EP3350054B1 - Dispositif de ressort destine a la reception de forces transversales et vehicules sur rails comprenant un dispositif de ressort - Google Patents

Dispositif de ressort destine a la reception de forces transversales et vehicules sur rails comprenant un dispositif de ressort Download PDF

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Publication number
EP3350054B1
EP3350054B1 EP16750811.8A EP16750811A EP3350054B1 EP 3350054 B1 EP3350054 B1 EP 3350054B1 EP 16750811 A EP16750811 A EP 16750811A EP 3350054 B1 EP3350054 B1 EP 3350054B1
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EP
European Patent Office
Prior art keywords
spring
spring device
unit
elements
spring element
Prior art date
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Active
Application number
EP16750811.8A
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German (de)
English (en)
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EP3350054A1 (fr
Inventor
Christoph Alexander Holtgrewe
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.)
Stadler Rail AG
Original Assignee
Stadler Bussnang AG
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Publication of EP3350054A1 publication Critical patent/EP3350054A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B61F5/142—Side bearings made of rubber elements, graphite or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • the present invention relates to a spring device for absorbing transverse forces between a bogie frame and a car body on a rail vehicle and a rail vehicle comprising such a spring device according to the preamble of the independent claims.
  • the car bodies are mounted on at least one bogie frame and are preferably connected to one another via vertical suspension.
  • Flexible elements in particular transverse spring systems, must therefore be provided for positioning the bogie and the car body with respect to one another.
  • the transverse spring system is an elementary component of the chassis. Its task is to transfer the transverse forces of the car body to the bogie frame when moving around curves; or to limit the transverse path of the box in the event of cross joints caused by deflection of points and track position errors. This ensures that the vehicle remains within a defined clearance profile in every load condition.
  • the EP 1 527 976 A1 shows, for example, a transverse suspension made of a two-part rubber suspension. From the EP 1 610 995 B1 a device has also become known which has a transverse suspension. This lateral suspension can be active or passive. Out WO 2004/089716 A1 a transverse suspension is known.
  • U.S. 6,092,470 A discloses a side support with a stop.
  • the first spring element comprises and in particular consists at least partially of elastic material and preferably of an elastomer.
  • the spring device has a secondary spring unit with at least one second spring element.
  • the second spring element consists at least partially of elastic material and preferably of an elastomer.
  • the first spring element and the secondary spring unit are connected in series.
  • the spring device has at least one stop element for bridging and in particular for limiting the spring travel of the secondary spring unit.
  • the bridging of the secondary spring unit makes it possible that, for example, from a certain spring length or from a certain spring travel, only the spring force of the first spring element acts. This enables a system characteristic that has a kink and can be progressive overall.
  • the series connection enables thereby extending the spring travel over a short distance in a compact unit.
  • the spring device preferably comprises a third spring element.
  • the third spring element can be arranged in series with the first spring element and parallel to the secondary spring device.
  • a graduated spring characteristic with different gradients depending on the spring travel can be provided.
  • the system characteristic is preferably progressive as a whole. That means, the more travel, the harder the suspension.
  • the third spring element is preferably arranged in such a way that, in the unloaded state, it is spaced from a counter-link.
  • the third spring element can therefore only be engaged or brought into engagement from a certain spring travel.
  • the counter link can have a wear element.
  • the wear element also has an elastic material and thus spring properties.
  • the distance between the third spring element and the counter-link can be adjusted by wearing elements of different thicknesses. This enables the second break point to be set in advance. A subsequent adjustment of the spring device is also possible by replacing the wear element.
  • At least one of the spring elements can be designed as a helical spring, a plate spring, a thrust spring or an elastomer spring. A combination of different elements is also possible. Thrust springs are springs that are essentially not subjected to tension or compression, but rather to thrust.
  • the corresponding properties can be incorporated.
  • the spring units can each also consist of several spring elements, which are preferably arranged in parallel.
  • the present spring device preferably comprises a fastening arrangement for fastening the spring device to a frame and / or to a car body.
  • the spring device to be provided as a compact structural unit which, for example, can be exchanged quickly and does not require any further adjustment steps after removal.
  • the fastening arrangement can be designed, for example, as a frame, the frame preferably being in one piece.
  • the frame can be designed as an open frame and have a U-shape.
  • the spring elements are preferably arranged between the legs of the U.
  • Fastening means such as openings or screws can be provided on the fastening arrangement.
  • the first spring element of the spring device and preferably the primary spring unit is preferably mounted on the secondary spring unit of the spring device by means of a bearing. It is particularly conceivable that the bearing is designed as a movable bearing.
  • first spring element is resiliently mounted with the secondary spring unit.
  • the individual spring constants of the first spring element and the secondary spring unit are superimposed.
  • the storage can be designed, for example, as a torsion-resistant holder.
  • the storage can be made of one or more interconnected parts.
  • the interfaces for fastening the second spring elements can be manufactured as individual elements which, in a position according to the invention, extend essentially parallel to the legs of a U-shaped fastening element and are preferably located in the middle of the legs.
  • the secondary spring unit is preferably formed from four spring elements, these spring elements preferably as thrust springs are trained. These four spring elements are particularly preferably arranged in parallel.
