EP3042099B1 - Secondary spring having an integrated transverse stop - Google Patents

Description

The invention relates to a secondary spring for cushioning a car body of a rail vehicle on a chassis of the rail vehicle and a rail vehicle.

Secondary springs, for example in the form of watch glass springs, are arranged between the undercarriage and the body of a rail vehicle in order to cushion the body on the undercarriage. They are used to transmit traction, vertical and lateral forces between the chassis and the body. For this purpose, they are usually bolted to the body and to the chassis. In order to limit the movements between the car body and the chassis, complementary mechanical end stops in the form of vertical and horizontal stops on the car body and on the chassis are additionally provided. These are also known as cross and vertical stops. Collisions and thus damage to chassis components or components of the body are avoided.

Single and multi-part secondary springs have been covered for a long time. The disclosures AT 511 876 A1 and FR 2 896 220 A1 show two-stage secondary springs with different springs arranged in series. The disclosure EP 2 000 383 A2 teaches springs arranged parallel to one another and thus nested with different transverse stiffnesses. The EP 2 251 562 A1 discloses a multi-part air spring assembly for frameless bogies, which is intended to ensure a predetermined spring comfort even when the air spring is empty.

The invention has for its object to avoid damage to chassis components or components of the car body in a simple and inexpensive manner.

The object is achieved by the subject matter of independent patent claim 1. Further developments and refinements of the invention can be found in the features of the dependent patent claims.

A secondary spring according to the invention for cushioning a car body of a rail vehicle on a chassis of the rail vehicle, in particular on a bogie of the rail vehicle, comprises a first and at least one further, second section, the first section being stiff and orthogonal to the predetermined along a predetermined axis Axis is resilient and which second section is orthogonal to the predetermined axis rigid and resilient along the predetermined axis. In addition, the secondary spring comprises at least one horizontal stop which is arranged on the secondary spring in such a way that a force which acts on the horizontal stop orthogonally to the predetermined axis is introduced into the secondary spring between the first and the second section.

The first section can be described as stiff or hard along the specified axis. Orthogonally to the specified axis, it is designed to be resilient or flexible. Similarly, the second section is rigid or hard orthogonal to the predetermined axis and resilient or resilient along the predetermined axis. Rigid or hard in this context does not mean that the relevant section of the secondary spring is necessarily free of deflection in the corresponding direction. In this direction too, the section of the secondary spring can have a certain elasticity. However, if a section of the secondary spring is to be described as stiff or hard in one direction, the spring constant in this direction is significantly larger than in a direction in which the section of the secondary spring is designed to be resilient or resilient.

The predetermined axis runs, for example, parallel to a longitudinal axis of the secondary spring. In particular, it coincides with the longitudinal axis of the secondary spring. The main spring direction of the secondary spring, that is, in the intended operating position of the secondary spring, the direction perpendicular to the earth's surface, is also developed parallel to or along the predetermined axis. The car body of the rail vehicle is then cushioned on a chassis of the rail vehicle in the main spring direction of the secondary spring, which is achieved in particular by the second section of the secondary spring. It is, however, at least due to the first section of the secondary spring that is resilient orthogonal to the main spring direction also sprung radially to the main spring direction relative to the chassis.

In the intended operating position, the secondary spring is arranged between the undercarriage and the body of the rail vehicle in such a way that the predetermined axis of the secondary spring points in the vertical direction and thus runs parallel to a vertical axis of the body and thus the first section of the secondary spring is vertically stiff and horizontally resilient and the second section is horizontally rigid and vertically resilient. A force acting on the horizontal stop in the horizontal direction is introduced into the secondary spring between the first and the second section.

The secondary spring is divided in particular along the predetermined axis into a first and at least one further, second section. According to a further development, the first and the second section are separated from one another by a separating plate. The partition plate is thus arranged between the first and the second section of the secondary spring.

The partition plate is rigid both axially and radially to the predetermined axis. For example, it consists of a metal or a metal alloy. In particular, it is made of steel.

The separating plate can also be designed to transmit forces in the direction of the predetermined axis of the secondary spring to the secondary spring. It is thus possible to pretension the second section of the secondary spring against the car body of the rail vehicle by means of a predetermined tensioning tool, by means of which a force can be applied which acts on the partition plate and which is in a direction towards the car body and thus against the spring force of the second section the secondary spring acts.

A force which acts on the partition plate orthogonally to the predetermined axis is introduced into the secondary spring between the first and the second section of the secondary spring via the partition plate. The partition plate is thus designed at least as part of the horizontal stop. According to one embodiment, it forms the horizontal stop. Then it can protrude at least the first section in at least one direction orthogonal to the predetermined axis in order to come to a stop against a complementary horizontal stop of the chassis.

