EP1897776B1 - Bogie - Google Patents

Description

The invention relates to an arrangement comprising a Jakobs bogie according to the preamble of claim 1.

The combination of 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.

In 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.

From the DE 552 538 C is a single-axle Jakobs bogie known in which the ends of the car bodies and the bogie are coupled together via a Gelenkparallelogramm. This ensures that the bogie is always in the bisector of the car body. The axes of rotation of the articulated parallelogram extend in the vertical direction. In the vertical direction above the Gelenkparallelogramms is a coupling that connects the car bodies with each other. In the vertical direction below the Gelenkparallelogramms is the wheel axle of the bogie. This results in the vertical direction of a large height of this known from the prior art bogie.

In modern trams, light rail vehicles, commuter trains or other railcar trains, it is desirable to arrange the floors of the car bodies as low as possible in order to facilitate the passengers getting in and out. The result of these efforts are so-called low-floor vehicles whose floor height is less than or equal to 350 mm, and mid-floor vehicles whose floor height is between 400 mm and 600 mm.

In particular, in the field of bogies low floor heights are difficult to implement, because there, for example, the wheelsets, drive motors, braking devices and other must be accommodated.

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.

This object is achieved with an arrangement according to the preamble of claim 1 with the characterizing features of claim 1.

From the inventive arrangement of the axes of rotation of the bearing results in a reduced height in the vertical direction, so that at the same distance of the Trailing arm to the track bed, the floor of the car body can be lowered and / or the available space in the bogie increases.

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.

As a result, the number of components is reduced and it is sufficient to form at the end of the car bodies an area so that the tensile and compressive forces acting between the car bodies or a car body and the bogie can be initiated. Furthermore This embodiment allows a particularly compact design.

It has proven to be advantageous if one of the coupling elements has a mounting hole for a bearing journal of one of the bearings of the trailing arm. In this case, it is possible to replace the bearing pin if necessary, without replacing the entire coupling element. Of course, it is also conceivable to form the bearing journal in one piece with the coupling element.

It has proved to be advantageous if 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 Ablaufbergs 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.

If, as in almost every bogie the case, 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.

Again, it is possible that the trailing arm extends at least partially in the vertical direction down over one or both cross member.

In order not to hinder the compression of the car body in the secondary springs, which are arranged between bogie and car body, 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.

This degree of freedom can be realized in a simple manner by the fact that the bearings of the trailing arm as rubber-metal bearings (often referred to as silent block) are formed.

Further advantages and advantageous embodiments of the invention are the following drawings, the description and the claims removable. All of the features disclosed in the drawing, the description and the claims can be essential to the invention both individually and in any combination with one another.

drawing

Figur 1

eine Draufsicht auf ein mit einem erfindungsgemäßen Längslenker ausgerüstetes Drehgestell;

Figur 2

einen Schnitt entlang der Linie A-A nach Figur 1;

Figur 3

eine Detailansicht des erfindungsgemäßen Längslenkers,

Figur 4

den erfindungsgemäßen Längslenker im Längsschnitt und

Figur 5

eine vergrößerte Darstellung des Details X der Gelenk-Kupplung nach Figur 4.

Show it:

FIG. 1

a plan view of a equipped with a trailing arm according to the invention bogie;

FIG. 2

a section along the line AA after FIG. 1 ;

FIG. 3

a detailed view of the trailing arm according to the invention,

FIG. 4

the trailing arm according to the invention in longitudinal section and

FIG. 5

an enlarged view of the detail X of the joint coupling after FIG. 4 ,

Description of the embodiments

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.

On the side rails 3 a total of four secondary springs 9 are arranged. On 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, not shown, 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. In addition, 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.

When the wheelsets 7 are driven by the drive motors, not shown, or when the wheels 11 of the wheelsets 7 are decelerated, arise between the bogie 1 and the mounted on the bogie 1 car bodies (not shown) tensile or compressive forces. In a bogie with driven wheelsets 7 tensile forces arise when the wheelsets 7 are driven. In a running bogie pressure forces arise in case of braking.

Thus, the secondary springs 9 are relieved of these tensile and compressive forces, 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.

Since 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.

At the same time allow the bearings 15 and 19 a rotational movement of the car body relative to 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.

The space requirement of the trailing arm 13 and the bearings 15 and 19 in the vertical direction, that is perpendicular to the plane of the drawing, is almost independent of the diameter of the bearings 15 and 19 and the width of the trailing arm 13th

In 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.

In 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.

The axes of rotation of the bearings 15 and 19 are indicated by dashed lines 29.

Out FIG. 2 It is clear that the axes of rotation 29 extend substantially in the vertical direction and for this reason the space requirement of the trailing arm 13 according to the invention in the vertical direction is relatively low.

