EP3135553B1 - Verfahren zur verhinderung des bruchs von stahlfedern - Google Patents

Verfahren zur verhinderung des bruchs von stahlfedern Download PDF

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Publication number
EP3135553B1
EP3135553B1 EP16174694.6A EP16174694A EP3135553B1 EP 3135553 B1 EP3135553 B1 EP 3135553B1 EP 16174694 A EP16174694 A EP 16174694A EP 3135553 B1 EP3135553 B1 EP 3135553B1
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EP
European Patent Office
Prior art keywords
rubber
convex platform
main body
vertical backstop
pedestal
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EP16174694.6A
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English (en)
French (fr)
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EP3135553A1 (de
Inventor
Feng WANSHENG
Luo JUN
Li Bin
Xiao XIANGLONG
Chen JUNHUI
Zeng HUI
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Zhuzhou Times New Material Technology Co Ltd
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Zhuzhou Times New Material Technology Co Ltd
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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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating rubber springs

Definitions

  • the present invention is related to shock absorber used on vehicles, and especially related to a vertical backstop of a suspension system of a buffer locomotive.
  • the steel spring right above the locomotive axle box is one of the main parts of the bogie.
  • the rigidity of the transmission vertical force is called the vertical rigidity of primary suspension.
  • the longitudinal rigidity and horizontal rigidity of the primary suspension are transmitted to the bogie frame.
  • the vertical rigidity, longitudinal rigidity and the horizontal rigidity have to be appropriately selected in order to ensure good dynamics properties.
  • an elastic buffering device can be installed in the primary suspension system in order to reduce the vertical load born by the steel spring and reduce the metal fatigue produced in the steel spring and the steel spring break can be finally avoided.
  • variable rigidity is very important for preventing the break of the steel spring as well as the comfort for the passengers on the locomotive: when the range of the variable rigidity is too big, the anti-vibration properties of the locomotive are bad; when the range of the variable rigidity is too small, although the anti-vibration properties are good, they cannot share the vertical load born by the steel spring, and therefore the steel spring break cannot be avoided.
  • the utility model with the application No. 201420559352.6 and the title of "a locomotive bogie and its single level type primary suspension structure” discloses a locomotive bogie and its single level type primary suspension structure.
  • the single level type primary suspension structure comprises a frame, an axle box, a primary spring and a primary vertical backstop.
  • the frame is provided with a guiding groove and a first location hole.
  • the axle box is provided with a backstop installation table.
  • the primary spring includes a primary spring seat and a steel spring group.
  • the primary steel spring seat is provided with a limitation protrusion that is limited within the first location hole at one side, whereas it is provided with a backstop guiding column on the other side.
  • first buffering cushion between the upper cover plate and the primary spring seat, which coats the limitation protrusion, as well as a second buffering cushion.
  • the head face of the axle box which is close to the upper cover plate, is provided with an installation groove.
  • the second buffering cushion is installed in the installation groove.
  • One side of the steel spring group rests against the primary spring seat, whereas the other side of the steel spring group rests against the second buffering cushion.
  • the utility model buffers the force born by the primary spring through the first buffering cushion and the second buffering cushion, in order to buffer the vertical vibration of the primary spring, so that the shelf life of the primary spring is increased.
  • the utility model, 201020542266.6 discloses a railway locomotive primary elastic location device.
  • the utility model uses a composite structure which combines the elastic location with a primary backstop in order to optimize the positioning rigidity of the axle box and to ensure the high critical instability speed of the bogie.
  • Adding the elastic buffering stop in the primary vertical spring device is to avoid the relative big rigid impulse onto the wheel set and the axle box when the primary vertical load is too big or the primary vibration reducing parts are not working.
  • the primary elastic positioning device is provided between the bogie frame and the vertical direction of the wheel axis. It includes a rotary arm axle box body as well as a primary spring device on the top of the axle box body.
  • Said primary spring device comprises an upper board and a lower board as well as a double coil spring between the upper board and the lower board.
  • a rubber stop is connected with the inner ring of the double coil spring and the bottom of the upper board through the overall vulcanization process.
  • the utility model, 200820186834.6 discloses a primary suspension spring structure of railway vehicle bogies, which includes concentric inside and outside springs as well as upper and lower spring positioning seats.
  • the upper spring positioning seat is connected with the frame of the bogie.
  • the lower spring positioning seat is connected with the positioning turning arm of the bogie, and is provided with an elastic block, which is fixed on the lower spring positioning seat and is installed with the same axle of the spring. When unloaded, the sum of the distance between the elastic block and the upper spring positioning seat and the maximum compression deformation distance of the elastic block is smaller than the maximum compression deformation distance of the spring.
