WO1995016596A1 - Appui d'une caisse de wagon sur un chassis - Google Patents

Appui d'une caisse de wagon sur un chassis Download PDF

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Publication number
WO1995016596A1
WO1995016596A1 PCT/DE1994/001471 DE9401471W WO9516596A1 WO 1995016596 A1 WO1995016596 A1 WO 1995016596A1 DE 9401471 W DE9401471 W DE 9401471W WO 9516596 A1 WO9516596 A1 WO 9516596A1
Authority
WO
WIPO (PCT)
Prior art keywords
rolling
support
rolling surface
flange
pair
Prior art date
Application number
PCT/DE1994/001471
Other languages
German (de)
English (en)
Inventor
Jörg Dantlgraber
Wolfgang Schäfer
Udo FRÖHLICH
Martin Laube
Original Assignee
Mannesmann Rexroth Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mannesmann Rexroth Gmbh filed Critical Mannesmann Rexroth Gmbh
Priority to EP95902751A priority Critical patent/EP0734336A1/fr
Publication of WO1995016596A1 publication Critical patent/WO1995016596A1/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
    • 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

Definitions

  • the invention is based on a support which is arranged between a car body and a chassis, in particular a bogie of a rail-bound vehicle, and has a support between the chassis and the car body according to the preamble of claim 1, which is supported by a rolling cure ⁇ venous joint on the chassis and on which the car body is supported via a joint.
  • Such a support is known from DE-GM 92 17 646.1.
  • the rolling curve joint is formed by two rolling surfaces resting on one another on the chassis and on the support, the rolling surface on the chassis being a flat surface and the rolling surface on the support being a spherical surface. Lateral guides between the chassis and the support ensure that the horizontal support does not move on the level rolling surface of the chassis during a horizontal relative movement between the body and the chassis, but rather with its spherical rolling surface on the level Rolls off rolling surface.
  • a disadvantage of the known support is that the two rolling surfaces only touch one another in a punctiform manner and the material is therefore exposed to a high surface pressure. This can lead to rapid wear and disruption of the rolling motion between the two rolling surfaces.
  • the known support does not allow the rolling movements to be differentiated from one another in different directions.
  • the invention has for its object to develop a support with the features from the preamble of claim 1 so that the wear on the contacting rolling surfaces is reduced.
  • This object is achieved according to the invention by a support in which, in addition to the features from the preamble of claim 1, the features from the characterizing part of claim 1 are also realized.
  • the support and the chassis are connected to one another via two flat joints which allow the support to move in relation to the chassis in two mutually perpendicular planes and which can be easily configured such that on the one hand between the chassis and the flange and on the other hand, there is no punctiform, but at least a linear support between the flange and the support.
  • At least one joint is a rolling cam joint with two rolling surfaces, at least one of which is a cylindrical surface.
  • the other rolling surface is also cylindrical or even.
  • both the joint between the chassis and the flange and the joint between the flange and the support are preferably a flat rolling curve joint, each with a pair of rolling surfaces. Because the surface lines of the at least one cylindrical rolling surface of one pair of rolling surfaces run non-rotatably perpendicular to the surface lines of the at least one cylindrical rolling surface of the other rolling surface pair, a rolling movement on the rolling surface pairs is independent of the direction of the relative movement between Body and chassis possible. The rolling movement when the support is pivoted in the direction of the surface lines of a cylindrical rolling surface of the one pair of rolling surfaces can easily be the same as when the pivoting of the. Support in the direction of the surface lines of a cylindrical rolling surface of the other rolling surface pair. To do this, only the Rolling surfaces designed differently with respect to the distance of their central axis (s) of curvature from the center of the joint between the support and the car body.
  • the two flat joints are preferably arranged such that they cannot rotate with respect to the chassis, so that the conditions always remain the same.
  • the surface lines of the at least one cylindrical rolling surface of a pair of rolling surfaces then run in the longitudinal direction or in the transverse direction of the chassis, so that movement of the support in the longitudinal direction or in the transverse direction of the chassis solely by rolling this rolling surface pair of the a flat joint to each other is possible.