In order to limit the horizontal movements of the car body of the rail vehicle relative to the chassis, a fixed horizontal stop designed to complement the horizontal stop of the secondary spring is arranged on the chassis side. This includes, for example, a fixed stop plate. Analogously to the separating plate of the secondary spring, this can comprise similar materials, as can also be made of steel. The horizontal stop of the undercarriage is aligned with the horizontal stop of the secondary spring and, as a stop plate, lies in particular in a vertical plane parallel to a longitudinal direction of the undercarriage. Colloquially, two stops designed and complementary to each other form a stop on both sides.

An advantage of a secondary spring according to the invention is based on the fact that the horizontal stop is integrated in the secondary spring, as a result of which no further horizontal stops on the body of the rail vehicle are necessary.

According to a further development of the invention, the first and the second section are formed coaxially with one another. For example, the first and the second section are each rotationally symmetrical and are arranged relative to one another in such a way that they have a common axis of rotation.

A further embodiment provides that the first section comprises a layer spring which is rigid along the predetermined axis and resilient orthogonal to the predetermined axis and / or that the second section comprises a cone spring which is rigid orthogonal to the predetermined axis and resilient along the predetermined axis, in particular a rubber-metal -Feather, includes.

According to a further embodiment of the secondary spring according to the invention, the first section is provided and suitable for bearing on the chassis. It is then designed accordingly, in particular it is designed to be complementary to means for supporting the secondary spring on the undercarriage in order to come into contact with the undercarriage of the rail vehicle. Analogously, the second section of the secondary spring is provided and is suitably designed for supporting the car body.

To transmit forces in the horizontal direction, the undercarriage or the first section of the secondary spring comprises at least one pin. The other part then comprises a device for receiving the pin. The pin is in particular arranged centrally in the first section of the secondary spring and projects beyond the first section of the secondary spring on the end face. According to one embodiment example, the pin runs centrally in a rotationally symmetrical layer spring. The pin can be part of the secondary spring or it is part of the chassis.

The second section of the secondary spring can also include corresponding means for transmitting forces in the horizontal direction from the car body or to the car body of the rail vehicle. For example, it is conical in shape as a truncated cone, the car body then comprising a cup-shaped indentation for receiving at least one end part of the second section of the secondary spring. Developed, the car body and the secondary spring are positively connected to each other, which form-fitting connection acts at least parallel to a vertical axis of the car body towards the car body and perpendicular to the vertical axis of the car body.

An undercarriage according to the invention, in particular a bogie, comprises at least one horizontal stop designed and arranged to complement the horizontal stop of the secondary spring, in particular in the form of a stop plate. In addition, it can have suitable means for supporting at least one secondary spring according to the invention on the chassis and means for absorbing forces in the horizontal direction. The chassis is designed as a bogie after use.

The rail vehicle is in particular a low-floor vehicle. It can comprise several car bodies and several undercarriages, for example bogies. Of course, several secondary springs are then provided for cushioning the car bodies on the undercarriages. In a further development, a car body of the rail vehicle is cushioned on exactly one chassis. To cushion a car body on a chassis, several secondary springs can be provided, for example exactly two. A running gear can comprise one, but in particular exactly two, longitudinal driving motors.

In a further development of the invention it is provided that the undercarriage comprises two traction motors arranged parallel to a longitudinal axis of the undercarriage, two secondary springs for cushioning the car body on the undercarriage being provided, which between the traction motors, in particular on a line perpendicular to a longitudinal axis of the Chassis, are arranged. The connection points of the secondary springs with the chassis are then in line. Developed further, this line divides the undercarriage into a front and a rear part, which are essentially the same size - it lies in a transverse center plane.

A further development provides that the undercarriage comprises at least one traction motor arranged parallel to the longitudinal axis of the undercarriage, on which the at least one horizontal stop complementary to the horizontal stop of the secondary spring is arranged. The horizontal stop can be arranged directly on the traction motor; in particular, it is an integral part of the traction motor. In a further embodiment example, the undercarriage, which is designed in particular as a bogie, comprises at least two traction motors arranged parallel to the longitudinal axis of the undercarriage, between which traction motors are arranged at least two secondary springs, in particular on a line perpendicular to the longitudinal axis of the undercarriage so that each secondary spring is adjacent to is in each case a traction motor, each traction motor each having at least one horizontal stop which is complementary to a horizontal stop of the adjacent secondary spring. But running gear can also include horizontal stops, which are attached to the running gear via brackets, for example.