  • the elastic block can buffer the vertical pressure, in order to avoid the break of the spring, and therefore the vertical rigidity and the life of the spring can be prolonged.
  • the elastic block can serve as a safe support in order to ensure the safe operation of the vehicle.
  • EP 2 783 939 A1 provides a bogie for high-speed railway vehicles, comprising a wheelset, a frame, a primary suspension system and a secondary suspension system.
  • the frame comprises side beams and an intermediate crossbeam, wherein a middle part of each of the side beams is a concave portion, and both ends of the intermediate crossbeam are separately connected with the concave portions of the side beams.
  • the primary suspension system comprises primary axle box suspension devices, wherein one end of each of the primary axle box suspension devices is connected with a wheel axle of the wheelset, and the other end is supported at one end of one of the side beams.
  • the secondary suspension system comprises at least two spring sets, which are arranged at interval on the intermediate crossbeam and located between the side beams, and the upper parts of the spring sets are connected with a carbody.
  • the spring sets of the secondary suspension system can provide a proper moment of rotational resistance between the frame and carbody, thus increasing the linear running stability, curve negotiation performance and critical speed of the railway vehicles.
  • CN 104 097 655 A discloses a railway express wagon bogie.
  • Derrick booms in central swing derrick boom devices are connected with a swing bolster component through a suspended hanging seat, and thus field assembly and maintenance are convenient. Both ends of the derrick booms are connected with swing bolster hanging seats and the suspended hanging seat of a framework component by using rubber elastic spherical hinges, thus a certain amount of vertical buffering capacity can be provided, and the performance reliability of the bogie is improved.
  • the two-stage threaded connection way of spring guide pillars of axle box suspension damping devices is designed to be integrated, and different positioning stiffness requirements on the vertical, longitudinal and transverse directions can be met, the unsprung mass can be reduced, the wheel/rail movement force is reduced, and the wheel/rail fraction is lowered.
  • Two traction rod devices are installed on a traction rod seat on the side face of the end of the swing bolster component and side beams of the framework component of the bogie symmetrically obliquely.
  • KR 2011 0133971 A discloses a suspension and a wheel load adjusting method using the same which comprise a lower supporter, a rubber spring, a coil spring and an upper supporter.
  • the lower supporter is installed in an axle housing and comprises a protrusion. The protrusion is projected upward to the inside of the coil spring.
  • the rubber spring is installed on the top of the lower supporter. The rubber spring supports the lower part of the coil spring.
  • the upper supporter is separably coupled in the upper part of a bogie frame CN 102 943 835 B and DE 296 10 365 U1 define backstops for a railway vehicle.
  • the technical problem of the present invention is: in view of the problems that, the change of load and vibration during vehicle operation can change the vertical pressure on the bogie frame, and the changing vertical pressure can produce metal fatigue in the steel spring in the long run and produce small cracks in parts of the steel spring, and the small cracks can gradually extend and lead to partial break of the steel spring, it is advised to install vertical backstop in the steel spring to prevent the break of the steel spring.
  • the current invention provides a solution as follows: A constant contact method for preventing steel spring break in a suspension system for a railway locomotive according to the features set forth in claim 1.
  • the rigidity of the vertical backstop can be increased by increasing the diameter of the rubber convex platform
  • the rigidity of the vertical backstop can be reduced by increasing the height of the rubber convex platform.
  • the diameter of the top of the convex platform is 15mm to 50mm
  • the height of the rubber convex platform is 6mm to 30mm.
  • the angle between the top of the convex platform and the outside of the convex platform is more than 90°.
  • the revolve solid shaped rubber convex platform that is provided above the rubber main body is: the generatrix of the revolve solid shaped rubber convex platform is an outward smooth curve.
  • the rigidity of the vertical backstop can be increased, whereas the rigidity of the vertical backstop can be decreased by increasing the height of the rubber convex platform.
  • the diameter of the rubber convex platform is 20mm to 60mm, and the height of the rubber convex platform is 6mm to 30mm.
  • the rubber main body is provided with an annular straight section and an annular arc section, wherein the angle between the annular straight section and the horizontal plane equals to or is bigger than 90°, and by reducing the angle between the annular straight section and the horizontal plane, the range of the variable rigidity of the vertical backstop can be increased, and by increasing the number of segments of the annular arc section of the vertical backstop, the number of the variable rigidity of the vertical backstop can be increased.
  • the rigidity of the vertical backstop can be increased, and by increasing the height of the rubber main body, the rigidity of the vertical backstop can be reduced, and the diameter of the rubber main body is 80mm to 95mm.