  • Thrust springs are characterized by their relatively small size and compact design. This also enables a compact design of the spring device.
  • the spring elements of the secondary spring unit are arranged essentially parallel between the interfaces and the legs of the U-shaped fastening element.
  • the mounting of the first spring element on the secondary spring unit can have an axis of rotation.
  • the first spring element and the third spring element are preferably movably arranged on the axis of rotation. It is conceivable that the first and the third spring element are arranged on a roller which is designed to be rotatable about the axis of rotation.
  • first and the third spring element in one piece, the division into a first and a third spring element resulting from the relative position to the axis of rotation.
  • the first and the third spring element form the primary spring unit and are in particular designed in one piece. Simple production and / or the use of semi-finished products or standard parts is possible.
  • the stop element for bridging the secondary spring element and for limiting the spring travel of the secondary spring unit is preferably arranged on the bearing element.
  • stop elements on the fastening element, these being in operative connection with the bearing element from a certain spring travel.
  • Another aspect of the invention relates to a rail vehicle which comprises a spring device as described here.
  • the spring device is firmly connected to the bogie or the car body of the rail vehicle.
  • the rail vehicle can be delivered as a complete unit, whereby the spring elements can be adjusted and / or pre-assembled according to the requirements. This enables a suspension that is comfortable for the passenger, especially when cornering.
  • the rail vehicle preferably comprises at least two spring devices, the first spring device being able to absorb transverse forces in a first direction and the second spring device being able to absorb transverse forces in a second direction substantially opposite to the first direction.
  • Lateral forces are forces that occur essentially across the direction of travel.
  • the rail vehicle can thus form a self-contained system.
  • Both the bogie and the car body can comprise at least one spring stop surface against which the spring device can be stopped.
  • Figure 1 shows a series of different states during the compression process and thus a sequence of different operating states of a spring device 1 according to the invention.
  • Figure 1a shows a spring device 1 in the unloaded state.
  • the spring device 1 has a first spring element 11, two second spring elements 12 and a third spring element 13.
  • the first spring element 11 and the third spring element 13 form the primary spring unit 2.
  • the two second spring elements 12 form the secondary spring unit 3.
  • the first spring element 11 and the third spring element 13 are arranged on a bearing 21.
  • the stop element 20 is connected via the mounting 21 to the second spring elements 12, which in turn are arranged on the fastening arrangement 30. This means that the stop element 20 interacts with the second spring elements 12 by means of the bearing 21.
  • a counter-link 31 with a wear element 32 there is a counter-link 31 with a wear element 32.
  • the counter-link 31 is shown integrally with the fastening arrangement 30 in the present case.
  • the wear element 32 is arranged directly on the fastening arrangement 30.
  • the wear element 31 defines the point in time / spring travel from which the third spring element 13 comes
  • FIG. 2 shows a perspective view of a spring device 1 according to the invention.
  • the spring elements 11 and 13 are designed as a roller 22 which is fastened with the bearing 21 to four parallel second spring elements 12.
  • the roller 22 thus forms the primary spring unit 2 and the four second spring elements 12 form the secondary spring unit 3.
  • the roller 22 consists of a roller body and an elastomer as a bandage, which the spring elements 11 and 13 form.
  • the second spring elements 12 are arranged so that they act as a thrust spring. They are thus designed as two-part compression springs, which are also made from an elastomer with a sheet metal insert.
  • the second spring elements 12 are arranged on the fastening arrangement 30.
  • the fastening arrangement 30 is in the present case designed as a one-piece U-profile.
  • the counter link 31 is also formed in one piece from the fastening arrangement 30.
  • a stop element 20 extends in the direction of a base plate of the fastening arrangement 30.
  • the bearing is designed in three parts, with a bearing block on each side of the roller 22, which is rotatably supported by means of an axis on which the roller 22 is rotatably supported. are connected to each other.
  • Two spring elements 12 of the secondary spring unit 3 are attached to each bearing block. This results in an essentially symmetrical suspension on the fastening element 30 for the roller 22. In the present case, this is formed in one piece.
  • FIG. 13 shows a cross section along the axis of rotation of the roller 22 Figure 2 .
  • the first spring element 11 and the third spring element 13 are clearly visible in the cross section through the roller 22.
  • a distance a is shown between the lower edge of the third spring element 13 and the counter link 31 with the wear element 32. This can be adjusted, for example, by changing the thickness of the wear element 32.
  • a desired system characteristic can be configured in advance.
  • a distance b is shown between the lower edge of the stop element 20 and the base plate of the fastening arrangement 30. The system characteristic can also be configured in advance using this distance.
  • the roller has a diameter of 160 mm, a size range of, for example, 50 mm to 400 mm being conceivable.
  • the distance b is greater than the distance a. That is, if the bearing 21 moves down, the third spring element 13 first comes into engagement with the counter-link 31. When the bearing 21 moves further down, the stop element 20 comes into engagement with the fastening arrangement 30. Then the second and the third spring element 12 and 13 bridged, only the first spring element 11 continues to deform.
  • the secondary spring unit 3 is formed from four elastomer springs.
  • the primary spring unit 2 with the first and the third spring element 11, 13 also has an elastomer which the spring elements 11 and 13 form.
  • the first and third spring elements 11 and 13 are designed as a roller bandage.
  • a qualitative system characteristic of a device is shown in a force-displacement diagram in Figure 4 shown.

