondary spring element 31.
  • the secondary spring 30 is mounted on the axis of rotation 39 so as to be rotatable about this axis on the frame 37 and thus on the coupling element 34.
  • the coupling element 34 itself is rotatable about the axis of rotation D, which is in the viewing direction of the observer and perpendicular to the plane of the drawing.
  • the coupling rod 35 is linked to the bogie frame 2 via the joint 40.
  • the secondary springs 30, 31 are brought into a clearly defined position relative to one another via the coupling element 34.
  • the relative position to each other remains the same, regardless of whether the bogie turns out, what angle it turns out or whether it does not turn out.
  • the coupling element 34 is designed in such a way that the secondary springs 30, 31 lie opposite one another in relation to the axis of rotation D.
  • the axis of rotation D in this example is also the axis of rotation of the bogie 1, which is analogous to FIG Fig. 1 is shown.
  • FIG Fig. 3 The position of the secondary springs 30, 31 after rotating the bogie through a certain angle is shown in FIG Fig. 3 shown.
  • the view of the viewer falls from above on the bogie, which is not shown in this figure, but to which the guides 32 and 33 belong.
  • the secondary spring 30 is moved into the position 30 ′ within the guide 32 and the secondary spring 31 is moved into the position 31 ′.
  • the guides 32, 33 would have to be rotated with respect to the position shown here. But it results in the relative position of the secondary springs 30 'and 31' to the guides 32, 33, which in the Fig. 3 is shown.
  • Due to the coupling element 34 the secondary spring elements 30 'and 31' remain unchanged in their relative position to one another.
  • a coupling element can be used to obtain a defined position of the secondary springs in relation to one another.
  • the invention generally also enables coupling elements that couple several secondary springs with one another, which are guided within the same guide.
  • FIG. 14 shows a side view of the coupling element 34 from FIG Fig. 3 .
  • the reference symbols are chosen to be identical.
  • Fig. 4 also shows an alternative embodiment of a coupling rod 41.
  • the coupling rod 41 as an alternative embodiment to Coupling rod 35 shown in dashed lines shows a cranked coupling rod instead of a straight coupling rod.
  • the joint 42 with which the coupling rod 41 is articulated about the axis of rotation D on the bogie frame can be brought to the desired height.
  • Fig. 5 shows an alternative arrangement to coupling elements, which from Fig. 1 are already known, the coupling elements here having a "virtual pivot point" about the axis of rotation D according to FIG Fig. 1 form and allow the same functionality of the suspension according to the invention.
  • Fig. 5 shows an alternative arrangement of coupling rods, the or elements thereof in Fig. 1 are designated by the reference numerals 15-20.
  • two angle elements 50, 51 mirror-symmetrical about the longitudinal axis L1, of the same dimensions, are connected rotatably to an outer bogie frame (middle sections 11, 12).
  • the angle elements 50, 51 are articulated to the middle sections 11, 12 of the bogie via the sockets 63, 64, which are located at the apex of the angle, and are each rotated around a vertical axis when the bogie is turned out, which is passed through the socket 63 or 64 runs.
  • the two angles 50, 51 are connected transversely to one another with a transverse connection 54 which is rotatably mounted about a vertical axis of rotation D.
  • the two angles 50, 51 are connected to the car body on the sockets 60, 62 with a longitudinal connection 57, 58 rotatably mounted about a vertical axis of rotation.
  • bushings 59, 60, 61, 62 used here are understood as pivot bearings in elastomer bedding which, in addition to the intended pivot bearing, also allow movements through the elastomer element in other directions. This functionality is referred to by the term "ultra socket”.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Springs (AREA)

Claims (10)