  • the metal pedestal is embedded underneath the rubber main body, and when the rubber main body and the rubber convex platform are deformed due to vertical load and move downwards, the pedestal can limit the downward movement of the rubber main body and the rubber convex platform to carry out its vertical limit function.
  • the limiting position of the vertical backstop can be adjusted, and by increasing the height of the pedestal, the rigidity of the vertical backstop can be increased, and the height of the pedestal is 30mm to 70mm.
  • the current invention further provides a suspension system for a railway locomotive comprising a steel spring and a vertical backstop for preventing steel spring break according to the features set forth in claim 7.
  • diameter of the top of the convex platform is 15mm to 50mm, and the height of the rubber convex platform is 6mm to 30mm, and the angle between the top of the convex platform and the outside of the convex platform is more than 90°.
  • the revolve solid shaped rubber convex platform that is provided above the rubber main body is: the generatrix of the revolve solid shaped rubber convex platform is an outward smooth curve, wherein the diameter of the rubber convex platform is 20mm to 60mm, and the height of the rubber convex platform is 6mm to 30mm.
  • the pedestal is a revolved body, and the pedestal comprises a pedestal main body and a convex rim, wherein the thickness of the upper part of the pedestal main body is smaller than the thickness of the lower part of the pedestal main body.
  • the middle part of the outside of the pedestal main body is provided with the convex rim, wherein the convex rim protrudes outwards, and wherein the height of the pedestal is 30mm to 70mm and the corners of the pedestal embedded in the rubber main body are all smooth circular arc chamfering.
  • the positioning pedestal 4 is installed above the axle box 5.
  • a steel spring 2 in the form of a double coil is installed above the positioning pedestal 4.
  • the steel spring 2 supports the weight of the locomotive on the bogie frame 6.
  • the steel spring 2 is provided with a vertical backstop 1.
  • the pedestal convex rim 132 of the vertical backstop 1 rests against the positioning pedestal 4. Since both the vertical backstop 1 and the positioning pedestal 4 are revolved solid, therefore the vertical backstop 1 can be stuck in the positioning pedestal 4.
  • a frame tank 3 is provided right above the vertical backstop 1.
  • the rubber convex platform 12 of the vertical backstop 1 contacts the frame tank 3. From non-loaded to maximum loading, the load of the primary suspension system is all be born together by the steel spring 2 and the vertical backstop 1, so that the vertical backstop 1 can better reduce the vertical load born by the steel spring 2.
  • the vertical load born by the steel spring 2 can be better reduced, however, when the rigidity of the vertical backstop 1 is too big, the locomotive can derail, and the vibration reduction and noise reduction effect of the locomotive are compromised, so as the comfort of the passengers.
  • the initial rigidity of the vertical backstop 1 has to be small and the initial range of the variable rigidity also has to be small, so that the vertical backstop 1 can have very good vibration reducing effect from the beginning.
  • the rigidity of the vertical backstop 1 should increase continuously, and at this time, the speed of the increase of the rigidity should be fast, and the range of the variable rigidity should also increase, so that after the frame tank 3 push downwards for some distance, the vertical backstop 1 can share relatively big vertical load, the vertical load born by the steel spring 2 can be reduced, and the position relation between the driving unit and the wheel set is ensured and not worsened during over loading.
  • the rigidity of the vertical backstop 1 of this embodiment is the ratio of the load born by the vertical backstop 1 to the downward moving distance of the top of the convex platform121 of the vertical backstop 1.
  • the rigidity curve 4 of the vertical backstop 1 is shown in Fig. 4 .
  • the deformation of the vertical backstop 1 in Fig. 4 refers to downward moving distance of the top of the convex platform121 of the vertical backstop 1.
  • the rigidity increases nonlinearly. That is to say, it gradually presents variable rigidity.
  • the load exceeds 2KN
  • the corresponding addition of load is relatively small. That is to say, the range of the variable rigidity of the vertical backstop is relatively small, and the speed of the rigidity increase is relatively slow.
  • Such property can provide the vertical backstop 1 with good vibration reducing effect. The passengers can thereby have good comfort and the break of the steel spring can be effectively avoided.
  • the vertical backstop 1 When the vertical backstop 1 bears heavy load, such as more than 8KN, for each addition of the downward moving distance of the top of the convex platform121, such as for every addition of 1mm, the corresponding addition of load is relatively big. That is to say, the range of the variable rigidity of the vertical backstop is relatively big, and the speed of the rigidity increase is relatively high. Such property can let the vertical backstop 1 share more load, and better reduce the vertical load born by the steel spring, and break of the steel spring can be effectively avoided.
