EP1897777B1 - Bogie - Google Patents

Abstract

The mechanism has a longitudinal control (13) for connecting a wagon body and a bogie frame with one another, where the bogie frame comprises two longitudinal chassis beams (3). The chassis beams exhibit respective bearings (15, 19), where one of rotating axes of the chassis beams extends in a vertical direction. Two cross beams (5.1, 5.2) are arranged between the longitudinal chassis beams, where the bearing (15) is arranged between the cross beams.

Description

The invention relates to a rail vehicle with a bogie linkage for a bogie with a trailing arm, wherein the trailing arm pivotally connects a car body and a bogie frame, wherein the bogie frame comprises two side members and wherein the trailing arm has a bearing at both ends.

The connection of bogie and car body using a trailing arm is required in many rail vehicles, for example, to transfer traction and braking forces from the bogie to the car body.

Furthermore, it is possible to use the trailing arm kinematic coupling between the car body and bogie to thereby improve the steering behavior of the bogie and to reduce the tracking forces when cornering.

As a very advantageous, the use of trailing arms has also proved in Jakobs bogies. In this design, the ends of two car bodies lie on a common Jakobs bogie. The bogie and one of the car bodies are connected to each other by means of a trailing arm. Such a Jakobs bogie is from the DE 196 38 763 C2 known.

The DE 196 38 763 C2 is considered in the context of the invention as the closest prior art, although the invention is not limited to the coupling of Jakobs bogies with a car body. In the from the DE 196 38 763 C2 known rail vehicle, the axes of rotation of the bearings of the trailing arm can run in the vertical direction; However, the space requirement in the vertical direction is relatively high despite this arrangement, because the bearing pin is held in a fork-shaped receptacle. The claimed invention can also be used successfully in other types of bogies.

From the US 3,802,350 is a bogie known in which the car body is supported on a stool on the bogie. Traction and braking forces are transmitted via a trailing arm from the bogie to the car body. Since both the stool and the trailing arm are arranged within the bogie, the space requirement is relatively large, especially in the vertical direction. 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 so low floor heights are difficult to implement because there, for example, the wheelsets, drive motors and braking devices and other more must be accommodated.

The invention has for its object a rail vehicle with, to provide a bogie connection, the space requirement is reduced, especially in the vertical direction.

This object is achieved with a rail vehicle according to the preamble of claim 1 -with the characterizing features of claim 1.

From the inventive design and arrangement of the bearings of the trailing arm results in a substantially horizontal arrangement of the trailing arm and a particularly in the vertical direction compact design within the bogie. This means 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. At the same time, the distance between the cross member can be reduced to each other, so that with the same length of the bogie in the wheel sets more space for drive motors and / or braking devices is available.

This advantage is further increased when the head of the central screw is sunk in the journal of the bearing.

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 in the horizontal direction and perpendicular to its longitudinal axis, since the bearings must have a larger diameter and of course the cross section of the trailing arm in the middle region between the two camps 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.

The available space in the bogie can be further increased by the trailing arm at least partially protrudes vertically downwards 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 that the bearings of the trailing arm as rubber-metal bearings (often referred to as Silentbloc) are formed.

Particularly advantageous, the inventive arrangement of the trailing arm has proven in connection with Jakobs bogies. In the case of Jakobs bogies, the ends of two car bodies rest on separate bogies on separate bogies and are hinged together via an articulated coupling. The trailing arm according to the invention now serves to train and To transmit compressive forces between the bogie and one of the two lying on the bogie car bodies. As a result, the secondary springs are relieved of the compressive and tensile forces, which are caused in particular by the drive motors in the bogies and the brakes of the bogies.

Further advantages and advantageous embodiments of the invention are the following drawings, the description and the claims removable.

drawing

Figur 1

eine Draufsicht auf ein mit einem erfindungsgemäßen Längslenker ausgerüstetes Jakobs-Drehgestell;

Figur 2

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

Figur 3

eine Detailansicht des erfindungsgemäßen Längslenkers in einer Isometrie;

Figur 4

den erfindungsgemäßen Längslenker im Längsschnitt;

Figur 5

das Detail X nach Figur 4;

Figur 6

eine Draufsicht auf ein mit einem erfindungsgemäßen Längslenker ausgerüstetes konventionelles Drehgestell und

Figur 7

einen Schnitt entlang der Linie B-B nach Figur 6;

Show it:

FIG. 1

a plan view of a equipped with a trailing arm Jakobs bogie invention;

FIG. 2

a section along the line AA after FIG. 1 ;

FIG. 3

a detailed view of the trailing arm according to the invention in an isometric view;

FIG. 4

the trailing arm according to the invention in longitudinal section;

FIG. 5

the detail X after FIG. 4 ;

FIG. 6

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

FIG. 7

a section along the line BB after FIG. 6 ;

Description of the embodiments

FIG. 1 shows a plan view of a Jakobs bogie 1. The bogie 1 has an H-shaped frame, 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.

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 spring 9, one or two car bodies (not shown in FIG FIG. 1 ). Since it is a so-called Jakobs bogie in the present embodiment, one end of a first carbody, not shown, is placed on the secondary springs 9.1, while a second likewise not shown car body is placed on the secondary springs 9.2.

The car bodies, not shown, are connected to each other via an articulated coupling, so that the car bodies can move relative to each other when cornering. In addition, height differences in vertical Direction that result, for example, by different loadings of the car bodies or dynamic loads are compensated.

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. For a running bogie the same applies 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. The trailing arm 13 is rotatably supported by means of a first bearing 15 on the cross member 5.1. The main degree of freedom of the first bearing 15 is in FIG. 1 arranged by the double arrow 17.