  • a movement of the support perpendicular to the specified direction is then of course only possible by movement in the other flat joint. Differentiating the movements of the support in the longitudinal and transverse directions of the chassis is particularly advantageous since these are the two main axes of a chassis in the horizontal.
  • a cylindrical rolling surface of a pair of rolling surfaces in particular the cylindrical rolling surface of each rolling surface pair, is of circular cylindrical design, as is the case in the configurations according to claims 5 and 6.
  • one of the rolling surfaces of a pair of rolling surfaces is a flat surface.
  • the rolling surface on the chassis is flat and the rolling surface on the flange is cylindrical
  • the rolling surface on the flange is flat and Rolling surface on the support cylindrical.
  • a cylindrical rolling surface is not necessarily circular-cylindrical. Elliptical, parabolic and other surface courses, as well as combinations of different surface courses, are also conceivable, a rolling surface then being composed of differently running surface areas.
  • a stable state is characterized in that the joint between the support and the car body is raised and, due to the weight of the car body, a restoring force occurs when the support is moved out of the stable state.
  • the restoring force can increase or decrease linearly, progressively or degressively.
  • the restoring force increases the more when the support is pivoted from a zero position, the greater the distance between the center of the upper joint and the center of curvature of the circular cylindrical rolling surface located above the upper joint is. If the support is in an unstable state, it is destabilized by the weight of the car body. Again assuming a flat rolling surface and a circular cylindrical rolling surface, the central axis of the curvature of the circular cylindrical rolling surface then lies in the zero position of the support below the center of the upper joint. A position is neutral if there is neither a restoring force nor a destabilization when moving out of this position. The car body can then move freely. With a pair of rolling surfaces with a flat and a circular cylinder This is the case with the rolling surface when the center of the upper joint lies on the central axis of curvature of the circular-cylindrical rolling surface.
  • the support is designed such that at least one of the two joints between the support and the chassis allows the carriage body to move freely.
  • This free mobility is preferably given in the longitudinal direction of the chassis. It is advantageous in this direction because a movement in the longitudinal direction is caused by a rotation of the chassis relative to the car body when cornering and the forces to be exerted by the rail on the chassis for guiding the chassis would be increased by a restoring force acting on the car body.
  • the joint that enables the free movement of the car body is a pitch curve joint with a pair of rolling surfaces according to claim 15, this joint is advantageously located between the support and the flange according to claim 16. Then the influence of a deflection of the support in the direction of the free one Mobility on a simultaneous deflection perpendicular to it only very little.
  • the upper joint In the case of a support with a neutral design in one direction of movement, the upper joint remains at its level when the support is deflected in this direction.
  • the joint for the neutral deflection can therefore be formed by a thrust joint or by a linear guide. This can be carried out with several small rollers between two flat surfaces or with lubricated surfaces made of plain bearing material.
  • the upper joint does not have to allow the support to be pivotable on all sides with respect to the car body and therefore does not need to be designed as a ball joint or similar joint. It can now be a joint with a single horizontal axis of rotation and possibly with a vertical axis of rotation if the rotation of the car body relative to the chassis is not compensated in any other way.
  • a support according to the invention provides that guide elements which move two components against each other perpendicular to the surface lines of a cylindrical rolling surface of the pair of rolling surfaces between the should prevent and ensure that the two components roll away from one another and are located in the rolling surfaces. If, as stated in claim 25, the guide elements of a pair of rolling surfaces in the direction of the surface lines of a cylindrical rolling surface are shorter than the rolling surfaces, a pure rolling motion is still possible, even if in the area of the guide elements the length of the contact distance between the rolling surfaces is one Rolling surface pair is shortened.
  • guide elements are present between two components to prevent these two components from rotating relative to one another, these are also advantageously located in the rolling surfaces of the pair of rolling surfaces between the two components.