  • heavy load such as more than 8KN
  • variable rigidity and rigidity of the vertical backstop 1 need to be adjusted flexibly in order to meet the concrete requirements of different locomotives.
  • the vertical backstop 1 is a symmetric revolve solid, and comprises the rubber main body 11, the rubber convex platform 12 and the pedestal 13, wherein the rubber convex platform 12 comprises the top of the convex platform 121 and the outside of the convex platform 122, and the rubber convex platform 12 has the form of a truncated cone.
  • the angle between the top of rubber convex platform 121 and the outside of the convex platform 122 is A.
  • the angle between the first annular straight section 111 and the horizontal plane is B.
  • the diameter of the rubber convex platform 12 is D1 and the height of the rubber convex platform 12 H.
  • the diameter of the rubber main body 11 is D2.
  • the vertical backstop 1 should meet the requirement mentioned above "the initial rigidity of the vertical backstop 1 needs to be small, and the initial variable rigidity also needs to be small".
  • the frame tank 3 pushes downwards and makes the rubber convex platform 12 deform first in order to provide the vertical backstop 1 with rigidity and variable rigidity.
  • the rubber convex platform should rationally distribute the values of D1 and H, so that the initial rigidity of the vertical backstop 1 can be small.
  • the angles A and B should be relatively big, so that the initial range of variable rigidity of the vertical backstop can be small.
  • the preferred value of D1 is 15mm to 50mm.
  • the preferred value of D2 is 80mm to 95mm.
  • the preferred value of H is 6mm to 30mm.
  • the preferred value of angle A is 100° to 150°.
  • the preferred value of angle B is 135° to 165°.
  • the rubber convex platform 13 and the rubber main body 11 of the vertical backstop 1 are in integral rubber piece.
  • the rubber main body 11 is glued to the pedestal 13 and are vulcanized into an integral piece under a certain temperature and pressure.
  • the main rubber body 11 is provided with more than 2 annular straight sections. And the neighboring annular straight sections are connected via the annular arc section 115.
  • the rubber convex platform 12, the rubber main body 11 and the pedestal 13 are an integral piece.
  • the rigidity of the vertical backstop 1 can be reduced.
  • the rigidity of the vertical backstop 1 can be increased.
  • the rigidity of the vertical backstop 1 can be increased.
  • the rigidity of the vertical backstop 1 can be reduced.
  • the first annular straight section 111 has a vertical length H1.
  • the second straight section 112 has a vertical length H2.
  • the third annular straight section 113 has a length H3.
  • H1 is preferred to be from 5mm to 10mm.
  • H2 is preferred to be from 10mm to 40mm.
  • H3 is preferred to be from 15mm to 60mm.
  • Each annular straight section and the horizontal plane has an ; angle in between, so that the rigidity of rubber main body 11 can have nonlinear change when the rubber main body is pushed down by the frame tank 3. That is to say, the variable rigidity of the rubber main body can be produced. Different sections can have different angles with the horizontal plane, so that the rubber main body 11 produces multiple variable rigidity.
  • the angle between each annular straight section and the horizontal plane equals to or is bigger than 90°.
  • the range of the variable rigidity of the vertical backstop 1 can be reduced, so that the vibration reducing effect of the vertical backstop 1 can be increased and the comfort of the passenger can be increased.
  • the range of the variable rigidity of the vertical backstop 1 can be increased, so that when the top of the convex platform 121 moves downwards and the distance is small, the rigidity can be increased fast.
  • the angle between the first annular straight section 111 and the horizontal lane is B.
  • the angle between the second annular straight section 112 and the horizontal lane is C.
  • the angle between the third annular straight section 113 and the horizontal lane is 90°.
  • Angle B is preferably to be between 135° and 65°.
  • Angle C is preferably to be between 100° and 140°.
  • the number of the angles between the rubber main body 11 and the rubber convex platform 12 on the vertical backstop 1 equals to the number of the variable rigidity of the vertical backstop 1.
  • the number of segments of the annular straight section of the rubber main body 11 is 3.
  • the three segments of the annular straight section form 2 angles.
  • the rubber convex platform 12 is connected with the rubber main body via the annular arc section 115 of segment 1, and there is also one angle formed here.
  • the top of the convex platform 121 and the outside of the convex platform 122 form an angle A. Therefore, there are altogether 4 angles on the rubber main body 11 and the rubber convex platform 12 of the vertical backstop 1.
  • the number of the variable rigidity of the vertical backstop 1 in this embodiment is 4.
  • the position of the annular arc section 115 of the rubber main body 11 is determined by the length of the annular straight section.
