EP0706468B1 - Roues accouplees a ressort de suspension, notamment pour vehicules sur rails - Google Patents

Roues accouplees a ressort de suspension, notamment pour vehicules sur rails Download PDF

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Publication number
EP0706468B1
EP0706468B1 EP94923701A EP94923701A EP0706468B1 EP 0706468 B1 EP0706468 B1 EP 0706468B1 EP 94923701 A EP94923701 A EP 94923701A EP 94923701 A EP94923701 A EP 94923701A EP 0706468 B1 EP0706468 B1 EP 0706468B1
Authority
EP
European Patent Office
Prior art keywords
wheel
running gear
springs
links
wheel supports
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
Application number
EP94923701A
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German (de)
English (en)
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EP0706468A1 (fr
Inventor
Fritz Frederich
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.)
VSG Verkehrstechnik GmbH
Original Assignee
VSG Verkehrstechnik GmbH
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Publication date
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Publication of EP0706468A1 publication Critical patent/EP0706468A1/fr
Application granted granted Critical
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Anticipated expiration legal-status Critical
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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
    • 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
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel

Definitions

  • the invention relates to a single wheel chassis for rail vehicles, the wheels of which are suspended individually from wheel carriers and are supported on the vehicle carrier by means of upper and lower springs.
  • Light materials are used to reduce the unsprung masses or rubber-elastic spring elements are provided in the wheel, predominantly between the wheel tire and the wheel disc.
  • Light materials have the disadvantage that they almost always have lower strength than steel. They then have to be applied in larger volumes to compensate for the specifically lower load-bearing capacity over large areas or moments of resistance. If light materials have sufficient strength, they are either very expensive or not sufficiently wear-resistant, or both, such as titanium, and therefore not suitable for practical use in wheel sets.
  • So-called rubber-sprung wheels have the disadvantage that the ring-shaped spring insert on the wheel circumference is fully compressed and rebounded every time the wheel is turned. With internal friction in the spring material rubber, this leads to energy losses and thus to an increase in the rolling resistance of such wheels.
  • an individual wheel undercarriage for three pairs of rail wheels lying one behind the other is known.
  • the rail wheels of the single wheel chassis are held by pairs of springs consisting of upper and lower springs.
  • the springs of each pair of springs are dimensioned essentially the same and are arranged horizontally and parallel to one another.
  • a pair of springs arranged transversely to the vehicle carrier axis acts on both the front and rear side of each wheel carrier in the direction of travel.
  • the wheel carriers lying one behind the other are connected to one another by means of spring pairs which are supported on the vehicle carrier and are arranged in parallel therewith. Each wheel carrier is supported by a total of six or eight springs.
  • a major disadvantage of this single wheel chassis is that the upper and lower springs of a pair of springs arranged transversely to the vehicle axis are equally deflected during compression and rebound, so that the wheel carrier and rail wheel are moved horizontally so that the track dimension of the single wheel chassis changes.
  • the invention has for its object to provide a single wheel undercarriage of the type mentioned, which ensures a substantially constant track dimension during compression and rebounding with the lowest possible weight.
  • This object is achieved with a single wheel chassis, the wheels of which are suspended individually from wheel carriers and are resiliently supported on the vehicle carrier via upper and lower support elements arranged transversely to the longitudinal axis of the vehicle, the wheels being compressed and rebounded by the wheel carriers in combination with the upper and lower support elements are guided in the horizontal plane at an angle to the vehicle carrier and the upper part of the wheel carrier experiences a greater horizontal deflection than the lower part of the wheel carrier, in such a way that the track dimension changes as little as possible when deflecting and rebounding.
  • the new spring-wheel pair also performs essential functions of the chassis, such as load distribution from the trunnion to the wheels, suspension of the wheels relative to the load transfer from the body, transverse and longitudinal force support of the wheels relative to the body.