  • the guide elements against displacement are preferably even identical to the guide elements against a twisting of two of the components chassis, flange and support.
  • a guide element located in a rolling surface of a pair of rolling surfaces is divided into two and the two parts of a guide element are in the direction of the surface lines or perpendicular to the surface lines of the cylindrical surface ⁇ are spaced.
  • a divided guide element can also serve to prevent rotation between two components, even if the part guide elements are rotationally symmetrical.
  • An offset perpendicular to the surface lines enables displacement protection over a large swivel angle even with a limited size of the guide elements. This is because a pair of sub-elements then initially comes into engagement when the support is pivoted out of the central or zero position, in order to gradually reduce the depth of engagement only from a certain rolling path.
  • a pair of guide elements between two components comprises a tooth gap on one component and a single tooth on the other component engaging into the tooth gap.
  • Single tooth means that the two tooth flanks only extend to the respective rolling surface and that there is no recess on the rolling surface on both sides of the tooth.
  • the tooth and the tooth gap have such a profile that when the two rolling surfaces roll on one another, a rolling slide takes place between the tooth flank and the tooth gap flank.
  • the overall favorable contact conditions between the tooth and the tooth gap which are also due to the line contact and a possible favorable osculation factor, contribute to low wear and thus to little play in the guidance over a long operating time.
  • FIG. 1 shows a first embodiment in which the support can be pivoted out of a stable position in two mutually perpendicular planes and in which the guide elements are arranged outside of rolling surfaces against displacement and against rotation of the components
  • FIG. 2 shows a section along the line II-II from FIG. 1
  • FIG. 3 a second exemplary embodiment, in which the guide elements are arranged to prevent the components from shifting within the rolling surfaces
  • Figure 4 shows a section along the line IV-IV of Figure 3
  • Figure 5 shows a third embodiment in which both
  • Guide elements are arranged against displacement and against rotation of the components within the rolling surfaces
  • FIG. 6 shows a section along the line VI-VI from FIG. 5
  • FIG. 7 shows a section along the line VII-VII from FIG. 5
  • FIG. 8 shows a fourth embodiment similar to that from FIGS
  • FIG. 9 shows a section along the line IX-IX from FIG. 8
  • FIG. 10 shows a fifth exemplary embodiment which is similar to that from FIGS. 8 and 9, in which, however, two elongated recesses serving as guide elements 11 shows a section along the line XI-XI from FIG. 10,
  • FIG. 12 shows a sixth exemplary embodiment in which only the support is secured against rotation with respect to the flange, but not the flange with respect to the bogie
  • FIG. 13 shows a seventh exemplary embodiment in which the guide elements are toothings against displacement and twisting of the components relative to one another, FIG.
  • FIG. 14 shows a section along the line XIV-XIV from FIG. 13
  • FIG. 15 shows an eighth exemplary embodiment which is similar to two rolling surface pairs 1, in which, however, the pair of rolling surfaces between the flange and the chassis is neutral
  • FIG. 16 shows the eighth embodiment in a view rotated by 90 degrees compared to FIG. 15
  • FIG. 17 shows the eighth embodiment after the support has simply been rolled on the Flange
  • Figure 18 is a ninth embodiment, the two rolling surfaces e and as a guide between one
  • FIG. 19 has a section along the line IX-IX from FIG. 18,
  • FIG. 20 shows a tenth exemplary embodiment with an arrangement of the partial teeth and partial tooth gaps that is reversed compared to the exemplary embodiment according to FIGS. 18 and 19
  • FIG. 21 20 shows a section along the line XXI-XXI from FIG. 20,
  • FIG. 22 an eleventh embodiment with a pair of rolling surfaces between the chassis and the flange and a linear guide between the flange and the support,
  • Figure 23 shows the eleventh embodiment in a compared to figure
  • FIG. 24 shows a twelfth exemplary embodiment similar to that according to FIGS. 18 and 19, but with a single-axis joint on the head of the support, and
  • FIG. 25 shows a section along the line XXV-XXV from FIG. 24.
  • FIGS. 1 and 2 show a cylinder 20 as part of the body of a rail vehicle, in which a piston 21 is guided vertically and encloses a pressure chamber 22 with the cylinder. This is connected via a connection bore 23 to a hydraulic accumulator, not shown. Oil in the pressure chamber 22 and in the hydraulic accumulator is under pressure.
  • the piston 21 On the side facing away from the pressure chamber 22, the piston 21 is provided with a hollow ball 24 which receives the spherical upper end 25 of a support 26.
