WO2013079480A1 - Dispositif à ressort hélicoïdal pour un véhicule - Google Patents

Dispositif à ressort hélicoïdal pour un véhicule Download PDF

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Publication number
WO2013079480A1
WO2013079480A1 PCT/EP2012/073718 EP2012073718W WO2013079480A1 WO 2013079480 A1 WO2013079480 A1 WO 2013079480A1 EP 2012073718 W EP2012073718 W EP 2012073718W WO 2013079480 A1 WO2013079480 A1 WO 2013079480A1
Authority
WO
WIPO (PCT)
Prior art keywords
contact protection
coil spring
protection element
spring body
spring device
Prior art date
Application number
PCT/EP2012/073718
Other languages
German (de)
English (en)
Inventor
Andreas Wolf
Karsten KIESSLING
Original Assignee
Bombardier Transportation 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 Bombardier Transportation Gmbh filed Critical Bombardier Transportation Gmbh
Publication of WO2013079480A1 publication Critical patent/WO2013079480A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
    • F16F1/04—Wound springs
    • F16F1/12—Attachments or mountings
    • F16F1/126—Attachments or mountings comprising an element between the end coil of the spring and the support proper, e.g. an elastomeric annulus
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
    • F16F1/04—Wound springs
    • F16F1/047—Wound springs characterised by varying pitch

