EP1897776B1 - Bogie - Google Patents

Bogie Download PDF

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Publication number
EP1897776B1
EP1897776B1 EP06018619.4A EP06018619A EP1897776B1 EP 1897776 B1 EP1897776 B1 EP 1897776B1 EP 06018619 A EP06018619 A EP 06018619A EP 1897776 B1 EP1897776 B1 EP 1897776B1
Authority
EP
European Patent Office
Prior art keywords
bogie
coupling
control arm
arrangement according
bearing
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.)
Active
Application number
EP06018619.4A
Other languages
German (de)
English (en)
Other versions
EP1897776A1 (fr
Inventor
Gregor Dipl.-Ing. Mackowiak
Laurent Dipl.-Ing. Daniel
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.)
Alstom Transport Technologies SAS
Original Assignee
Alstom Transport Technologies SAS
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 Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Priority to DK06018619.4T priority Critical patent/DK1897776T3/da
Priority to ES06018619T priority patent/ES2730624T3/es
Priority to PL06018619T priority patent/PL1897776T3/pl
Priority to EP06018619.4A priority patent/EP1897776B1/fr
Publication of EP1897776A1 publication Critical patent/EP1897776A1/fr
Application granted granted Critical
Publication of EP1897776B1 publication Critical patent/EP1897776B1/fr
Active legal-status Critical Current
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
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set

