EP3416867B1 - Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire - Google Patents

Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire Download PDF

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Publication number
EP3416867B1
EP3416867B1 EP17700443.9A EP17700443A EP3416867B1 EP 3416867 B1 EP3416867 B1 EP 3416867B1 EP 17700443 A EP17700443 A EP 17700443A EP 3416867 B1 EP3416867 B1 EP 3416867B1
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EP
European Patent Office
Prior art keywords
bogie
lifting
air
supporting surface
springs
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
EP17700443.9A
Other languages
German (de)
English (en)
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EP3416867A1 (fr
EP3416867C0 (fr
Inventor
Alberto Cortesi
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.)
Stadler Rail AG
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Stadler Rail AG
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Application filed by Stadler Rail AG filed Critical Stadler Rail AG
Publication of EP3416867A1 publication Critical patent/EP3416867A1/fr
Application granted granted Critical
Publication of EP3416867B1 publication Critical patent/EP3416867B1/fr
Publication of EP3416867C0 publication Critical patent/EP3416867C0/fr
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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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • 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
    • B61F5/50—Other details
    • 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
    • B61F5/50—Other details
    • B61F5/52—Bogie frames

Definitions

  • the present invention relates to a bogie for a rail vehicle, a method for compensating for changes in the diameter of rail vehicle wheels, and a rail vehicle with a corresponding device according to the preambles of the independent claims.
  • rail vehicles have metal wheels that run on metal rails.
  • the wheels wear out with use. That means they show signs of wear. This means that the wheels must be turned over after a long period of operation.
  • the spinning of the wheels is accompanied by a change in the diameter of the wheels.
  • the wheels are mounted on axle shafts which are resiliently attached to a frame which is in turn resiliently connected to a body of the rail vehicle.
  • a change in the diameter of the wheels therefore means that the entry edges of the car bodies have a difference compared to a fixed height, for example a platform, after the wheels have been turned. This difference must be corrected.
  • a bogie according to the invention for a rail vehicle includes the features of claim 1. Additionally or alternatively, the vertical distance can be fixed by means of the lifting element.
  • a bearing surface of the bogie can be arranged, for example, on a traverse of the bogie.
  • An arrangement on a plate above an air suspension is also conceivable.
  • the lifting surface of the lifting element is at a vertical distance from the support surface, at least in a raised state. It is conceivable that the lifting surface and the bearing surface are horizontally spaced and/or are arranged on different elements of the bogie.
  • the spacer element can be inserted into the vertical distance to permanently increase the distance between the wheel axle and the step edge.
  • a lifting element with a lifting surface on the bogie makes it possible to manufacture the lifting element as an integral part of the bogie. No additional devices are required to increase the vertical distance. It is conceivable that the spacer element, which can be inserted into the vertical space, can also be manufactured as an integral part of the bogie. For example, it is conceivable to manufacture the spacer element as a toothed rack with a backstop. An adjustable set screw that can be fixed in a preferred position would also be conceivable. In particular, however, it is also conceivable to provide spacer elements which can be twisted in relation to one another in such a way that they have different thicknesses as a result of twisting.
  • the lifting element is preferably arranged integrally on the bogie.
  • the lifting element is thus designed as part of the bogie and/or at least permanently attached.
  • the lifting element can preferably be actuated hydraulically or pneumatically.
  • rail vehicles typically have devices and/or circuits that are pneumatic and, in some cases, also hydraulic are actuated. It is thus possible to actuate the lifting element independently of external devices or drives.
  • one or more air springs of an air suspension system are designed as lifting elements between the frame and the bearing surface of the bogie.
  • At least one first air spring preferably two first air springs, is each assigned a lifting surface and a second air spring, preferably two air springs, is each assigned a bearing surface.
  • the first or the first air springs can be arranged under a first car body and the second or the second air springs can be arranged under a second car body.
  • shut-off means for separating the groups of air springs from one another are provided between the individual groups of air springs of an air suspension system.
  • a car body can thus be raised independently of another car body.
  • Raising a car body by means of the associated air spring group allows the adjacent second car body end, which is connected to the first car body, to be raised at the same time.
  • the air springs under the first car body are pressurized and the air springs under the second car body have a lower pressure than the air springs under the first car body. They are preferably pressureless.