  • the geometrical structure of the support elements and their multiple functions make better use of the materials used, so that the construction as a whole is lighter.
  • Fig. 1 shows a pair of spring wheels with leaf spring handlebars. The view from the front is shown.
  • the wheels 1 are rotatably mounted on or in the wheel carriers 2.
  • the wheel loads are transmitted from the wheel carriers 2 to the lower spring leaf link 3 and the upper spring leaf link 4.
  • the ends of the spring leaf 5 rest on the lower spring leaf link 3 to dampen oscillatory movements. It is thereby achieved that 5 relative movements occur during the compression and rebound between the spring leaf link 3 and the ends of the spring leaf, which withdraw energy from the movement.
  • the spring leaves 3 and 4 and the spring leaf 5 are fastened to the chassis support 6, which in turn is connected to the car body via the spring 7 shown here as a coil spring. If the spring 7 is dispensed with, the chassis carrier 6 is directly a component of the car body.
  • Fig. 2 shows a plan view of the spring leaf wheel pair.
  • the outer wheels 1 and the wheel carriers 2 are connected to one another in the transverse direction by the triangular lower spring leaf link 3, which is symmetrical in the figure, and the simple upper spring leaf link 4.
  • FIG. 3 shows a particularly expedient embodiment of the spring leaf wheel pair.
  • the wheels 1 can be seen, which are connected to the chassis support 6 via the wheel supports 2 and the spring leaf links 3 and 4.
  • the spring leaf link 3 and 4 are arranged so that their extensions beyond the wheels 1 intersect far outside the wheel planes at a point which is at the level of the top edge of the rail. It is thereby achieved that the track dimension of the pair of wheels changes only minimally when a wheel 1 is deflected.
  • a similar effect can be achieved with the arrangement of the spring leaf links 3 and 4 shown in FIG. 4.
  • FIG. 4 shows a pair of spring leaf wheels with spring leaf links 3 and 4 inclined inwards.
  • the spring leaf links 3 and 4 are arranged so that the over cut the respective extensions on the other side of the spring leaf links 3 and 4 far outside the wheel plane at a point at the top of the rail.
  • a joint spring wheel pair can be seen in the view from the front.
  • the wheel carriers 2, which carry the wheels 1 are connected in an articulated manner to the chassis carrier 10 by a lower link 8 and an upper link 9. Due to the position and arrangement of the links 8 and 9 shown as a principle, the wheels 1 can move relative to the undercarriage 10 in the vertical direction without the horizontal distance between the wheels 1 noticeably changing.
  • the suspension of the wheels 1 with respect to the chassis carrier 10 can be done by the springs 11.
  • Fig. 6 shows a torsion spring wheel pair in plan view.
  • the wheels 1 and wheel carrier 2 are fastened to wishbones 12, which in turn are each pivotably arranged about the longitudinal axis of the chassis carrier 13.
  • the transverse link 12 connects the longitudinal torsion bar 14 to one another.
  • the load moments resulting from the wheel loads are switched and compensated for by the torsion bar 14.
  • the undercarriage remains 13 moments free and can be easily dimensioned accordingly.
  • Fig. 7 shows another embodiment of a torsion spring wheel pair.
  • the wheel carrier 2 of the wheel 1 of one side of the wheel pair is guided by the lower control arm 15 and by the upper control arm 16 in the longitudinal, transverse and vertical directions; the lower wishbone 17 and the upper wishbone 18 take over the guidance of the wheel carrier 2 of the wheel 1 on the other side.
  • the lower wishbones 15 and 17 and the upper wishbones 16 and 18 on both sides of the wheel pair are through the lower torsion bar 19 and the upper torsion bar 20 connected with each other.
  • the torsion bars 19 and 20 in turn are pivotally mounted in the vehicle frame 21 or directly in the main vehicle part.
  • the double arrangement of wishbones compared to FIG. 6 and torsion bars result in less track change and better torque support for the wheels.
  • the exterior of the torsion spring wheel pair of FIG. 8 differs only slightly from that of FIG. 7.
  • the wheel carriers 2 have forward and rearward-facing booms arranged above and below the center of the wheels 2, which are located inside or outside on different sides of the wheels 2. This arrangement promises excellent movement of the wheels 2 relative to the chassis carrier 21 for tracking.
  • a further pair of torsion spring wheels is shown in perspective in FIG. 9.
  • the wheel carriers 2 are pivotably supported in the chassis carrier 26 by lower wishbones 22, 24 and upper wishbone rods 23, 25.
  • An outer end of the wishbone 22 is connected to the other outer end of the wishbone 24 via the torsion bar 27 in a torsionally elastic manner.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)

Claims (15)