  1. Bogie (1) pour un véhicule sur rails, présentant un châssis de bogie (2),
    au moins un ressort secondaire (13, 14 ; 30, 31) élastiquement déformable,
    dans lequel
    une position locale du ressort secondaire (13, 14, ; 30, 31) au niveau du châssis de bogie (2) peut être modifiée, au moins un premier guidage (9, 10 ; 32, 33), le long duquel le ressort secondaire (13, 14 ; 30, 31) est mobile, caractérisé en ce que
    le guidage (9, 10 ; 32, 33) est réalisé sous la forme d'un renfoncement et présente des zones (S), dans lesquelles la profondeur du guidage varie.
  2. Bogie selon la revendication 1, dans lequel le ressort secondaire (13, 14 ; 30, 31) peut être coulissé ou roulé.
  3. Bogie selon l'une quelconque des revendications précédentes, dans lequel le ressort secondaire (13, 14 ; 30, 31) présente de l'élastomère ou est en élastomère.
  4. Bogie selon la revendication 1, dans lequel le premier guidage (9, 10 ; 32, 33) présente au moins une position de repos ou une zone de position de repos (R) pour le ressort secondaire, dans lequel une position de repos est une position, dans laquelle le ressort secondaire se trouve ou doit se trouver lorsque le bogie est en position droite, et dans lequel plusieurs positions de repos peuvent être adoptées dans une zone de position de repos.
  5. Bogie selon l'une quelconque des revendications précédentes, présentant au moins une paire composée de deux ressorts secondaires (32, 33) et un élément de couplage (34), par l'intermédiaire duquel les deux ressorts secondaires (32, 33) sont couplés l'un à l'autre.
  6. Bogie selon la revendication 5, dans lequel les deux ressorts secondaires (32, 33) sont montés de manière à pouvoir tourner au niveau de l'élément de couplage (34).
  7. Bogie selon l'une quelconque des revendications 5 ou 6, dans lequel l'élément de couplage (34) peut tourner autour d'un axe de rotation (D) pointant vers le haut.
  8. Véhicule sur rails présentant un bogie (1) selon l'une quelconque ou plusieurs des revendications 1 à 7.
  9. Véhicule sur rails selon la revendication 8, présentant un deuxième guidage (21), qui est disposé ou réalisé au niveau d'une caisse du véhicule sur rails et le long duquel le ressort secondaire (13) du bogie (1) est mobile.
  10. Véhicule sur rails selon la revendication 9, dans lequel le deuxième guidage (21) est réalisé sous la forme d'un renfoncement et présente des zones, dans lesquelles la profondeur du guidage varie.
EP16160113.3A 2015-03-20 2016-03-14 Bogie pour un vehicule ferroviaire Active EP3069951B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015205085.8A DE102015205085B3 (de) 2015-03-20 2015-03-20 Drehgestell für Schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP3069951A1 EP3069951A1 (fr) 2016-09-21
EP3069951B1 true EP3069951B1 (fr) 2020-09-30

Family

ID=55527468

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16160113.3A Active EP3069951B1 (fr) 2015-03-20 2016-03-14 Bogie pour un vehicule ferroviaire

Country Status (4)

Country Link
EP (1) EP3069951B1 (fr)
DE (1) DE102015205085B3 (fr)
ES (1) ES2833538T3 (fr)
RU (1) RU175746U1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE7831364U1 (de) * 1978-10-21 1979-02-01 Maschinenfabrik Augsburg-Nuernberg Ag, 8500 Nuernberg Federung fuer schienenfahrzeuge mit drehgestellen
DE3012782A1 (de) * 1980-04-02 1981-10-08 Waggonfabrik Uerdingen AG, Werk Düsseldorf, 4000 Düsseldorf Schienenfahrzeug mit sekundaerfederung
DE29800837U1 (de) * 1998-01-19 1999-05-20 Brodthage Dieter Drei- und fünfachsiges Eisenbahn-Motor/Lauf-Gestell
DE10360516C5 (de) * 2003-12-22 2010-12-16 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Vorrichtung zur Sekundärfederung eines Wagenkastens bei einem Schienenfahrzeug mit einem aktiven Federelement
DE102011055867A1 (de) * 2011-11-30 2013-06-06 Bombardier Transportation Gmbh Schraubenfedereinrichtung für ein Fahrzeug
DE102012105310A1 (de) * 2012-06-19 2013-12-19 Bombardier Transportation Gmbh Fahrzeug mit einer Federeinrichtung mit vorgebbarer Querfedercharakteristik

Also Published As

Publication number Publication date
EP3069951A1 (fr) 2016-09-21
RU175746U1 (ru) 2017-12-18
ES2833538T3 (es) 2021-06-15
DE102015205085B3 (de) 2016-06-23

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