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

Claims (15)

  1. Dispositif à ressort (1) pour absorber les forces transversales entre un châssis de bogie et une caisse de wagon sur un véhicule ferroviaire comprenant une unité de ressort primaire (2) avec un premier élément de ressort (11), qui est au moins partiellement constitué ou comprend un matériau élastique, de préférence un élastomère une unité de ressort secondaire (3) avec au moins un deuxième élément de ressort (12) qui est au moins partiellement constitué d'un matériau élastique, de préférence un élastomère, ou qui en est constitué, caractérisé en ce que le premier élément de ressort (11) et l'unité de ressort secondaire (3) sont connectés en série, et le dispositif à ressort (1) comporte au moins un élément d'arrêt (20) pour ponter l'unité de ressort secondaire et en particulier pour limiter la course du ressort de l'unité de ressort secondaire (3).
  2. Dispositif à ressort (1) selon la revendication 1, comprenant un troisième élément de ressort (13) qui est de préférence disposé en série avec le premier élément de ressort (11) et parallèlement au dispositif à ressort secondaire (3).
  3. Dispositif à ressort (1) selon la revendication 2, caractérisé en ce que le troisième élément de ressort (13) est disposé à distance d'une coulisse conjuguée (31) à l'état non chargé, de sorte que le troisième élément de ressort (13) ne s'engage ou ne peut être amené en engagement qu'après une certaine course de ressort.
  4. Dispositif à ressort (1) selon la revendication 3, dans lequel la coulisse conjuguée (31) comporte un élément d'usure (32).
  5. Dispositif à ressort (1) selon l'une des revendications 1 à 4, caractérisé en ce qu'au moins un des éléments de ressort (11, 12, 13) est conçu comme un ressort de cisaillement ou un ressort hélicoïdal ou un ressort à disque.
  6. Dispositif à ressort (1) selon l'une des revendications 1 à 4, caractérisé en ce qu'au moins un des éléments de ressort (11, 12, 13) est conçu comme un ressort en élastomère.
  7. Dispositif à ressort (1) selon l'une des revendications 1 à 6, caractérisé en ce qu'au moins une unité de ressort (2, 3) est constituée de plusieurs éléments de ressort disposés en parallèle.
  8. Dispositif à ressort (1) selon l'une des revendications 1 à 7, comprenant un dispositif de montage (30) pour monter le dispositif à ressort sur un bogie ou une caisse du wagon.
  9. Dispositif à ressort (1) selon l'une des revendications précédentes, caractérisé en ce que le premier élément de ressort (11), de préférence l'unité de ressort primaire (2), est soutenu sur l'unité de ressort secondaire (3) par un palier (21).
  10. Dispositif à ressort (1) selon l'une des revendications 1 à 9, caractérisé en ce que l'unité de ressort secondaire (3) est formée par quatre éléments de ressort, les éléments de ressort étant de préférence conçus comme des ressorts de cisaillement.
  11. Dispositif à ressort (1) selon la revendication 9 ou 10, caractérisé en ce que le palier (21) présente un axe de rotation, le premier élément de ressort (11) et le troisième élément de ressort (13) étant disposés de manière mobile sur l'axe de rotation (21) et étant disposés en particulier sur un rouleau (22) qui est conçu pour pouvoir tourner autour de l'axe de rotation.
  12. Dispositif à ressort (1) selon l'une des revendications 1 à 11, caractérisé en ce que le premier élément de ressort (11) et le troisième élément de ressort (13) forment l'unité de ressort primaire et sont en particulier formés en une seule pièce.
  13. Véhicule ferroviaire comprenant un dispositif à ressort (1) selon l'une des revendications 1 à 12, dans lequel le dispositif à ressort est conçu pour être fermement relié au bogie ou à la caisse du wagon.
  14. Véhicule ferroviaire selon la revendication 13, comprenant deux dispositifs à ressort, dans lequel les forces transversales dans une première direction peuvent être absorbées par le premier dispositif à ressort et les forces transversales dans une seconde direction opposée à la première direction peuvent être absorbées par le second dispositif à ressort.
  15. Véhicule ferroviaire selon l'une des revendications 13 ou 14, caractérisé en ce que le bogie ou le caisson du wagon comporte au moins une surface de butée à ressort sur laquelle le dispositif à ressort peut être fixé.
EP16750811.8A 2015-09-17 2016-08-09 Dispositif de ressort destine a la reception de forces transversales et vehicules sur rails comprenant un dispositif de ressort Active EP3350054B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP15185610.1A EP3144200A1 (fr) 2015-09-17 2015-09-17 Dispositif de ressort destine a la reception de forces transversales et vehicules sur rails comprenant un dispositif de ressort
PCT/EP2016/068939 WO2017045844A1 (fr) 2015-09-17 2016-08-09 Dispositif à ressorts destiné à absorber des forces transversales et véhicules sur rail équipés d'un dispositif à ressorts