Definitions

  • the present invention relates to a coil spring device, in particular for supporting a car body of a rail vehicle on a wheel unit of
  • Rail vehicle comprising a spring body having a plurality of helical turns having a central portion, a first end portion and a second end portion, wherein the spring body at least in the region of the first
  • End portion has an approximated to a previous turn first end portion.
  • a first contact protection device having at least a first contact protection element for preventing contact between the first
  • the present invention further relates to
  • the car body is usually one or more spring stages on one or more wheel units
  • this plane contact surface can generally only be applied by a so-called application of the closure section to the previous one Winding (ie the portion of the spring body which is arranged immediately adjacent in the longitudinal direction of the spring body).
  • Winding ie the portion of the spring body which is arranged immediately adjacent in the longitudinal direction of the spring body.
  • a portion of the spring body is usually ground to achieve a flat bearing surface, so that the end portion engages wedge-shaped at its end under or over the previous turn.
  • the present invention is therefore based on the object, a
  • characterizing part of claim 1 specified features.
  • the present invention is based on the technical teaching that in a simple manner with a compact, space-saving design a reduction of the risk of a corrosion-induced failure is achieved and a simple integration into existing ones
  • End portion extends, while the center portion without such
  • Coil spring device only moderately increased, so even in the field of
  • the present invention therefore relates to a
  • a coil spring device in particular for supporting a car body of a rail vehicle on a wheel unit of the rail vehicle, having a spring body with a plurality of helical turns having a central portion, a first end portion and a second end portion, wherein the spring body at least in the region of the first end portion to a Previous turn approximated first end portion has.
  • a first contact protection device In a space between the previous turn and the first termination portion is a first contact protection device having at least a first contact protection element for preventing contact between the first
  • the first contact protection device extends only in the region of the first end section, so that the center section is free of the first
  • the first contact protection element can be constructed of any suitable material which achieves sufficiently long service lives under the expected loads. This may basically be a comparatively rigid material whose rigidity is in the range of the stiffness of the material of the spring body or above. One Such material is then under the expected loads, if any appreciable, only relatively little deformed. In this case, however, the mechanical properties of the spring device in the region of the contact protection element may be comparatively strongly modified, so that this must be taken into account accordingly.
  • the first contact protection element comprises an elastomeric material, wherein the elastomeric material in particular comprises polyurethane.
  • the elastomeric material in particular comprises polyurethane.
  • the contact protection element may optionally be constructed of a plurality of components, which optionally consist of different materials or combinations of materials.
  • the contact protection element may comprise a reinforcement (eg made of wires, fibers, fabrics, etc.), which may be in one
  • the spatial extent of the contact protection element can basically be chosen arbitrarily large. In particular, it may be sufficient that only the potential contact surfaces between the end portion and the previous turn are covered by the contact protection element.
  • the first contact protection element extends at least between the first end portion and the previous turn.
  • the contact protection element at least a part of the spring body engages in such a way that a positive connection between the contact protection element and the spring body is present.
  • at least a part of the first end section is preferably embedded in the first contact protection element.
  • at least a part of the previous turn may be embedded in the first contact protection element.
  • Contact protection element completely encloses the winding at least in a section, that surrounds the winding cross-section so that annular.
  • the first contact protection element encloses at least one turn portion of the spring body substantially completely.
  • the end portions of the spring body may be basically arbitrarily designed to provide a corresponding interface to the adjacent components of the vehicle.
  • the spring body in the first end portion forms a substantially planar, in particular ground, first bearing surface, wherein the spring body is then at least in the area outside the first bearing surface substantially completely embedded in the first contact protection element. This results in a particularly favorable interface to the adjacent components of the vehicle and an advantageous fixation of the contact protection element.
  • the outer contour of the contact protection element can likewise be chosen arbitrarily, in particular in accordance with the boundary conditions predetermined by the adjoining components.
  • a particularly easy to manufacture configuration results when the first contact protection element has a substantially hollow cylindrical shell of the
  • the spring body can in turn also have any design or any structure, which depend in particular on the function of the coil spring device within the vehicle.
  • it may itself already be constructed from a corresponding corrosion-resistant material.
  • the spring body has a corrosion protection coating to allow the use of inexpensive materials for the spring body.
  • Axial direction of the spring body can depend on the total length of the spring body (So the dimension in its longitudinal direction) are chosen arbitrarily large, as long as a sufficiently large, free center area is formed.
  • the first contact protection device extends in a longitudinal direction of the spring body over at least 20% of an axial length of a turn, preferably over at least 70% of the axial length of a turn, more preferably over 100% to 150% of the axial length of a turn.
  • the central region extends in a longitudinal direction of the spring body
  • Spring body over at least 50% of an axial length of a winding, preferably over at least 150% of the axial length of a winding, more preferably over at least 300% to 400% of the axial length of a winding. This can also be particularly reliable working designs achieve, in which, in particular advantageous little effect on the mechanical properties of the spring device.
  • the length of the winding in the context of the present invention the dimension of a complete turn of the spring body (ie at a circumferential angle of 360 °) along the longitudinal direction of the spring body referred.
  • both end sections are preferably provided with such a contact protection device.
  • a second contact protection device with at least one second contact protection element is provided in the second end section.
  • This second contact protection device with the second contact protection element can in principle be designed arbitrarily, wherein the features described above in connection with the first contact protection device or the first contact protection element can be implemented individually or in any combination, so that reference is made to the above statements.
  • the first and second contact protection device can be constructed or designed differently. This can be useful, in particular, if the Interface to the adjacent components of the vehicle is designed differently.
  • particularly easy to manufacture variants of the invention are characterized in that the second contact protection device is formed and / or arranged substantially identical to the first contact protection device.
  • the present invention further relates to a rail vehicle with a
  • the coil spring device can form a component of a primary spring device of a chassis of the rail vehicle.
  • the coil spring device can also be a component of a
  • the present invention can basically be used for any rail vehicles that are operated at any rated operating speeds. It can be used particularly advantageously in connection with high-speed traffic, since in this area of application particularly high dynamic loads are associated with high speeds
  • the rail vehicle according to the invention is therefore preferably a rail vehicle for high-speed traffic with a
  • Figure 1 is a schematic side view of a portion of a preferred embodiment of the vehicle according to the invention with a preferred embodiment of the coil spring device according to the invention;
  • Figure 2 is a schematic partial sectional view of the coil spring device
  • FIG. 1 A first figure.
  • Figure 3 is a schematic sectional view of a part of the coil spring device along line III-III of Figure 2;
  • Figure 4 is a schematic partial sectional view of another preferred