  • the location of the annular arc section 115 is also the location of the angle of the rubber main body 11. Therefore, by adjusting the length of any segment of the annular straight section on the rubber main body 11, the position of the variable rigidity of the vertical backstop 1 can be adjusted.
  • the pedestal 13 is a revolved body, and the pedestal 13 comprises a pedestal main body 131 and a convex rim 132, wherein the thickness of the upper part of the pedestal main body 131 is smaller than the thickness of the lower part of the pedestal main body 131.
  • the middle part of the outside of the pedestal main body 131 is provided with the convex rim 132, wherein the convex rim 132 protrudes outwards.
  • the pedestal 13 is embedded in the rubber main body 11 and is vulcanized with the rubber main body 11 and form an integral piece.
  • the corners of the pedestal 13 embedded in the rubber main body 11 are all smooth circular arc chamfering.
  • the metal pedestal 13 is located beneath the rubber main body 11.
  • the pedestal 13 can prevent the upper part of the rubber main body 11 from moving further down, and therefore exerts its limiting function.
  • the height of the pedestal 13 is preferred to be 30mm to 70mm.
  • the pedestal 13 is embedded in the rubber main body 11. Especially, the pedestal main body 131 above the pedestal convex rim 132 inserts into the rubber main body 11 and the distance between the top of the pedestal main body 131 and the top of the pedestal convex rim 132 is H5.
  • H5 the higher the rigidity of the vertical backstop 1. That is to say, by increasing the height of the pedestal 13, especially by increasing H5, the rigidity of the vertical backstop 1 can be increased. Conversely, by decreasing the height of the pedestal 13, especially by decreasing H5, the rigidity of the vertical backstop 1 can be decreased.
  • the preferred value of H5 is between 10mm and 45mm.
  • the pedestal 13 is made of metal with high hardness and can exert limiting function.
  • the rubber main body 11 beneath the top of the pedestal main body 131 has no influence on the rigidity and variable rigidity of the vertical backstop 1. Therefore, for convenience, hot rubber is added during the production of the vertical backstop 1.
  • a cavity 114 is provided in the middle of the bottom of the rubber main body 11.
  • H4 is preferably between 10mm and 30mm.
  • the rigidity of the vertical backstop 1 is adjusted by adjusting the diameter and the height of the rubber main body 11 and the rubber convex platform 12 as well as the height of the pedestal 13.
  • the variable rigidity of the vertical backstop 1 can be adjusted.
  • the number of the segments of the annular arc section 115 the number of the variable rigidity of the vertical backstop 1 can be adjusted.
  • the height of the pedestal 13 the position limited by the vertical backstop 1 can be adjusted.
  • the vertical load born by the steel spring 2 can be reduced. Thereby the metal fatigue in the steel spring 2 during locomotive operation can be reduced and the break of the steel spring 2 can be effectively avoided.
  • Embodiment 2 does not form part of the invention but represents background art that is useful for understanding the invention.
  • embodiment 2 differs from embodiment 1 in that: revolve solid shaped rubber convex platform above the rubber main body 11 is no longer in the form of a truncated cone, but rather the generatrix 123 of the revolve solid shaped rubber convex platform 12 is an outward smooth curve.
  • the diameter D3 of the rubber convex platform 12 refers to the diameter of the bottom of the rubber convex platform 12, which is different from the D1 of the rubber convex platform 12 of embodiment 1, which refers to the diameter of the top of the rubber convex platform 12.
  • the diameter D3 of the rubber convex platform 12 of this embodiment is preferred to be between 20mm and 60mm.
  • the generatrix 123 of the revolve solid shaped rubber convex platform 12 is an outward smooth curve.
  • the rigidity curve of the vertical backstop 1 can be more smooth, so that an abrupt increase of the rigidity of the vertical backstop 1 can be effectively avoided and the vibration can be better reduced.
  • the rubber convex platform 12 of the current embodiment does not have such acute corners at the connection part of the top of the convex platform 121 and the outside of the convex platform 122 as in the embodiment 1.
  • stress concentration can hardly occur in the present embodiment when the rubber convex platform 12 is compressed by the frame tank 3 and deforms. Thereby the life of the rubber convex platform 12 is prolonged.
  • the rigidity curve of the present embodiment can be referred to in Fig. 4 . This is due to the fact that the influence of the rubber convex platform 12 on the rigidity and the variable rigidity of the vertical backstop 1 is mainly at the time of the initial small load. When the load is high, the rigidity and the variable rigidity of the rubber main body are mainly provided by rubber main body 11. Therefore the rigidity curve of the present embodiment is only different from the rigidity curve of the embodiment 1 when the initial load is small, whereas they are the same when the load is big.