  • the cylinder 20 and thus the car body of the rail vehicle is thus supported on the support 26 by the ball joint formed by the hollow ball 24 of the piston 21 and the spherical end 25 of the support 26.
  • the center of curvature of the hollow ball 24 and the spherical end 25 is provided with the reference number 27.
  • a bogie of the rail vehicle (not shown in any more detail) has a plate 30 which, on its side facing the cylinder 20, has a receptacle 32 which is open towards the cylinder and is rectangular in cross section and surrounded by a collar 31.
  • a flange 33 which has a receptacle 35 surrounded by a collar 34, which is also open towards the cylinder 20 and has a rectangular cross section.
  • the plate-like lower end 36 of the support 26 is located in the receptacle 35.
  • the plate 36 of the support 26 lies with a circular cylindrical rolling surface 37, the surface lines of which may run perpendicular to the longitudinal direction of the car body, on the floor of the receptacle forming a flat rolling surface 38 35 in the flange 33 in a line.
  • the center of curvature of the rolling surface 37 on the support 26 is shown in FIG. 1 and provided with the reference number 39. It can be seen that the central axis of curvature 39 is located above the center 27 of the spherical end 25 of the support 26. This means that when the support 26 swivels out of the central position shown in FIG.
  • the distance between the plate 30 and the point 27, that is to say the distance between the The bogie, not shown, and the car body, also not shown, are enlarged and a restoring force occurs.
  • the plate 36 touches the sections of the collar 34 running in the direction of the surface lines of the surface 37 on the inside thereof in a wall section 40, the profile of which in one Section perpendicular to the surface lines of the rolling surface 37 has the shape of a cycloid.
  • the plate 36 Perpendicular to the surface lines of the rolling surface 37, the plate 36 is delimited by flat side surfaces 41 which are guided between two further sections of the collar 34 with flat inner surfaces 42. Overall, the support 26 and the flange 33 are also secured against rotation against one another. A rolling curve joint is formed between the support 26 and the flange 33 by the rolling surfaces 37 and 38.
  • Such a joint is also present between the flange 33 and the plate 30.
  • the flange 33 namely has a circular-cylindrical rolling surface 50 with which it rests in a line shape on the bottom of the receptacle 35 of the plate 30 forming a flat rolling surface 51.
  • the collar 31 of the plate 30 has on the inside of two mutually opposite collar sections each a cycloidal guide surface 52 which interacts with an edge 53 on the flange 33.
  • the flange 33 is guided with two side surfaces 55 between the inner surfaces 54 of two further collar sections of the plate 30.
  • the surface lines of the cylindrical rolling surface 50 on the flange 33 run perpendicular to the surface lines of the circular cylindrical rolling surface 37 on the support 26. In the present case, their direction thus coincides with the longitudinal direction of the car body.
  • the central axis of curvature of the rolling surface 50 is provided with the reference number 56 in FIG. It can be seen that this axis 56 also lies above the center 27 is arranged so that even when there is a rolling movement between the flange 33 and the plate 30 from the central position of the support 26, the distance between the center 27 and the plate 30 increases and a restoring force occurs.
  • the two flat rolling surfaces 38 and 51 are at a distance from one another in the longitudinal direction of the support 26 and that the curvatures of the circular cylindrical rolling surfaces 37 and 50 are different from one another. In this way, the rolling movement in the longitudinal direction of the car body is different from that in the transverse direction and can be adapted to the respective conditions.
  • the pivoting range of the support 26 is limited by the abutment on the cylinder 20.
  • the ball joint 24, 25 allows the support 26 to be pivoted on all sides relative to the car body. It also allows the car body and support to be rotated against each other around a vertical axis. A rotation of the car body and support against each other about a vertical axis is also possible in that the piston 21 and the cylinder 20 rotate against each other.
  • the joints in which a relative movement about a vertical axis takes place depend on the specific design of the joints.
  • the guide elements with which it is ensured that the rolling surfaces do not slide on one another are centered in the Rolling surfaces arranged.
  • the guide elements on the support 26 and on the plate 30 are a pin 57 or pin 58, which is rotationally symmetrical and is produced from a cycloid, that is to say can be referred to as a rotational cycloid.