  • FIG. 5 shows a schematic sectional view of a part of the coil spring device along line IV-IV from FIG. 4.
  • High-speed traffic which is operated at a rated operating speed above 300 km / h to 350 km / h.
  • the vehicle 101 comprises a car body 102 which is supported in the region of its two ends on a chassis in the form of a bogie 103.
  • a chassis in the form of a bogie 103.
  • the present invention may be used in conjunction with other configurations in which the body is supported on a chassis only.
  • a vehicle coordinate system x, y, z (given by the wheel tread plane of the bogie 103) is indicated, in which the x-coordinate is the longitudinal direction of the rail vehicle 101, the y-coordinate is the transverse direction of the rail vehicle 101 and the z-coordinate the
  • Height direction of the rail vehicle 101 denote.
  • the bogie 103 comprises two wheel units in the form of wheelsets 104, on each of which a bogie frame 106 is supported via a primary suspension 105.
  • FIG. 1 shows a preferred variant of the invention
  • Coil spring device 108 which in the present example is a part of the
  • the coil spring device 108 conventionally comprises a spring body 108.1 made of a suitable spring steel, which is provided with a corrosion protection coating.
  • the spring body 108.1 is provided in the manner of a coil spring with a plurality of helical turns.
  • the spring body 108.1 has a first end section 108.2, a middle section 108.3 and a second end section 108.4.
  • the spring body 108.1 In the region of the first end section 108.2, the spring body 108.1 has a first end section 108.6 which approximates a previous turn 108.5. The same applies to the second end section 108.4. In order to achieve a substantially flat bearing surface or interface 108.7 to the adjacent vehicle components, the spring body 108.1 is ground at its respective end in the present example. It is understood, however, that in other variants of the invention, a different design of the respective end of the spring body may be provided.
  • Termination section 108.6 is a first contact protection device 109 with a first contact protection element 109.1 for preventing contact between the first
  • FIG. 2 shows the contact protection element 109.1 in a cut state, wherein the section runs along a cylindrical sectional area which contains the helically extending center line of the turns of the spring body 108.1.
  • a comparable contact protection device may be provided at the second end portion 108.4, as indicated in Figure 2 by the dashed contour 1 10.
  • the first contact protection device 109 extends only in the region of the first end section 108.2, so that the center section 108.3 is free of the first contact protection device 109. Is a second contact protection 1 10th provided, it also extends only over the region of the second end portion 108.4, so that the center portion 108.3 is free of such contact protection devices 109, 1 10.
  • the first contact protection element can be constructed of any suitable material which achieves sufficiently long service lives under the expected loads. This may basically be a comparatively rigid material whose rigidity is in the range of the stiffness of the material of the spring body or above. Such a material is then under the expected loads, if any appreciable, only relatively little deformed. In this case, however, the mechanical properties of the spring device in the region of the contact protection element may be comparatively strongly modified, so that this must be taken into account accordingly.
  • the first contact protection element 09.1 is a block of an elastomeric material in the form of polyurethane following the turn of the spring body 108.1.
  • the stiffness of this elastomeric material is well below 50% of the stiffness of the steel of the spring body 108.1.
  • the material for the contact protection element 109.1 is thus a comparatively soft material, which has relative movements between it
  • Contact protection element 109.1 can be equipped without further modifications to the spring device 108 or the surrounding components of the vehicle 101 must be made.
  • the contact protection element 109.1 may optionally be constructed of several components, which may consist of different materials or combinations of materials. Furthermore, the contact protection element 109.1 may comprise a reinforcement (eg made of wires, fibers, fabrics, etc.) which are embedded in its elastic matrix.
  • a reinforcement eg made of wires, fibers, fabrics, etc.
  • the contact protection element 109.1 essentially covers only the potential contact surfaces between the termination section 108.6 and the previous one Winding 108.5, so that a particularly small influence on the mechanical properties of the spring device 108, in particular its stiffness characteristic.
  • End portion 108.6 and the previous winding 108.5 which can come into contact with each other in the maximum during normal operation of the vehicle 101 loads. It can be taken into account here that only those areas are to be protected in which contact with a contact force is to be expected during operation, the amount of which leads to long-term damage.
  • Contact protection element 109.1 even extend over a smaller circumferential angle than the area that would be at risk in a design without contact protection element.
  • the contact protection element 109.1 therefore extends over a circumferential angle of about 60 °. This is sufficient to prevent contact between the end section 108.6 and the previous turn 108.5 during normal operation of the vehicle 101. It is understood, however, that in other variants according to the expected loads (and thus the dimensions of the damage-prone area) a different circumferential angle can be selected. Typically, the circumferential angle is in a range of 45 ° to 360 °, preferably 60 ° to 120 °, more preferably 80 ° to 100 °.
  • Closing portion 108.6 or a part of the previous turn 108.5 surrounds, so that they are embedded in other words in this area in each case in the first contact protection element 109.1, as can be seen in particular in Figure 3.
  • the contact protection element 109.1 has an axial length LK in a direction along the longitudinal axis 108.8 of the spring body 108.1 (z-direction), which corresponds to approximately 40% of the axial length LW of a complete turn of the spring body 108.1.
  • the axial length LM of the free central area 108.3 (that is, not provided with a contact protection) is approximately 310% of the axial length LW of a complete turn of the spring body 108.1.
  • the coil spring device 208 basically corresponds in design and function to the coil spring device 108, so that only the differences should be discussed here. Similar components are therefore provided with increased by the value 100 reference numerals. Unless otherwise stated below, reference is made to the above statements with regard to the features and functions of these components.
  • FIG. 4 shows the contact protection element 209.1 in a cut state, the section running in a plane parallel to the plane of the drawing (xz plane)
  • Sectioning plane which contains the longitudinal axis 108.8 of the spring body 108.1. More specifically, the difference is that the first contact protection element 209.1 of the first contact protection device 209 is designed as a substantially hollow cylindrical shell element, in which the first end portion 108.2 of the spring body 108.1 is embedded.
  • the surface-ground support surface 108.6 is free. It is understood, however, that in other variants of the invention, the contact protection device can also enclose the support surface, so that the support surface is also correspondingly protected. It is understood that this protection is also in other variants of the invention,
  • the contact protection element 209.1 has an axial length LK in one direction along the longitudinal axis 108.8 of the spring body 108.1 (z-direction), which corresponds to approximately 75% of the axial length LW of a complete turn of the spring body 108.1.
  • the axial length LM of the free (ie not provided with a contact protection) center portion 108.3 is about 240% of the axial length LW of a complete turn of the spring body 108.1.
  • preceding turn 108.5 completely surrounds at least in one section, that surrounds the winding cross-section thus annularly.
  • the outer contour of the contact protection element 209.1 is limited in the present example by a cylindrical outer wall and a cylindrical inner wall. It is understood, however, that in other variants of the invention, a different course may be selected.
  • any sectional contour may be provided, as indicated in Figure 5 by the dashed contours 209.4 and 209.5.
  • These recesses 209.4 and 209.5 can only be provided locally. Likewise, they can helically over at least a portion of the contact protection element 209.1, in particular substantially the entire Protect contact protection element 209.1.
  • bulges or the like can be provided.
  • openings may also be provided, at least in sections, from the inside to the outside, as indicated by the dashed contour 209.6 in FIG.
  • Coil spring device 208 set in an advantageous manner, in particular minimized.
  • Rail vehicles can be used at lower