A rail vehicle according to the invention comprises at least one car body, at least one secondary spring according to the invention and at least one chassis according to the invention, in particular a bogie.

The car body comprises suitable means for supporting the at least one secondary spring according to the invention. Furthermore, it can also have means for absorbing forces in the horizontal direction.

Forces in the horizontal direction can also be referred to as transverse forces, whereby a horizontal stop can also be called a transverse stop.

According to one embodiment, the secondary spring is arranged between the undercarriage and the car body of the rail vehicle in such a way that the predetermined axis of the secondary spring is oriented essentially vertically. The main direction of spring thus corresponds to the vertical direction and in particular runs parallel to the longitudinal axis of the secondary spring or coincides with it. The first section of the secondary spring is then vertically stiff and horizontally resilient and the second section of the secondary spring is thus horizontally stiff and vertically resilient.

According to a further development, the first section of the secondary spring is supported on the chassis and the car body of the rail vehicle is supported on the second section of the secondary spring. The first section is thus below the second section.

In particular, two secondary springs for cushioning the car body of the rail vehicle are arranged on the undercarriage between the car body and the undercarriage.

The secondary springs, in particular their horizontal stops, are arranged in relation to the horizontal stops of the undercarriage in such a way that they can act on one another at least in pairs in order to limit horizontal movements of the car body relative to the undercarriage.

Horizontal movements of the chassis relative to the car body and vice versa are limited by the pair of horizontal stops of the secondary spring and chassis. In order to limit vertical movements, the undercarriage and the car body can each have at least one vertical stop designed to be complementary to one another and aligned. Vertical stops can also be called vertical stops.

According to a further development, the at least one car body of the rail vehicle is free of horizontal stops for abutment on complementary horizontal stops of the chassis. There are therefore no direct horizontal stops between the body and the chassis.

Fig. 1

zeigt perspektivisch ein Drehgestell des Stands der Technik,

Fig. 2

zeigt eine erfindungsgemäße Sekundärfeder auf einem Drehgestell im Teilschnitt.

The invention permits numerous embodiments. It is explained in more detail with reference to the following figures, in each of which an embodiment example is shown. Identical elements in the figures are provided with the same reference symbols.

Fig. 1

shows in perspective a bogie of the prior art,

Fig. 2

shows a secondary spring according to the invention on a bogie in partial section.

In Fig. 1 a bogie of the prior art is partially shown in perspective. On a traverse 6 above a longitudinally arranged traction motor 5, two identical secondary springs 1 are mounted on the bogie for cushioning an unillustrated car body. A total of four secondary springs are arranged between the bogie and the body, of which only the secondary springs are sketched on one side of the bogie. They are designed as watch glass springs. In longitudinal section they have the shape of an hourglass, with a part tapering towards two opposite end faces. A separating plate 3 is arranged in the middle of each secondary spring 1.

In order to limit movements of the bogie relative to the car body, the bogie and the car body have several horizontal and vertical stops. A horizontal stop 2 and a vertical stop 4 of the bogie are shown here. In each case one horizontal stop of the bogie and one complementary horizontal stop of the car body come to rest against one another when the relative movement of the bogie to the car body is limited. The same applies to the vertical stops.

Fig. 2 shows a secondary spring 1 according to the invention in the assembled state on a bogie 13 in partial section.

The secondary spring 1 here has a first section 8, which comprises a vertically stiff and horizontally resilient layer spring, and it has a further, second section 7, which comprises a horizontally stiff and vertically resilient cone spring, here a rubber-metal spring ,

The secondary spring 1 is divided here into a lower and an upper section, wherein in its intended operating position it is arranged between the bogie 13 and the car body 12 of the rail vehicle in such a way that the first section 8 is mounted on the bogie 13, the second section 7 with the car body 12 of the rail vehicle is connected. The first section 8 thus forms the lower section of the secondary spring 1. The second section 7 embodies the upper section.

The sections 7, 8 have a common axis of rotation. This is also the longitudinal axis of the secondary spring 1. In its operating position, this axis points in the vertical direction. Here, this axis runs along a pin 9 arranged centrally in the first section 8 of the secondary spring 1.

In order to limit horizontal movements between the bogie 13 and the car body 12, both the bogie 13 and the secondary spring 1 have horizontal stops 2 and 10 which are designed and aligned to be complementary to one another. Both horizontal stops 2 and 10 serve to absorb forces in the horizontal direction of the respective other horizontal stop in the state in which they are placed against one another. The car body 12, however, is free of horizontal stops.