  • the flange 33 has a central recess, the two recesses being formed by a continuous bore 59.
  • the flange 33 engages with a finger 60 in a fork 61 of the plate 30 and is thereby secured against rotation with respect to the plate 30.
  • the assignment is in turn made such that the surface lines of the circular cylindrical rolling surface 50 run at least in the longitudinal direction of the car body, not shown, when the chassis is aligned in the longitudinal direction of the car body.
  • the finger 60 is arranged on the flange 33 such that it moves in one plane when the flange 33 rolls off the plate 30.
  • the support 26 is secured against rotation with respect to the flange 33 by means of a finger 62 on it and a fork 63 on the flange 33.
  • the surface lines of the circular cylindrical rolling surface 37 therefore always run perpendicular to the surface lines of the circular cylindrical rolling surface 50.
  • FIGS. 5 to 7 is very similar to the embodiment according to FIGS. 3 and 4.
  • the support 26, the flange 33, the plate 30 and the rolling surfaces 37, 38, 50 and 51 can be seen.
  • the support 26 engages again a central pin, which is now designated 70, and the plate 30 with a central pin 71 into a central passage 72 of the flange 33.
  • the passage 72 has a square cross section.
  • the pins 70 and 71 are not rotationally symmetrical bodies as in the embodiment tion according to Figures 3 and 4, but have rectangular cross-sections, wherein two opposite sides are cycloidal, while the other two opposite sides are flat.
  • the flat sides on the pin 70 run perpendicular to the surface lines of the circular-cylindrical rolling surface 37 and the flat side surfaces on the pin 71 run perpendicular to the surface lines of the circular-cylindrical rolling surface 50.
  • the flat side surfaces on the pin 70 are perpendicular to the flat side surfaces of the pin 71.
  • the pins 70 and 71 thus ensure that the rolling surfaces 37 and 38 or 50 and 51 do not slide on one another and that the components 26, 33 and 30 do not twist against each other.
  • the guide elements against displacement of the components are identical to the guide elements against rotation of the components.
  • the passage 72 in the flange 33 is elongated in the direction of the surface lines of the circular-cylindrical rolling surface 50. Its cross section is rectangular. Accordingly, the cycloid surfaces on the pin 71 are longer and the flat side surfaces are shorter than on the pin 70.
  • two elongate recesses 73 are provided in the flange 33 in the embodiment according to FIGS. 10 and 11, the longitudinal directions of which are perpendicular to one another.
  • the pins 70 and 71 are rotated 90 degrees relative to one another and have shorter cycloidal side surfaces and longer flat side surfaces.
  • the plate 30 of the embodiment according to FIG. 12 carries a rotationally symmetrical pin 58 as in the embodiment according to FIGS. 3 and 4. This pin engages in a recess 74 of the
  • the pin on the support 26, corresponds to the pin 70 of the embodiment according to FIGS. 10 and 11 and engages in a corresponding recess 73 of the flange 33.
  • the support 26 and the flange 33 are thus secured against rotation relative to one another and it is ensured that the surface lines of the circular cylindrical rolling surface 50 and the surface lines of the circular cylindrical rolling surface 37 run perpendicular to one another.
  • the rolling surface 51 of the plate 30 is provided with two rows of teeth 75, the
  • the circular cylindrical rolling surface 50 on the flange 33 is provided with two rows of tooth spaces 76, the tooth spaces being depressions in the rolling surface 50.
  • the two rows of tooth gaps 56 extend equally far from a central surface line of the rolling surface 50 in opposite rolling directions and are each located directly on the edge of the rolling surface 50. In the direction of the surface lines of the rolling surface 50, the tooth gaps are only short, so that between the a wide circular-cylindrical surface section is also present in the two rows of tooth spaces 76.
  • the rows of teeth 75 on the rolling surface 51 are arranged corresponding to the tooth gap rows 76, have the same width in the direction of the generatrix of the rolling surface 50 and have a number of teeth corresponding to the number of tooth gaps.
  • the plate 30 and the flange 33 can neither be displaced in the direction of the surface lines of the rolling surface 50 nor perpendicularly thereto nor rotated relative to one another.
  • the flange 33 is additionally surrounded by a collar 77 of the plate 30, which, as can be seen in FIG. 13, guides the flange 33 on two flat outer surfaces 79 with two side walls 78 running perpendicular to the surface lines of the rolling surface 50 .
  • the collar 77 also surrounds the flange 33 with two side walls 80 running in the direction of the surface lines of the rolling surface 50.