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

Abstract

La présente invention concerne un dispositif à ressort hélicoïdal, en particulier pour le support d'une caisse d'un véhicule ferroviaire sur une unité de roue du véhicule ferroviaire, et comportant un corps de ressort (108.1) avec une pluralité d'enroulements en forme hélicoïdale, qui présente une section intermédiaire (108.3), une première section d'extrémité (108.2) et une seconde section d'extrémité (108.4). Le corps de ressort (108.1) présente, au moins dans la zone de la première section d'extrémité (108.2), une première section terminale (108.6) rapprochée d'un enroulement antérieur (108.5). Dans un espace intermédiaire entre l'enroulement antérieur (108.5) et la première section terminale (108.6) est agencé un premier dispositif de protection contre le contact (109) avec au moins un premier élément de protection contre le contact (109.1; 209.1) afin d'empêcher un contact entre la première section terminale (108.6) et l'enroulement antérieur (108.5) dans un état chargé du corps de ressort (108.1). Le premier dispositif de protection contre le contact (109) s'étend uniquement dans la zone de la première section d'extrémité (108.2), de sorte que la section intermédiaire (108.3) n'est pas liée au premier dispositif de protection contre le contact (109).
PCT/EP2012/073718 2011-11-30 2012-11-27 Dispositif à ressort hélicoïdal pour un véhicule WO2013079480A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110055867 DE102011055867A1 (de) 2011-11-30 2011-11-30 Schraubenfedereinrichtung für ein Fahrzeug
DE102011055867.5 2011-11-30

Publications (1)

Publication Number Publication Date
WO2013079480A1 true WO2013079480A1 (fr) 2013-06-06

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ID=47290949

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/073718 WO2013079480A1 (fr) 2011-11-30 2012-11-27 Dispositif à ressort hélicoïdal pour un véhicule

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DE (1) DE102011055867A1 (fr)
WO (1) WO2013079480A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015205085B3 (de) * 2015-03-20 2016-06-23 Bombardier Transportation Gmbh Drehgestell für Schienenfahrzeug
US10611428B2 (en) 2018-02-12 2020-04-07 Carl Winefordner System and method for adjusting spring rate of a coil spring in a bike suspension
US10604207B2 (en) 2018-02-12 2020-03-31 Carl Winefordner System and method for adjusting spring rate of a coil spring in a bike suspension

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5646128A (en) * 1979-08-22 1981-04-27 Chuo Spring Co Ltd Cushion for coil spring
EP1672241A1 (fr) * 2004-12-16 2006-06-21 Yamaha Hatsudoki Kabushiki Kaisha Entretoise pour ressort hélicoidal
EP1867901A2 (fr) * 2006-06-13 2007-12-19 Kyosan Denki Co., Ltd. Vanne

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5646128A (en) * 1979-08-22 1981-04-27 Chuo Spring Co Ltd Cushion for coil spring
EP1672241A1 (fr) * 2004-12-16 2006-06-21 Yamaha Hatsudoki Kabushiki Kaisha Entretoise pour ressort hélicoidal
EP1867901A2 (fr) * 2006-06-13 2007-12-19 Kyosan Denki Co., Ltd. Vanne

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Publication number Publication date
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