In FIG. 2 is the secondary spring 9.2 with empty car body 28, that is shown in the rebounded state. As a result, the end of the trailing arm 13, which is fixed to the second bearing 19, arranged slightly higher in the vertical direction than the end of the trailing arm 13 which is rotatably mounted on the first bearing 15. When the secondary spring 9.2 springs, the car body 28 moves in the direction of the bogie. As a result, the traverse 26 and with it the dome arm 23 with the second bearing 19 drops slightly.

Advantageously, the trailing arm 13 according to the invention 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.

Out 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.

In 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.

In FIG. 4a is the secondary spring 9.2 (see FIG. 2 ) shown in an empty car body 28. For this reason, 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.

In FIG. 4b the secondary spring 9.2 is fully compressed, so that the lower edge of the trailing arm 13 in the region of the second bearing 19 is approximately at the same height as the lower edge of the trailing arm 13 in the region of the first bearing 15. In other words, when fully spring-loaded secondary spring 9.2, the lower edge of the trailing arm 13 extends approximately horizontally. This ensures that everyone Areas of the trailing arm 13 have the same distance to the track bed with fully eingeschedertem body, and thus the trailing arm 13 at the lowest point, which is even conceivable, can be arranged.

From the 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.

In the cross member 5.1, a mounting hole 31 is provided. In the mounting hole 31, a bearing cap 33 is inserted from above. The bearing cap 33 has a centrally arranged internal thread 35.

In the bearing cap 33, a bearing pin 37 is inserted from below and connected by means of a central screw 39 to the bearing cap 33. In this case, 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.

In the embodiment shown in detail X, 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.

Since the second bearing 19 in principle has the same structure as the first bearing 15, the above with respect to the first bearing 15 what is said accordingly.

From the above, it follows that 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 , Of course, both advantages can also be combined with each other as needed.

Claims (11)

1. An arrangement comprising two railcar bodies (27, 28), a Jacob's bogie (1), wherein the ends of the two railcar bodies (27, 28) abut against the Jacob's bogie, and a bogie coupling for the Jacob's bogie (1) having an articulated coupling (12) for the articulated connection of the railcar bodies (27, 28) and having a longitudinal control arm (13), wherein the longitudinal control arm (13) connects one of the railcar bodies (28) and a bogie frame (1) with one another, and wherein the longitudinal control arm (13) has a bearing (15, 19) on both ends, wherein at least one of the axes of rotation (29) of the bearings (15, 19) extends in the vertical direction, characterized in that one of the coupling members (22, 23) of the articulated coupling (12) and a cross-member (5.1) of the bogie frame (1) have a fastening bore (31) for a bearing pin (37) of one of the bearings (19) of the longitudinal control arm (13).
2. An arrangement according to Claim 1, characterized in that the axes of rotation (29) of both bearings (15, 19) extend in the vertical direction.
3. An arrangement according to Claim 1 or 2, characterized in that the articulated coupling (12) has coupling members (22, 23) coupled in a spatially movable manner, which are respectively fastened to one of the railcar bodies (27, 28), and in that the longitudinal control arm (13) is fastened to one of the coupling members (22, 23) in a rotatably movable manner.
4. An arrangement according to any one of the preceding claims, characterized in that a first coupling member (22) is designed fork-shaped, and that a second coupling member (23) is designed as a coupling arm, and that between the fork-shaped first coupling member (22) and the coupling arm (23) an elastic ball joint (24) is arranged.
5. An arrangement according to any one of the preceding claims, characterized in that the bogie frame (1) comprises two longitudinal carriers (3), and in that the longitudinal control arm (13) protrudes at least partially in the vertical direction downwards over one or both longitudinal carriers (3) of the bogie frame (1).
6. An arrangement according to any one of the preceding claims, characterized in that between the longitudinal carriers (3) at least two cross-members (5.1, 5.2) are arranged, and that at least one bearing (15) of the longitudinal control arm (13) is arranged between two cross-members (13).
7. An arrangement according to any one of the preceding claims, characterized in that the longitudinal control arm (13) protrudes at least partially in the vertical direction downwards over one or both cross-members (5.1, 5.2).
8. An arrangement according to any one of the preceding claims, characterized in that the bearings (15, 19) permit a rotational movement of the longitudinal control arm (13) in a plane, which is spanned by the vertical axes of rotation (29) of the bearings (15, 19) and a longitudinal axis (30) of the longitudinal control arm (13).
9. An arrangement according to Claim 9, characterized in that the bearings (15, 19) of the longitudinal control arm (13) are designed as a rubber-metal connection.
10. An arrangement according to any one of the preceding claims, characterized in that the bearing pins are screwed together with a lid (33) inserted into the fastening bore (31).
11. An arrangement according to Claim 10, characterized in that the bearing pin (37) is connected non-positively to the lid (33) via a cone (41).

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