Definitions

  • the invention relates to an arrangement comprising a Jakobs bogie according to the preamble of claim 1.
  • bogie and car body using a trailing arm is required, inter alia, in vehicles with Jakobs bogie to transfer traction and braking forces from the bogie to the or the car bodies.
  • Jakobs bogies the ends of two car bodies lie on a common bogie.
  • the car bodies are movably connected together by a hinge coupling, while the bogie and one of the car bodies are connected to each other by means of a trailing arm.
  • Such a Jakobs bogie is for example from the DE 196 38 763 C2 known.
  • the invention has for its object to provide a Jakobs bogie whose connection to one of the car bodies is very compact and in particular in the vertical direction has a low space requirement.
  • Another advantage of the arrangement according to the invention is given by the fact that the space requirement of a trailing arm for larger loads in the vertical direction does not increase or only to a very small extent.
  • a more resilient trailing arm requires more space in the first place orthogonal to the axes of rotation of the bearing, as the diameter of the bearing increases. This means that the space requirement of the invention arranged trailing arm in the vertical direction is almost independent of its rigidity and strength.
  • Another advantage of the arrangement of the trailing arm according to the invention is that because of the lower height in the vertical direction, the force application points of the trailing arm both on the car body and on the bogie can be placed lower. As a result, the forces acting on the bogie from the tensile and compressive forces are reduced, resulting in improved performance of the bogie.
  • a particularly advantageous embodiment of the invention provides that the joint coupling has spatially coupled coupling elements, which are each attached to one of the car bodies, and that the trailing arm is rotatably mounted on one of the coupling elements.
  • one of the coupling elements has a mounting hole for a bearing journal of one of the bearings of the trailing arm.
  • a first coupling element is fork-shaped and a second coupling element is designed as a coupling arm, wherein between the fork-shaped first coupling element and the coupling arm, an elastic ball joint is arranged.
  • This coupling joint allows the occurring, for example, when driving a 70%bergs and when driving on a curve relative movements between the two car bodies and at the same time takes over a shock and jerk-damping function.
  • the space available in the bogie can be further increased by the trailing arm extends at least partially in the vertical direction down over one or both side members of the bogie frame.
  • the bogie has at least two cross members, which are arranged between the longitudinal members, it has also proved to be advantageous if at least one bearing of the trailing arm between two cross members is arranged.
  • the trailing arm extends at least partially in the vertical direction down over one or both cross member.
  • the bearings of the invention trailing arms are designed so that they allow a rotational movement of the trailing arm in a plane passing through the vertical axis of rotation of the bearing and a - Is moved substantially horizontally extending - longitudinal axis of the trailing arm.
  • FIG. 1 shows a top view of a Jakobs bogie.
  • the bogie has an H-shaped frame 1, which consists of two longitudinal members 3 and two cross members 5. About the cross member 5, the side members 3 are firmly connected. At the ends of the longitudinal members 3 each have a wheel set 7 is present. The wheelsets 7 are a primary suspension (not visible in FIG. 1 ) connected to the bogie frame 1.
  • the drive motors of the wheelsets 7 are for reasons of clarity in FIG. 1 not shown.
  • a total of four secondary springs 9 are arranged on the side rails 3 .
  • the secondary springs 9.1 one end of a first carbody, not shown, is placed, while a second likewise not shown car body is placed on the secondary springs 9.2.
  • the car bodies are connected to one another via an articulated coupling 12 in such a way that the car bodies move relative to one another when cornering or when driving over a depression or an elevation can.
  • the joint coupling 12 prevents height differences between the car bodies in the vertical direction, resulting for example by different loadings of the car bodies or dynamic loads.
  • a trailing arm 13 is disposed on a cross member 5.1 of the bogie 1. Since the trailing arm 13 is arranged below the articulated coupling 12, it is in FIG. 1 represented by a dashed line.
  • the trailing arm 13 is rotatably supported by means of a first bearing 15 on the cross member 5.1 of the bogie frame 1.
  • the first bearing 15 remote from the end of the arm 13 is rotatably mounted in a second bearing 19.
  • the articulated coupling 12 comprises a fork-shaped first coupling element 22, a coupling arm 23 and a ball joint 24 arranged therebetween.
  • the fork-shaped first coupling element 22 is attached to a cross member 25 of a vehicle body (not shown) resting on the secondary springs 9.1.
  • the dome arm 23 is fastened to a cross member 26 of a carriage box (not shown) resting on the secondary springs 9.2.
  • the second bearing 19 in turn is attached to the dome arm 23.
  • the trailing arm 13 (not shown) is connected to the first bearing 15 on the bogie frame 1 and the second bearing 19 with the resting on the secondary springs 9.2 car body, the trailing arm 13 allows the transmission of tensile and compressive forces between the car body, not shown and the bogie.
  • the axes of rotation (without reference numeral) of the bearings 15 and 19 extend substantially in the vertical direction and thus in FIG. 1 perpendicular to the plane of the drawing.
  • the load capacity of the trailing arm 13 is essentially determined by its width and the diameters of the bearings 15 and 19. This means that with an increase in the bearing dimensions or a gain of the trailing arm 13 of the space requirement, especially in the lateral direction, that is in the plane of FIG. 1 increases.
  • FIG. 2 a section along the line AA is shown. Same components have the same Reference numerals and it is the respect FIG. 1 Said accordingly.
  • FIG. 2 are greatly simplified a car body 27 which rests on the secondary springs 9.1, and a car body 28 which rests on the secondary springs 9.2, indicated.
  • the cross member 26 is rigidly connected to the car body 28. At the traverse 26 of the dome arm 23 is screwed. At the dome arm 23, the second bearing 19 of the trailing arm 13 is attached.
  • FIG. 2 is the secondary spring 9.2 with empty car body 28, that is shown in the rebounded state.
  • the secondary spring 9.2 springs the car body 28 moves in the direction of the bogie.
  • the trailing arm 13 is attached to the first bearing 15 and to the second bearing 19 in such a way that it runs essentially horizontally when the secondary spring 9.2 is fully spring-loaded.
  • a longitudinal axis of the Trailing arm 13 is in FIG. 2 provided with the reference numeral 30. The above is still in connection with the FIGS. 4a) and 4b ) explained in more detail.
  • FIG. 2 It can be seen that the trailing arm 13 arranged according to the invention, in particular in the region of the first bearing 15, protrudes downward in a vertical direction over both the cross member 5.1 and the longitudinal members 3. As a result, space between the longitudinal members 3 on the one hand and the cross members 5.1 and 5.2 on the other hand won.
  • FIG. 3 shows the joint coupling 12 and the attachment of the trailing arm 13 slightly enlarged.
  • FIG. 4 the joint coupling 12 and the trailing arm 13 are shown in section. From these figures, inter alia, the connection of the first bearing 15 to the cross member 5.1 and the attachment of the second bearing 19 by means of a mounting hole 31 on the dome arm 23 are clearly visible.
  • FIG. 4a is the secondary spring 9.2 (see FIG. 2 ) shown in an empty car body 28.
  • a lower edge of the second bearing 19 is arranged by the dimension D higher than a lower edge of the first bearing 15.
  • the dimension D corresponds to a first approximation of the deflection of the secondary spring 9.2.
  • FIGS. 4a) and 4b can also be the structural design of the identical bearings 15 and 19 and recognize their operation.
  • the structure of the bearings 15 and 19 will be described below by way of example firstly with reference to the detail X shown enlarged.
  • a mounting hole 31 is provided in the cross member 5.1.
  • a bearing cap 33 is inserted from above.
  • the bearing cap 33 has a centrally arranged internal thread 35.
  • a bearing pin 37 is inserted from below and connected by means of a central screw 39 to the bearing cap 33.
  • a non-positive connection between pin 37 and bearing cap 33 is produced via a cone 41.
  • the pin 37 is crowned in the region of the trailing arm. This convex portion (without reference numeral) of the pin 37 is surrounded by a correspondingly shaped rubber element 43.
  • the rubber element 43 is connected either directly to the trailing arm 13 or via a metal sleeve 45 with the trailing arm 13.
  • the rubber element 43 is vulcanized directly on the pin 37 in this embodiment.
  • the head of the central screw 39 is recessed in the pin 37, so that the space requirement of the first bearing 15 in the vertical direction is further reduced.
  • the bearing 15 allows both rotations about the vertically arranged axis of rotation 29 (main degree of freedom) and deflections of the trailing arm 13 in a plane which is spanned by the axis of rotation of the first bearing 15 and the longitudinal axis 30 of the trailing arm 13. As a result, relative movements of bogie and car body in the vertical direction can be compensated by the bearing 15.
  • the inventive arrangement of the trailing arm 13 is a very space-saving arrangement in the vertical direction, which directly in a gain in available space in the bogie and / or a lowering of the car floor of the car bodies 27 and 28 allows ,
  • both advantages can also be combined with each other as needed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (11)