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  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)

Claims (10)

  1. Ein Dauer-Kontaktverfahren zum Verhindern von Stahlfederbruch in einem Aufhängungssystem für eine Eisenbahnlokomotive, das die Stahlfeder (2) und eine vertikale Rücklaufsperre (1) umfasst, wobei:
    -- die Stahlfeder (2) zwischen dem Drehgestellrahmen (6) und einem Radsatzlager (5) angeordnet ist,
    -- die vertikale Rücklaufsperre (1) sich in der Stahlfeder befindet,
    -- ein Rahmenbehälter (3) sich auf dem Drehgestellrahmen (6) direkt über der vertikalen Rücklaufsperre (1) befindet,
    dadurch gekennzeichnet, dass
    die vertikale Rücklaufsperre (1) einen Gummi-Hauptkörper (11), eine konvexe Gummi-Plattform (12) und einen Sockel (13) umfasst, wobei eine drehbare, massiv geformte, konvexe Gummi-Plattform (12) über dem Gummi-Hauptkörper (11) vorgesehen ist, wobei der Gummi-Hauptkörper (11) mit einem ringförmigen geraden Abschnitt und einem ringförmigen Bogenabschnitt (115) versehen ist, die konvexe Gummi-Plattform (12) mit dem Gummi-Hauptkörper (11) über den ringförmigen Bogenabschnitt (115) verbunden ist, ein Sockel (13) unterhalb des Gummi-Hauptkörpers (11) vorgesehen ist, und der Boden des Gummi-Hauptkörpers (11) mit einem Hohlraum (114) versehen ist, wobei der Gummi-Hauptkörper (11), die konvexe Gummi-Plattform (12) und der Sockel (13) eine Einheit bilden,
    wobei
    -- der Sockel (13) aus Metall gefertigt ist,
    -- die konvexe Gummi-Plattform (12) die Oberseite der konvexen Plattform (121) und die Außenseite der konvexen Plattform (122) umfasst und die konvexe Gummi-Plattform (12) die Form eines Kegelstumpfes hat,
    -- der Gummi-Hauptkörper (11) mit mindestens 3 ringförmigen geraden Abschnitten (111, 112, 113) versehen ist und jeder ringförmige gerade Abschnitt und die horizontale Ebene einen Winkel dazwischen haben,
    -- die gewölbte Gummi-Plattform (12) den Rahmenbehälter (3) berührt, wenn die Lokomotive nicht beladen ist;
    -- durch Einstellen des Durchmessers oder der Höhe der konvexen Gummi-Plattform (12) die Steifigkeit der vertikalen Rücklaufsperre (1) eingestellt werden kann, und durch Einstellen des Durchmessers oder der Höhe des Gummi-Hauptkörpers (11) auch die Steifigkeit der vertikalen Rücklaufsperre (1) eingestellt werden kann;
    -- die variable Steifigkeit der vertikalen Rücklaufsperre (1) durch Einstellen des Winkels zwischen dem ringförmigen geraden Abschnitt und dem ringförmigen Bogenabschnitt eingestellt werden kann;
    -- durch Einstellen der Anzahl der Segmente des ringförmigen Bogenabschnitts (115) der vertikalen Rücklaufsperre (1) die Anzahl der variablen Steifigkeit der vertikalen Rücklaufsperre (1) eingestellt werden kann;
    -- durch Einstellen der Anzahl der Segmente des ringförmigen Bogenabschnitts (115) der vertikalen Rücklaufsperre (1) die Anzahl der variablen Steifigkeit der vertikalen Rücklaufsperre (1) eingestellt werden kann;
    -- der Sockel (13) in den Gummihauptkörper (11) der vertikalen Rücklaufsperre (1) eingebettet ist, so dass der Sockel (13) die vertikale Rücklaufsperre (1) begrenzen kann und durch Einstellen der Höhe des Sockels (13) sowohl die Steifigkeit als auch die Positionen, die durch die vertikale Rücklaufsperre (1) begrenzt werden, eingestellt werden können;
    -- durch die Einstellung der Steifigkeit, der variablen Steifigkeit sowie der durch die vertikale Rücklaufsperre (1) begrenzten Positionen die von der Stahlfeder (2) aufgenommene vertikale Belastung verringert wird, die von der Stahlfeder (2) während der Lokomotive erzeugte Metallermüdung während der Fahrt verringert wird, so dass ein Bruch der Stahlfeder (2) vermieden wird.