The first bearing 15 remote from the end of the arm 13 is also rotatably mounted in a second bearing 19. The second bearing 19 is arranged on a bracket 21 of the carbody, not shown. The main degree of freedom of the second bearing 19 is indicated by a double arrow 23. These primary degrees of freedom allow the car bodies to bend relative to one another during cornering.

The trailing arm 13 allows the transmission of tensile and compressive forces between the car body, not shown, which rests on the secondary springs 9.2, and the bogie 1. 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 Run 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 decisively determined by a width B and a diameter (without reference numeral) of the bearings 15 and 19. This means that with an increase in the bearing dimensions or a reinforcement of the trailing arm 13, the space requirement increases especially in the lateral direction, that is in the plane of the drawing.

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 B of the trailing arm 13th

In FIG. 2 a section along the line AA is shown. The same components have the same reference numerals and it applies the respect FIG. 1 Said accordingly.

In FIG. 2 is greatly simplified a car body 25, which rests on the secondary springs 9.2, indicated. About a connecting element 27, which is also shown only schematically, the console 21 is rigidly connected to the car body 25. The axes of rotation of the bearings 15 and 19 are indicated by dashed lines 29. From the FIG. 2 It is clear that the axes of rotation 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 the secondary spring 9.2 is shown with the car body 25 empty. 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. If the secondary spring 9.2 springs in, either by unevenness of the route or a loading of the car body 25, the car body 25 moves in the direction of the bogie 1, because the secondary spring 9.2 springs. As a result, the console 21 with the second bearing 19 drops slightly.

Advantageous meadow, the trailing arm 13 according to the invention is attached to the first bearing 15 and the second bearing 19 so that it is substantially horizontal when fully spring-loaded secondary spring 9.2. 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.

In FIG. 3 is a section of the bogie 1 with the cross member 5 and shown with the invention arranged trailing arm 13 in an isometric view. In this isometry, the inventive arrangement of the trailing arm 13 is clearly visible.

In FIG. 4 the cross members 5.1 and 5.2, the trailing arm 13 and the bracket 21 are shown in section. Among other things, the connection of the first bearing 15 to the cross member 5.1 is clearly visible from these figures.

In FIG. 4a is the secondary spring 9.2 (see FIG. 2 ) shown in an empty car body 25. 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 all 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 ), the structural design of the bearings 15 and 19 and their operation can be seen. 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. It is about a cone 41 a non-positive connection between pin 37 and bearing cap 33 made.

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 onto the pin 37.

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 body 25 allows. Both Of course, advantages can also be combined with one another as required.

FIGS. 6 and 7 show in a second embodiment of the invention, the bogie linkage with trailing arm, installed in a conventional bogie in plan view and longitudinal view. In this case, the same reference numerals are used and the same applies with regard to the first exemplary embodiment.

Claims (9)

1. Rail vehicle with a bogie (1) with two wheelsets (7) and with a trailing arm (13), whereby the trailing arm (13) connects a car body (25) and a bogie frame to each other, whereby the bogie frame has two longitudinal carriers (3) and two cross carriers (5), whereby the trailing arm (13) has on both ends rubber-elastic bearings (15, 19), whereby at least one of the rotation axes (29) of the bearings (15, 19) is essentially running in vertical direction, whereby the trailing arm (13) is arranged between the cross carriers (5.1, 5.2), and whereby a secondary suspension (9) is located between the bogie frame and a car body, and whereby the secondary suspension (9, 9.1, 9.2) is arranged in vertical position between the longitudinal carriers (3) and the car body, characterized in that the bearings (15, 19) of the trailing arm (13) are designed as a rubber-metal combination (43, 45), that the bearings (15, 19) comprise a bearing cap (33) with a centrally arranged internal thread (35), which is inserted from above into a fastening bore (31) of the car body (25) or the bogie (1), that a bearing pin (37) is inserted from below into the bearing cap (33) and is connected to the bearing cap (33) with a central screw (39), and that a frictional connection between the pin (37) and the bearing cap (33) is implemented by means of a cone (41).
2. Rail vehicle according to Claim 1, characterized in that a head of the central screw (39) is mounted countersunk in the pin (37).
3. Rail vehicle according to claim 1 or 2, characterized in that the two rotation axes (29) of the bearings (15, 19) are extending essentially in vertical direction.
4. Rail vehicle according to one of the preceding claims, characterized in that the trailing arm (13) is projecting at least partially downwards in vertical direction beyond one or the two longitudinal carriers (3) of the bogie frame.
5. Rail vehicle according to one of the preceding claims, characterized in that at least two cross carriers (5.1, 5.2) are arranged between the longitudinal carriers (3) and that at least one bearing (15) of the trailing arm (13) is arranged between two cross carriers (13).
6. Rail vehicle according to one of the preceding claims, characterized in that the trailing arm (13) is projecting at least partially downwards in vertical direction beyond one or the two cross carriers (5.1, 5.2).
7. Rail vehicle according to one of the preceding claims, characterized in that the bearings (15, 19) permit a rotation movement of the trailing arm (13) in a plane which is spanned by the vertical rotation axes (29) of the bearings (15, 19) and a longitudinal axis (30) of the trailing arm (13).
8. Rail vehicle according to one of the preceding claims, characterized in that the bogie (1) is an Jacobs bogie, that the ends of two car bodies (25) lie on the Jacobs bogie, that there is an articulated coupling between the car bodies (25) for the joint connection of the car bodies, and that the trailing arm (13) connects one of the two car bodies (25) to the bogie (1).
9. Rail vehicle according to Claim 8, characterized in that the articulated coupling has coupling links with spatial mobility, which must be firmly fixed on one of the car bodies (25).

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