  1. Ensemble, comprenant deux caisses de voiture (27, 28), un bogie Jakobs (1), les extrémités des deux caisses de voiture (27, 28) reposant sur le bogie Jakobs, et une articulation de bogie pour le bogie Jakobs (1), avec un accouplement articulé (12) pour le raccordement articulé des caisses de voiture (27, 28), et avec un bras oscillant longitudinal (13), le bras oscillant longitudinal (13) raccordant entre eux l'une des caisses de voiture (28) et un cadre de bogie (1), et le bras oscillant longitudinal (13) comportant aux deux extrémités respectivement un palier (15, 19), au moins un des axes de rotation (29) des paliers (15, 19) s'étendant dans la direction verticale, caractérisé en ce que l'un des organes d'accouplement (22, 23) de l'accouplement articulé (12) et une traverse (5.1) du cadre de bogie (1) comportent un alésage de fixation (31) pour un tourillon (37) de l'un des paliers (19) du bras oscillant longitudinal (13).
  2. Ensemble selon la revendication 1, caractérisé en ce que les axes de rotation (29) des deux paliers (15, 19) s'étendent dans la direction verticale.
  3. Ensemble selon la revendication 1 ou 2, caractérisé en ce que l'accouplement articulé (12) comporte des organes d'accouplement (22, 23) accouplés de façon mobile dans l'espace qui sont respectivement fixés sur l'une des caisses de voiture (27, 28), et en ce que le bras oscillant longitudinal (13) est fixé de façon mobile en rotation sur l'un des organes d'accouplement (22, 23).
  4. Ensemble selon l'une des revendications précédentes, caractérisé en ce qu'un premier organe d'accouplement (22) est constitué en forme de fourche, et en ce qu'un deuxième organe d'accouplement (23) est constitué en tant que bras d'accouplement, et en ce qu'une articulation sphérique (24) élastique est disposée entre le premier organe d'accouplement (22) en forme de fourche et le bras d'accouplement (23).
  5. Ensemble selon l'une des revendications précédentes, caractérisé en ce que le cadre de bogie (1) comporte deux longerons (3), et en ce que le bras oscillant longitudinal (13) dépasse, au moins partiellement dans la direction verticale vers le bas, d'un ou des deux longerons (3) du cadre de bogie (1).
  6. Ensemble selon l'une des revendications précédentes, caractérisé en ce qu'au moins deux traverses (5.1, 5.2) sont disposées entre les longerons (3), et en ce qu'au moins un palier (15) du bras oscillant longitudinal (13) est disposé entre deux traverses (13).
  7. Ensemble selon l'une des revendications précédentes, caractérisé en ce que le bras oscillant longitudinal (13) dépasse au moins partiellement dans la direction verticale vers le bas d'une ou des deux traverses (5.1, 5.2).
  8. Ensemble selon l'une des revendications précédentes, caractérisé en ce que les paliers (15, 19) permettent un mouvement rotatif du bras oscillant longitudinal (13) dans un plan qui est défini par les axes de rotation (29) verticaux des paliers (15, 19) et par un axe longitudinal (30) du bras oscillant longitudinal (13)
  9. Ensemble selon la revendication 9, caractérisé en ce que les paliers (15, 19) du bras oscillant longitudinal (13) sont constitués en tant que raccordement caoutchouc-métal.
  10. Ensemble selon l'une des revendications précédentes, caractérisé en ce que les tourillons sont assemblés par vissage avec un couvercle (33) introduit dans l'alésage de fixation (31).
  11. Ensemble selon la revendication 10, caractérisé en ce que le que tourillon (37) est raccordé par liaison de force au couvercle (33) par le biais d'un cône (41).
EP06018619.4A 2006-09-06 2006-09-06 Bogie Active EP1897776B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DK06018619.4T DK1897776T3 (da) 2006-09-06 2006-09-06 Bogie
ES06018619T ES2730624T3 (es) 2006-09-06 2006-09-06 Boje
PL06018619T PL1897776T3 (pl) 2006-09-06 2006-09-06 Wózek
EP06018619.4A EP1897776B1 (fr) 2006-09-06 2006-09-06 Bogie