  2. Dauer-Kontaktverfahren zur Verhinderung eines Stahlfederbruchs in einem Aufhängungssystem für eine Eisenbahnlokomotive. umfassend die Stahlfeder (2) und eine vertikale Rücklaufsperre (1) nach Anspruch 1, dadurch gekennzeichnet, dass
    -- die Steifigkeit der vertikalen Rücklaufsperre (1) erhöht werden kann, indem der Durchmesser der konvexen Gummi-Plattform (12) vergrößert wird, die Steifigkeit der vertikalen Rücklaufsperre (1) verringert werden kann, indem die Höhe der konvexen Gummi-Plattform (12) vergrößert wird;
    -- der Durchmesser der Oberseite der konvexen Plattform (121) 15 mm bis 50 mm beträgt und die Höhe der konvexen Gummi-Plattform (12) 6 mm bis 30 mm beträgt;
    -- der Winkel zwischen der Oberseite der konvexen Plattform (121) und der Außenseite der konvexen Plattform (122) mehr als 90° beträgt; durch Verringerung des Winkels zwischen der Oberseite der konvexen Plattform (121) und der Außenseite der konvexen Plattform (122) der Bereich der variablen Steifigkeit der vertikalen Rücklaufsperre (1) vergrößert werden kann, wobei der Winkel zwischen der Oberseite der konvexen Plattform (121) und der Außenseite der konvexen Plattform (122) zwischen 100° und 150° beträgt.
  3. Dauer-Kontaktverfahren zur Verhinderung eines Stahlfederbruchs in einem Aufhängungssystem umfassend die Stahlfeder (2) und eine vertikale Rücklaufsperre (1) nach Anspruch 1, dadurch gekennzeichnet, dass
    -- die konvexe Plattform (12), die über dem Gummihauptkörper (11) vorgesehen ist, aus massivem Gummi ist: die Mantellinie (123) der konvexen Plattform (12) aus massivem Gummi eine nach außen gerichtete glatte Kurve ist;
    -- durch Vergrößerung des Durchmessers der konvexen Gummi-Plattform (12) die Steifigkeit der vertikalen Rücklaufsperre (1) erhöht werden kann, während die Steifigkeit der vertikalen Rücklaufsperre (1) durch Vergrößerung der Höhe der konvexen Gummi-Plattform (12) verringert werden kann;
    -- der Durchmesser der konvexen Gummi-Plattform (12) 20 mm bis 60 mm beträgt, und die Höhe der konvexen Gummi-Plattform (12) 6 mm bis 30 mm beträgt.
  4. Dauer-Kontaktverfahren zur Verhinderung von Stahlfederbruch in einem Aufhängungssystem für eine Eisenbahnlokomotive umfassend die Stahlfeder (2) und eine vertikale Rücklaufsperre (1) nach Anspruch 1, dadurch gekennzeichnet, dass der Gummi-Hauptkörper (11) mit einem ringförmigen geraden Abschnitt und einem ringförmigen Bogenabschnitt (115) versehen ist, wobei der Winkel zwischen dem ringförmigen geraden Abschnitt und der horizontalen Ebene gleich oder größer als 90° ist, und durch Verringerung des Winkels zwischen dem ringförmigen geraden Abschnitt und der horizontalen Ebene der Bereich der variablen Steifigkeit der vertikalen Rücklaufsperre (1) vergrößert werden kann, und durch Erhöhung der Anzahl der Segmente des ringförmigen Bogenabschnitts (115) der vertikalen Rücklaufsperre (1) die Anzahl der variablen Steifigkeit der vertikalen Rücklaufsperre (1) erhöht werden kann.
  5. Dauer-Kontaktverfahren zur Verhinderung von Stahlfederbruch in einem Aufhängungssystem für eine Eisenbahnlokomotive umfassend die Stahlfeder (2) und eine vertikale Rücklaufsperre (1) nach Anspruch 1, dadurch gekennzeichnet, dass durch Vergrößerung des Durchmessers des Gummihauptkörpers (11) die Steifigkeit der vertikalen Rücklaufsperre (1) erhöht werden kann, und durch Vergrößerung der Höhe des Gummihauptkörpers (11) die Steifigkeit der vertikalen Rücklaufsperre (1) verringert werden kann, und der Durchmesser des Gummihauptkörpers (11) 80 mm bis 95 mm beträgt.