  • the second car body can be spaced with spacer elements.
  • the air springs can preferably be pressurized via a compressed air system that is already present on the rail vehicle for the operation of the air suspension.
  • the air suspension preferably has a coupling element for connection to an external source of compressed air.
  • the individual groups of air springs preferably have separate clutch elements.
  • the bogie can be designed as a Jakobs bogie.
  • a spacer element of the bogie can be made up of several parts and its thickness can be variable. The thickness can preferably be adjusted by twisting individual elements of the spacer element against one another.
  • a further aspect of the invention relates to a method for compensating for diameter changes in rail vehicle wheels according to claim 5.
  • the spacer element is inserted to permanently space the lifting surface from the support surface in such a way that a height between the wheel axle and a boarding edge of the rail vehicle is permanently increased.
  • the distance is preferably changed with a lifting element arranged integrally on the bogie.
  • a lifting element arranged integrally on the bogie.
  • a spacer element is preferably adjusted to a desired thickness. This makes it possible to use a spacer element which is already designed as a component of the bogie before the distance is increased.
  • the thickness of the spacer element is preferably adjusted by twisting individual elements of the spacer element against one another.
  • the spacer element can thus be manufactured from a plurality of mutually complementary elements.
  • the lifting element can be depressurized, in particular by draining or relieving the fluid.
  • the lifting element is preferably brought back into an initial position with a restoring element. All elements can thus be returned to their original position. This prevents the unintentional introduction of forces and/or impairment of the function due to environmental influences such as dirt or water.
  • Another aspect of the invention relates to a rail vehicle according to claim 9.
  • the figure 1 shows a schematic representation of a conventional bogie 100 for rail vehicles.
  • the bogie 100 has two axles 20 on which wheels 101 are arranged.
  • the axles 20 are suspended from a frame 10, with an unspecified suspension between the axle and the frame 10.
  • the bogie 100 has a traverse as a support element 30 .
  • the support element 30 is connected to the frame 10 by means of a spring system, which is also not specified in more detail.
  • the suspension may be air suspension or some other alternative suspension.
  • the support element 30 has a support surface 31 in its upper area.
  • the bearing surface 31 is at a distance Z from the lower edge of the wheels 101, and thus from the upper edge of the rail SOK.
  • the distance Z decreases as the diameter of the wheels 101 decreases, for example due to wear or over-speeding of the wheels.
  • the bearing surface 31 correlates, for example, with a boarding edge of a platform. If the wheels 101 are overwound, ie their diameter is reduced, a desired dimension between the contact surface 31 and the platform changes. This needs to be corrected.
  • figure 2 shows a perspective view of the bogie 100 figure 1 .
  • FIG 2 shows a perspective view of the bogie 100 figure 1 .
  • the bogie 100 has four wheels 101 which are each arranged in pairs on a wheel axle 20 .
  • the wheel axles 20 are arranged on a frame 10, on which in turn a support element 30 is arranged as a traverse.
  • the support element 30 is connected to the frame 10 by means of resilient elements, not designated in any more detail here, which in turn is connected to the wheel axles 20 by means of resilient elements.
  • the support element has a lifting element 50 on each side, which in the present case is additionally designed to center a car body arranged on the bogie 100 .
  • the lifting elements 50 each have a reset mechanism 51 . Function and design of the elements 50 are in the following figure 3 described.
  • the Figures 3a and 3b show a schematic representation of the lifting elements in several operating states.
  • the Figure 3a shows a lifting element 50 in an initial position.
  • the lifting element 50 is designed as a cylindrical pin, which has a collar in the area of reference number 55 .
  • the collar has a lifting surface 55 on its upper side.
  • the lifting element 50 is located in a bore 61 of the support element 30.
  • a seal 63 which seals a cavity below the lifting element 50, is arranged in the bore. This cavity is connected to a fluid supply channel 62 via a coupling element 64, in this case a connection nipple, to the outside area.
  • a fluid can be introduced into the cavity of the bore 61 via the coupling element 64 .
  • This fluid pushes the lifting element 50 upwards (see Figure 3b ).
  • the sealing function between the seal 62 and the lifting element 50 is interrupted.