  • these side walls 80 are at such a great distance from the flange 33 that their rolling movement on the plate 33 does not is hindered. However, the side walls 80 ensure that the flange 33 remains on the plate 30 even if the tooth rows 75 should have jumped out of the tooth gap rows 76 for any reason.
  • the flange 33 also has a collar 77 with lateral guide walls 78 for the support 26 and with side walls 80 as additional security against the support 26 jumping off the flange 33.
  • the guide elements which secure the individual components against shifting and twisting are omitted because the example according to FIGS. 15 to 17 primarily affects the influence of transverse and longitudinal deflections on one another and the arrangement of a linear guide between the support and the chassis are to be shown by the examples according to FIGS. 22 to 25.
  • FIGS. 18 to 21 there are no difficulties in guiding elements in accordance with the exemplary embodiments already described or to be described further exemplary embodiments according to FIGS. 18 to 21 in the exemplary embodiments according to FIGS. 15 to 17 and 22 to 25.
  • FIGS. 15 to 17 the support 26 which e.g. A plate 30, which is part of a chassis, and a flange 33 between plate 30 and support are connected via a cylinder-piston unit 20, 21 to a car body (not shown in more detail) and can be pivoted to all sides and rotatably about a vertical axis 26.
  • the support 26 carries a ball head 25 at the upper end, the center of which is designated by the reference number 27.
  • On the flange 33, facing the plate 30, a circular-cylindrical rolling surface 50 is formed, the surface lines and the central axis 56 of which run perpendicular to the longitudinal direction of the chassis and which touches the flat rolling surface 51 on the plate 30 in a linear manner.
  • a circular cylindrical rolling surface 37 is formed, the surface lines and the central axis 39 of which extend in the longitudinal direction of the chassis, that is to say in the running direction thereof, and which are on the flat rolling surface 38 Flange 33 touched in a line.
  • the central axis 39 of the rolling surface 37 lies far above the center 27 of the ball head 25.
  • support 26 and flange 33 are shown with continuous lines after a joint pivoting and rolling only of surfaces 50 and 51 onto one another and with dashed lines in their middle positions. It can be seen that when the flange 33 rolls on the plate 30, the distance of the center 27 of the ball head 25 from a horizontal reference plane, for example from the rolling surface 51 of the plate 30, has remained constant. It has not been raised or lowered. The Movement is neutral, ie there are no restoring forces (stabilizing forces) or destabilizing forces.
  • FIG. 17 illustrates that when the support 26 rolls on the flange 33 out of the middle position, which is designed to be stable, the center 27 of the ball head 25 is raised and reaches a higher level than the center axis 56 of the rolling surface 50 . As a result, the inherently neutral rolling of the flange 33 on the plate 30 becomes unstable.
  • a flange 33 Between the support 26 and a plate 30 of the chassis of the vehicle there is a flange 33. This, facing the plate 30, has a circular cylindrical rolling surface 50, the surface lines and the central axis 56 of which extend in the longitudinal direction of the chassis and which are flat Abroll Structure 51 touched linearly on the plate 30.
  • the center 27 of the ball head 25 lies far below the central axis 56. The rolling movement between the flange 33 and the plate 30 is thus designed to be stable.
  • the support 26 has at its plate-like, lower end 36, facing the flange 33, a circular cylindrical rolling surface 37, the surface lines and the central axis 39 of which run perpendicular to the longitudinal direction of the chassis and which the flat rolling surface 38 on the flange 33 is linear.
  • the central axis 39 passes through the center 27 of the spherical head 25. The rolling movement between the support 26 and the flange 33 is therefore neutral.
  • a single tooth 90 or 92 on one rolling surface and a tooth gap 91 or 93 on the other rolling surface of a pair of rolling surfaces 37 are used as guide elements for securing against rotation and for securing against displacement. 38 or 50, 51 provided.
  • Each tooth 90 or 92 consists of two partial teeth which are offset from one another in the direction of the surface lines of the associated circular cylindrical rolling surface 37 and 50 and are arranged in the middle of a rolling surface on two opposite edges of this rolling surface.
  • the flanks 94 of the teeth 90 and 92 begin on the rolling surface on which the tooth is seated, end in a tooth tip and are circular involutes on average.
  • the profile of a tooth 90, 92 thus corresponds to an involute toothing.
  • Each tooth gap 91, 93 consists of two partial tooth gaps, which have a trapezoidal cross section. A partial tooth is immersed in each partial tooth gap. In each position of the components 26, 30 and 33 relative to one another, the teeth 90 and 92 and the tooth gaps touch