  1. Châssis à roues indépendantes pour voitures de chemins de fer, dont les roues (1) sont suspendues individuellement à des supports (2) et sont supportées de manière élastique sur le longeron (6, 10, 13, 21, 26) de la voiture par l'entremise d'éléments d'appui supérieurs et inférieurs (3 à 5, 8, 9, 11, 12, 14, 15 à 20, 22 à 25, 27) agencés transversalement par rapport à l'axe longitudinal de la voiture, les roues (1) étant guidées, lors de la compression et de l'expansion des ressorts, par les supports de roues (2) en combinaison avec les éléments d'appui supérieurs et inférieurs (3 à 5, 8, 9, 11, 12, 14, 15 à 20, 22 à 25, 27) dans le plan horizontal, dans une configuration angulaire rigide par rapport au longeron (6, 10, 13, 21, 26) de la voiture et la partie supérieure des supports de roues (2) subissant une déviation horizontale supérieure à celle de la partie inférieure des supports de roues (2) de sorte que l'écartement varie le moins possible lors de la compression et de l'expansion des ressorts.
  2. Châssis à roues indépendantes cour voitures de chemins de fer selon la revendication 1, caractérisé en ce que les éléments d'appui comprennent des ressorts supérieurs et inférieurs (3 à 5), les roues (1) étant guidées, lors de la compression et de l'expansion des ressorts, par les supports de roues (2) en combinaison avec les ressorts supérieurs et inférieurs (3 à 5) dans le plan horizontal dans une configuration angulaire rigide par rapport au longeron (6) de la voiture et la partie supérieure des supports de roues (2) subissant une déviation horizontale supérieure à celle de la partie inférieure des supports de roues (2).
  3. Châssis à roues indépendantes pour voitures de chemins de fer selon la revendication 1, caractérisé en ce que les éléments d'appui agencés transversalement par rapport à l'axe longitudinal de la voiture comprennent un ressort inférieur (11, 27) et des bras oscillants supérieurs et inférieurs (8, 9, 22 à 25), les roues (1) étant guidées, lors de la compression et de l'expansion du ressort, par les porte-roues (2) en combinaison avec les bras oscillants (8, 9, 22 à 25), dans le plan horizontal dans une configuration angulaire rigide par rapport au longeron (10, 26) de la voiture et la partie supérieure des supports de roues (2) subissant une déviation horizontale supérieure à celle de la partie inférieure des supports de roues (2).
  4. Châssis à roues indépendantes pour voitures de chemins de fer selon la revendication 1, caractérisé en ce que les éléments d'appui comprennent des bras oscillants supérieurs et inférieurs (15 à 18) et des ressorts supérieurs et inférieurs (19, 20), les roues (1) étant guidées, lors de la compression et de l'expansion des ressorts, par les porte-roues (2) en combinaison avec les bras oscillants (15 à 18), dans le plan horizontal dans une configuration angulaire rigide par rapport au longeron (21) de la voiture et la partie supérieure des supports de roues (2) subissant une déviation horizontale supérieure à celle de la partie inférieure des supports de roues (2) de sorte que l'écartement varie le moins possible lors de la compression et de l'expansion des ressorts.
  5. Châssis à roues indépendantes pour voitures de chemins de fer selon l'une quelconque des revendications 1 à 4, caractérisé en ce que des prolongements imaginaires des parties, affectées à un support de roue (2), des éléments d'appui supérieurs et inférieurs (3 à 5, 8, 9, 11, 12, 14, 15 à 20, 22 à 25, 27) se coupent en un point voisin du plan horizontal de la face supérieure du rail.
  6. Châssis à roues indépendantes pour voitures de chemins de fer selon l'une quelconque des revendications 1, 3 ou 4, caractérisé en ce que les bras oscillants (8, 9, 12, 15 à 18, 22 à 25) guident les points de raccordement avec les supports de roues (2) sur un certain rayon de pivotement autour de pivots agencés de telle sorte que, lors de la compression de la partie supérieure, le support de roue (2) subisse une déviation horizontale supérieure à celle de la partie inférieure du support de roue (2).
  7. Châssis à roues indépendantes pour voitures de chemins de fer selon la revendication 6, caractérisé en ce que la partie supérieure et la partie inférieure des supports de roues (2) sont guidées par des bras oscillants supérieurs et inférieurs (8, 9, 22 à 25) et le bras oscillant supérieur (8, 23, 25) présente un rayon de pivotement inférieur à celui du bras oscillant inférieur (9, 22, 24).
  8. Châssis à roues indépendantes selon l'une quelconque des revendications 1, 2 ou 5, caractérisé en ce que les ressorts (3, 4, 5) agencés transversalement par rapport a l'axe longitudinal de la voiture se présentent sous la forme de ressorts spiraux, en particulier des ressorts à lames.
  9. Châssis à roues indépendantes selon l'une quelconque des revendications 1, 2, 5 ou 8, caractérisé en ce que les ressorts (3, 4, 5) agencés transversalement par rapport à l'axe longitudinal de la voiture sont élargis en forme de triangle vers le centre du longeron (6) de la voiture.
  10. Châssis à roues indépendantes selon l'une quelconque des revendications 1 ou 3 à 9, caractérisé en ce que les bras oscillants (8, 9, 12, 15 à 18, 22 à 25) sous forme de barres rigides sont articulés sur le longeron (10, 13, 21, 26) de la voiture de manière à pouvoir pivoter autour d'axes horizontaux et s'y appuient sur les ressorts (11, 14, 19, 20, 27).
  11. Châssis à roues indépendantes selon la revendication 10, caractérisé en ce que les ressorts (11, 14, 19, 20, 27) sont des éléments déformables sous pression, en particulier des ressorts hélicoïdaux (11) ou des ressorts de torsion (14, 19, 20, 27).
  12. Châssis à roues indépendantes selon la revendication 11, caractérisé en ce que les bras oscillants (12, 15 à 18, 22, 24) qui se présentent sous la forme de barres s'accrochent à un ressort de torsion commun (14, 19, 20, 27).
  13. Châssis à roues indépendantes selon la revendication 12, caractérisé en ce que, pour la suspension (2) d'une roue respective (1), il est prévu des bras oscillants supérieurs et inférieurs (15 à 18), les bras oscillants supérieurs (16, 18), d'une part, et les bras oscillants inférieurs (15, 17), d'autre part, s'accrochant respectivement à un ressort de torsion commun (19, 20).
  14. Châssis à roues indépendantes selon la revendication 13, caractérisé en ce que les bras oscillants supérieurs et inférieurs (15 à 18) sont raccordés à la suspension de roue (2) en des points décalés dans la direction de l'axe longitudinal de la voiture.
  15. Châssis à roues indépendantes selon la revendication 13 ou 14, caractérisé en ce que les bras oscillants supérieurs et inférieurs (15 à 18) sont raccordés à la suspension de roue (2) sur divers côtés de la roue (1).
EP94923701A 1993-06-29 1994-06-29 Roues accouplees a ressort de suspension, notamment pour vehicules sur rails Expired - Lifetime EP0706468B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4321541 1993-06-29
DE4321541A DE4321541A1 (de) 1993-06-29 1993-06-29 Feder-Radpaar, insbesondere für Schienenfahrzeuge
PCT/EP1994/002119 WO1995001274A2 (fr) 1993-06-29 1994-06-29 Roues accouplees a ressort de suspension, notamment pour vehicules sur rails