The horizontal stop 2 of the secondary spring 1 here comprises a separating plate 3 between the first and second sections 8 and 7 of the secondary spring 1. A fixed horizontal stop 10 in the form of a stop plate for the separating plate 3 of the secondary spring 1 is provided here on a traction motor 5 arranged on the longitudinal side ,

The horizontal stop in the form of the separating plate 3 of the secondary spring 1 is arranged on the secondary spring 1 and connected to it in such a way that a force acting in the horizontal direction on the horizontal stop 2 occurs between the first and second sections 8 and 7 in the secondary spring 1 can be initiated.

Shear forces, that is to say forces in the horizontal direction, are transmitted from the bogie 13 to the secondary spring 1 or from the secondary spring 1 to the bogie 13 via the pin 9 arranged centrally in the layer spring. For this purpose, the bogie 13 has a correspondingly complementarily shaped receptacle for the pin 9. Analogously, transverse forces are transmitted from the body 12 to the secondary spring 1 or from the secondary spring 1 to the body 12 by means of a suitable interface. Here, the second section 7 of the secondary spring 1 has the shape of a truncated cone, which is received in a cup-shaped indentation 11 of the car body 12. The cup-shaped indentation 11 of the car body 12 coaxial with the secondary spring and the second section 7 of the secondary spring 1 in particular form a fit.

As a result, the body and the secondary spring are positively connected to one another, which positive connection acts at least parallel to a vertical axis of the body towards the body and perpendicular to the vertical axis of the body.

In order to limit vertical movements, the car body 12 has a vertical stop 14. This can come into contact with the bogie 13.

Claims (8)

1. Rail vehicle with at least one wagon body (12), at least one chassis and at least one secondary spring (1) for springing the wagon body (12) on the chassis, wherein the secondary spring (1) is divided along a predefined axis into a first and at least one further second section (7), which first section (8) is designed to be axially stiff and springy orthogonally to the predefined axis, and which second section (7) is designed to be stiff orthogonally to the predefined axis and axially springy, characterized in that the secondary spring (1) comprises at least one horizontal stop (2) which is arranged on the secondary spring (1) such that a force which acts on the horizontal stop (2) orthogonally to the predefined axis is introduced into the secondary spring (1) between the first and the second section (7), and in that the chassis has at least one horizontal stop (10) which is designed complementary with the horizontal stop (2) of the secondary spring (1).
2. Rail vehicle according to Claim 1, characterized in that it comprises a partition plate (3) between the first and the second section (7), which partition plate is designed as a horizontal stop (2) and via which partition plate (3) a force which acts on the partition plate (3) orthogonally to the predefined axis is introduced into the secondary spring (1) between the first and the second section (7) of the secondary spring (1).
3. Rail vehicle according to one of Claims 1 or 2, characterized in that the first section (8) comprises a layer spring which is axially stiff and springy orthogonally to the predefined axis of the secondary spring (1) and/or in that the second section (7) comprises a cone spring which is axially springy and stiff orthogonally to the predefined axis of the secondary spring (1).
4. Rail vehicle according to one of Claims 1 to 3, characterized in that the chassis comprises at least one drive motor (4) which is arranged parallel to the longitudinal axis of the chassis wherein at least one horizontal stop (10) which is designed complementary with the horizontal stop (2) of the secondary spring (1) is arranged on the drive motor.
5. Rail vehicle according to one of Claims 1 to 4, characterized in that the chassis comprises at least two drive motors (4) arranged parallel to the longitudinal axis of the chassis, wherein at least two secondary springs (1) are arranged between the drive motors (4) such that each secondary spring (1) is adjacent to a respective drive motor (4), wherein each drive motor (5) has at least one respective horizontal stop (10) which is designed complementary with a horizontal stop (2) of the adjacent secondary spring (1).
6. Rail vehicle according to one of Claims 1 to 5, characterized in that the first section (8) of the secondary spring (1) is mounted on the chassis, and in that the wagon body (12) of the rail vehicle is mounted on the second section (7) of the secondary spring (1).
7. Rail vehicle according to one of Claims 1 to 6, characterized in that the first section (8) of the secondary spring (1) is connected to the chassis via a journal (9) running axially to the predefined axis of the secondary spring (1) for the transfer of forces in the horizontal direction to the chassis.
8. Rail vehicle according to one of Claims 1 to 7, characterized in that the at least one wagon body (12) of the rail vehicle is free of horizontal stops for stopping against complementary horizontal stops of the chassis.

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