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP06018619.4A EP1897776B1 (fr) 2006-09-06 2006-09-06 Bogie

Publications (2)

Publication Number Publication Date
EP1897776A1 EP1897776A1 (fr) 2008-03-12
EP1897776B1 true EP1897776B1 (fr) 2019-04-03

Family

ID=37745847

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06018619.4A Active EP1897776B1 (fr) 2006-09-06 2006-09-06 Bogie

Country Status (4)

Country Link
EP (1) EP1897776B1 (fr)
DK (1) DK1897776T3 (fr)
ES (1) ES2730624T3 (fr)
PL (1) PL1897776T3 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105923004B (zh) * 2016-05-21 2019-01-11 中车青岛四方机车车辆股份有限公司 一种低地板轨道车辆转向架牵引装置及转向架
CN114194241A (zh) * 2021-12-03 2022-03-18 中车唐山机车车辆有限公司 转向架及轨道车辆
CN114194227B (zh) * 2021-12-03 2023-05-23 中车唐山机车车辆有限公司 基于模块化设计的轨道车辆

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE552538C (de) 1929-11-14 1932-06-15 Orenstein & Koppel Akt Ges Wagengelenkzug
BE758913A (fr) * 1969-11-19 1971-05-13 Alsthom Cgee Systeme de liaison pour bogie median
US3802350A (en) * 1972-04-14 1974-04-09 British Railways Board Railway bogie
US4962861A (en) * 1988-04-04 1990-10-16 A. Stucki Company Articulated connector
DE19638763C2 (de) * 1996-09-21 2001-02-15 Daimler Chrysler Ag Drehgestellanbindung für Jacobs-Drehgestelle
DE19722309C2 (de) * 1997-05-28 2001-04-19 Daimler Chrysler Ag Schienenfahrezug mit Triebkopf und Wagen
DE19919536A1 (de) * 1999-04-29 2000-11-02 Alstom Lhb Gmbh Gelenkkupplung für Fahrzeugeinheiten von Schienenfahrzeugen

Non-Patent Citations (1)

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

Also Published As

Publication number Publication date
PL1897776T3 (pl) 2019-09-30
DK1897776T3 (da) 2019-06-24
ES2730624T3 (es) 2019-11-12
EP1897776A1 (fr) 2008-03-12

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