Publications (2)

Publication Number Publication Date
EP0706468A1 EP0706468A1 (fr) 1996-04-17
EP0706468B1 true EP0706468B1 (fr) 1997-07-30

Family

ID=6491471

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94923701A Expired - Lifetime EP0706468B1 (fr) 1993-06-29 1994-06-29 Roues accouplees a ressort de suspension, notamment pour vehicules sur rails

Country Status (6)

Country Link
EP (1) EP0706468B1 (fr)
AT (1) ATE156076T1 (fr)
DE (2) DE4321541A1 (fr)
ES (1) ES2108481T3 (fr)
SK (1) SK165995A3 (fr)
WO (1) WO1995001274A2 (fr)

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR645581A (fr) * 1926-12-22 1928-10-27 Perfectionnements à la suspenion du matériel roulant de chemins de fer
BE517958A (fr) * 1951-09-07

Also Published As

Publication number Publication date
SK165995A3 (en) 1996-06-05
EP0706468A1 (fr) 1996-04-17
ES2108481T3 (es) 1997-12-16
WO1995001274A2 (fr) 1995-01-12
DE59403573D1 (de) 1997-09-04
WO1995001274A3 (fr) 1995-03-02
ATE156076T1 (de) 1997-08-15
DE4321541A1 (de) 1995-01-19

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