  • the two partial teeth 90 for the rolling surface pair 37, 38 are seated on the circular cylindrical rolling surface 37, i.e. on the support 26, and the two partial teeth 92 for the rolling surface pair 50, 51 on the circular cylindrical rolling surface 50, that is on the flange 33, and engage freely, also on their end faces 95 facing away from one another, into the partial tooth spaces 91 located in the flange 33 and the partial tooth spaces 93 located on the plate 30.
  • the two partial teeth 90 for the rolling surface pair 37, 38 are seated on the flat rolling surface 38 of the flange 33 and the two partial teeth
  • the support 26 has the partial tooth gaps 91 and the flange has the partial tooth gaps 93.
  • the partial teeth are on the outside with upstanding, parallel side surfaces. walls 96 and 97 connected in one piece to the plate 30 and flange 33 and therefore particularly stable.
  • the individual partial teeth and partial tooth gaps of the two exemplary embodiments according to FIGS. 18 to 21 can be produced more easily than the toothings of the exemplary embodiment according to FIGS. 13 and 14 or as a single tooth and a tooth gap not at the edge but in the middle in a rolling surface .
  • the center of a pivot bearing at the upper end of the support is neither raised nor lowered, as when two rolling surfaces roll off one another neutrally.
  • the distance between the circular cylindrical rolling surface on the flange and the center of the joint is then essentially determined by the required, generally only small, maximum transverse travel of the car body relative to the chassis, so that one can cope with a low height of the support.
  • Two such exemplary embodiments are shown in FIGS. 22 to 25.
  • small rollers 100 are arranged between a flat surface 98 on the flange 33 and a flat surface 99 on the plate 36 of the support 26, the friction being low when the surfaces 98 and 99 are displaced relative to one another in the longitudinal direction of the chassis to let.
  • the surfaces 98 and 99 can also be designed as lubricated surfaces made of plain bearing material and rest on one another without rollers.
  • the parts 26, 33 and 30 are secured against rotation against one another by the side walls 96 and 97.
  • the flange 33 facing the plate 30, has a circular-cylindrical rolling surface 50, which touches a linear rolling surface 51 of the plate 30 in line form and whose surface lines and central axis 56 run in the longitudinal direction of the chassis.
  • the central axis 56 is also located above the center of the swivel joint between the support 26 and the piston 21 of the cylinder 20.
  • the rolling of the surface 50 on the surface 51 is thus designed to be stable.
  • the plate 30 and the flange 33 can be secured against displacement by a tooth and tooth gap as in the embodiments according to FIGS. 18 to 21.
  • the support 26 carries a spherical head 25
  • the upper end of the support 26 is designed as a roller 101 with a central axis 102 which runs horizontally in the longitudinal direction of the chassis .
  • the roller 101 is received by a corresponding cylindrical cavity 103 of the piston 21.
  • the joint consisting of roller 101 and hollow cylinder 103 between support 26 and piston 21 permits pivoting of support 26 with respect to piston 21 and the surfaces 50 and 51 roll on each other when the car body is moved in the transverse direction relative to the chassis.
  • a cylindrical rolling surface can be a partial surface of a general cylinder, but that in the embodiments shown the cylindrical rolling surfaces are partial surfaces of circular cylinders.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne l'appui d'une caisse de wagon sur un châssis, notamment le bogie d'un véhicule sur rails. Un appui connu comprend un élément d'appui situé entre le châssis et la caisse de wagon soutenu sur le châssis par un joint à roulement et qui soutient la caisse de wagon sur un joint supérieur. Afin de réduire la pression superficielle, l'invention propose de monter un flasque entre l'élément d'appui et le châssis, un premier joint entre le châssis et le flasque et un deuxième joint entre le flasque et l'élément d'appui. Au moins un de ces joints forme un joint à roulement pourvu de deux surfaces de roulement, dont une roule sur le flasque et l'autre sur le châssis ou l'élément d'appui. Au moins une des deux surfaces de roulement en contact est cylindrique et leur surface d'appui mutuel est linéaire. Le roulement des deux surfaces de roulement d'un des joints permet à l'élément d'appui de pivoter dans un plan et l'autre joint permet à l'élément d'appui de se déplacer perpendiculairement à ce plan.
PCT/DE1994/001471 1993-12-15 1994-12-10 Appui d'une caisse de wagon sur un chassis WO1995016596A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP95902751A EP0734336A1 (fr) 1993-12-15 1994-12-10 Appui d'une caisse de wagon sur un chassis