Publications (2)

Publication Number Publication Date
EP3350054A1 EP3350054A1 (fr) 2018-07-25
EP3350054B1 true EP3350054B1 (fr) 2020-12-02

Family

ID=54150283

Family Applications (2)

Application Number Title Priority Date Filing Date
EP15185610.1A Withdrawn EP3144200A1 (fr) 2015-09-17 2015-09-17 Dispositif de ressort destine a la reception de forces transversales et vehicules sur rails comprenant un dispositif de ressort
EP16750811.8A Active EP3350054B1 (fr) 2015-09-17 2016-08-09 Dispositif de ressort destine a la reception de forces transversales et vehicules sur rails comprenant un dispositif de ressort

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP15185610.1A Withdrawn EP3144200A1 (fr) 2015-09-17 2015-09-17 Dispositif de ressort destine a la reception de forces transversales et vehicules sur rails comprenant un dispositif de ressort

Country Status (2)

Country Link
EP (2) EP3144200A1 (fr)
WO (1) WO2017045844A1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2788250A (en) * 1953-03-11 1957-04-09 Symington Gould Corp Resilient side bearing
US3961584A (en) * 1971-10-14 1976-06-08 Hamilton Neil King Paton Railway car truck
US4998997A (en) * 1989-02-15 1991-03-12 Miner Enterprises, Inc. Side bearing unit for railroad car
US6092470A (en) * 1998-12-03 2000-07-25 Miner Enterprises, Inc. Railroad car side bearing with thermal insulator
DE10316497A1 (de) * 2003-04-09 2005-01-05 Bombardier Transportation Gmbh Fahrwerk für ein Schienenfahrzeug mit verbesserter Querfederung
JP2005132127A (ja) 2003-10-28 2005-05-26 Hitachi Ltd 鉄道車両および鉄道車両用台車

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

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Publication number Publication date
WO2017045844A1 (fr) 2017-03-23
EP3144200A1 (fr) 2017-03-22
EP3350054A1 (fr) 2018-07-25

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