  6. Dauer-Kontaktverfahren zur Verhinderung von Stahlfederbruch in einem Aufhängungssystem für eine Eisenbahnlokomotive, umfassend die Stahlfeder (2) und eine vertikale Rücklaufsperre (1) nach Anspruch 1, dadurch gekennzeichnet, dass
    -- der Metallsockel unter dem Gummi-Hauptkörper (11) eingebettet ist, und wenn der Gummi-Hauptkörper (11) und die konvexe Gummi-Plattform (12) aufgrund einer vertikalen Belastung verformt werden und sich nach unten bewegen, der Sockel (13) die Abwärtsbewegung des Gummihauptkörpers (11) und der konvexen Gummiplattform (12) begrenzen kann, um seine vertikale Begrenzungsfunktion auszuführen; und
    -- durch Einstellen der Höhe des Sockels (13) die Grenzposition der vertikalen Rücklaufsperre (1) eingestellt werden kann, und durch Erhöhen der Höhe des Sockels (13) die Steifigkeit der vertikalen Rücklaufsperre (1) erhöht werden kann, und die Höhe des Sockels 30 mm bis 70 mm beträgt.
  7. Ein Federungssystem für eine Eisenbahnlokomotive, umfassend eine Stahlfeder (2) und eine vertikale Rücklaufsperre (1) zur Verhinderung eines Stahlfederbruchs, wobei die vertikale Rücklaufsperre (1) in der Stahlfeder (2) angeordnet ist, dadurch gekennzeichnet, dass die vertikale Rücklaufsperre (1) einen Gummi-Hauptkörper (11), eine konvexe Gummi-Plattform (12) und einen Sockel (13) umfasst, wobei eine drehbare, massiv geformte, konvexe Gummi-Plattform (12) oberhalb des Gummi-Hauptkörpers (11) vorgesehen ist, der Gummi-Hauptkörper (11) mit einem ringförmigen geraden Abschnitt und einem ringförmigen Bogenabschnitt (115) versehen ist, die konvexe Gummi-Plattform (12) mit dem Gummi-Hauptkörper (11) über den ringförmigen Bogenabschnitt (115) verbunden ist, ein Sockel (13) unterhalb des Gummi-Hauptkörpers (11) vorgesehen ist, und der Boden des Gummi-Hauptkörpers (11) mit einem Hohlraum (114) versehen ist, wobei der Gummi-Hauptkörper (11), die konvexe Gummi-Plattform (12) und der Sockel (13) eine Einheit bilden, und wobei
    -- der Sockel (13) aus Metall gefertigt ist,
    -- die konvexe Gummi-Plattform (12) die Oberseite der konvexen Plattform (121) und die Außenseite der konvexen Plattform (122) umfasst und die konvexe Gummi-Plattform (12) die Form eines Kegelstumpfes hat,
    -- der Gummi-Hauptkörper (11) mit mindestens 3 ringförmigen geraden Abschnitten (111, 112, 113) versehen ist und jeder ringförmige gerade Abschnitt und die horizontale Ebene einen Winkel dazwischen haben.
  8. Das Federungssystem für eine Eisenbahnlokomotive nach Anspruch 7, dadurch gekennzeichnet, dass der Durchmesser der Oberseite der konvexen Plattform (121) 15 mm bis 50 mm beträgt und die Höhe der konvexen Gummi-Plattform (12) 6 mm bis 30 mm beträgt und der Winkel zwischen der Oberseite der konvexen Plattform (121) und der Außenseite der konvexen Plattform (122) mehr als 90° beträgt.
  9. Das Federungssystem für eine Eisenbahnlokomotive nach Anspruch 7, dadurch gekennzeichnet, dass die drehbare, massiv geformte, konvexe Gummi-Plattform (12), die über dem Gummi-Hauptkörper (11) vorgesehen ist, wie folgt ist: die Mantellinie (123) der drehbaren, massiv geformten, konvexen Gummi-Plattform (12) ist eine nach außen gerichtete, glatte Kurve, wobei der Durchmesser der konvexen Gummi-Plattform (12) 20 mm bis 60 mm beträgt und die Höhe der konvexen Gummi-Plattform (12) 6 mm bis 30 mm beträgt.
  10. Das Federungssystem für eine Eisenbahnlokomotive nach Anspruch 7, dadurch gekennzeichnet, dass der Sockel (13) ein Drehkörper ist, und der Sockel (13) einen Sockelhauptkörper (131) und einen konvexen Rand (132) umfasst, wobei die Dicke des oberen Teils des Sockelhauptkörpers (131) kleiner ist als die Dicke des unteren Teils des Sockelhauptkörpers (131), der mittlere Teil der Außenseite des Sockelhauptkörpers (131) mit dem konvexen Rand (132) versehen ist, wobei der konvexe Rand (132) nach außen vorsteht, und wobei die Höhe des Sockels (13) 30 mm bis 70 mm beträgt und die Ecken des Sockels (13), die in den Gummihauptkörper (11) eingebettet sind, alle glatte Kreisbogenabschrägungen sind.
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