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4342749 1993-12-15
DEP4342749.9 1993-12-15

Publications (1)

Publication Number Publication Date
WO1995016596A1 true WO1995016596A1 (fr) 1995-06-22

Family

ID=6505063

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1994/001471 WO1995016596A1 (fr) 1993-12-15 1994-12-10 Appui d'une caisse de wagon sur un chassis

Country Status (4)

Country Link
EP (1) EP0734336A1 (fr)
CA (1) CA2178614A1 (fr)
DE (1) DE4444093A1 (fr)
WO (1) WO1995016596A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19816920C1 (de) * 1998-04-16 1999-10-14 Knorr Bremse Systeme Pendelstütze

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19541611A1 (de) 1995-11-08 1997-05-15 Rexroth Mannesmann Gmbh Abstützung für einen Wagenkasten an einem Fahrgestell
DE19842145A1 (de) 1998-09-15 2000-03-16 Mannesmann Rexroth Ag Abstützung für einen Wagenkasten an einem Fahrgestell

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1118460A (fr) * 1953-12-11 1956-06-06 Mode de montage d'une caisse de véhicule sur un bogie, applicable notamment aux véhicules roulant sur rails
DE1083299B (de) * 1952-06-27 1960-06-15 Otto Clausen Dipl Ing Federnd ausgebildete Pendelstuetze zur Abstuetzung des Wagenkastens von Schienenfahrzeugen
DE1094786B (de) * 1953-05-29 1960-12-15 Krauss Maffei Ag Pendelstuetze fuer Schienenfahrzeuge
GB863743A (en) * 1957-09-24 1961-03-29 Zd Y V I Plzen A support member for machine parts

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1083299B (de) * 1952-06-27 1960-06-15 Otto Clausen Dipl Ing Federnd ausgebildete Pendelstuetze zur Abstuetzung des Wagenkastens von Schienenfahrzeugen
DE1094786B (de) * 1953-05-29 1960-12-15 Krauss Maffei Ag Pendelstuetze fuer Schienenfahrzeuge
FR1118460A (fr) * 1953-12-11 1956-06-06 Mode de montage d'une caisse de véhicule sur un bogie, applicable notamment aux véhicules roulant sur rails
GB863743A (en) * 1957-09-24 1961-03-29 Zd Y V I Plzen A support member for machine parts

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19816920C1 (de) * 1998-04-16 1999-10-14 Knorr Bremse Systeme Pendelstütze
FR2780373A1 (fr) 1998-04-16 1999-12-31 Knorr Bremse Systeme Support oscillant

Also Published As

Publication number Publication date
CA2178614A1 (fr) 1995-06-22
DE4444093A1 (de) 1995-06-22
EP0734336A1 (fr) 1996-10-02

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