  • the fluid pumped in via the coupling element 64 can escape via an annular gap around the cylindrical lifting element 50 . A further movement of the lifting element 50 upwards is therefore no longer possible.
  • the lifting element 50 is shown in the first operational state, ie in the factory state.
  • the broken line on the surface 55, which correlates with the lifting surface 55, can be, for example, the underside of a car body.
  • fluid can be introduced into the bore 61 via the coupling element 64 .
  • the lifting element 50 and in particular the lifting surface 55 moves upwards, a vertical distance A is created between the lifting surface 55 and in particular between an underside of the car body (dashed line) and a bearing surface 31.
  • a spacer element can now be inserted in this distance A.
  • the distance A is permanently increased.
  • a spacer element on the bearing surface 31 increases the distance between the new bearing surface 31, ie the upper edge of the spacer element, and the wheel axle.
  • the original distance Z is restored.
  • FIG figure 4 shows a schematic representation of an embodiment of the bogie 100 according to the invention.
  • air springs are provided between the support elements 30' and 30'' and the frame 10.
  • the bogie 100 from FIG figure 4 is presently designed as a Jacob's frame.
  • a frame 10 on which two wheel axles 20 are resiliently arranged, with wheels 101 being arranged on the wheel axles 20 in each case.
  • Two support elements 30' and 30'' with support surfaces 31' and 31'' are also arranged independently of one another on the frame 10.
  • the support elements 30' and 30'' are each connected to the frame 10 via independent springs.
  • FIG 5 shows a perspective view of a bogie 100.
  • the bogie 100 has four wheels 101 which are attached in pairs to an axle 20 .
  • the axles 20 are resiliently attached to a frame 10, on which in turn four lifting elements 50 are arranged.
  • the lifting elements 50 are formed from an air spring 53 and a support element 30 .
  • figure 6 shows a schematic representation of the functioning of the bogie 100 from FIGS figures 4 and 5 .
  • Two car bodies 40' and 40" are arranged on the bogie 100, which are connected to one another via a coupling 41 .
  • the lifting element which is designed here as an air suspension 50' ( figure 5 ), filled with air.
  • the air supply to the second air suspension 50" is interrupted.
  • the second lifting element 50" therefore does not move.
  • a vertical distance A is created between the bearing surface 31" of the second lifting element 50" and the lifting surface 55 ⁇ of the first lifting element.
  • the car bodies 40 ⁇ and 40" are connected to one another by the coupling 41.
  • a spacer element can be inserted in this distance.
  • the pressure can then be released from the first lifting element 50'.
  • the procedure is now repeated in reverse order.
  • the lifting element 50" is inflated and a spacer element is inserted between the lifting element 50' and the car body 40 ⁇ . Both car bodies 40', 40" are thus spaced at an increased vertical distance from the wheel axle 20.
  • FIG figure 7 shows a pneumatic scheme as used in the device and for carrying out the method from FIG figure 6 can be used.
  • Air suspension 52 is shown with two first air springs 53' and two second air springs 53''.
  • Blocking means 54' and 54'' are provided on air suspension 52.
  • the air supply comes via the coupling element 64.
  • the first air springs 53' or the second air springs 53'' can be pressurized with compressed air using the shut-off means 54' and 54'', with the other air springs being able to be depressurized.
  • a 2/2-way valve is shown. However, it is also conceivable to use a 3/2-way valve so that the air springs 53 ⁇ or 53" can each be completely emptied.
  • the figure 8 shows a spacer element which can be used for a bogie as described here. Shown is a plan view and a sectional view.
  • the spacer element 70 consists of two parts 71 and 72. These are preferably made from a single piece. In the present case, the spacer element 70 is made from a metal sheet with a thickness of 20 mm.
  • the second element 72 is lasered or burned out of the first element 71 . Thus, both elements can be used.
  • the first and the second element 21, 72 each have a bore 711 and 721, which by twisting (see figure 9 ) can be brought into agreement with each other.
  • the individual elements 71 and 72 are placed one inside the other in the factory form as in the present case (see sectional view) in such a way that the spacer element has a thickness corresponding to the sheet metal thickness, in this case 20 mm. In this position, the spacer element 70 can already be preassembled on the bogie.
  • a tab 701 is shown on the first member 71 . This can be used, for example, to hammer loose spacer elements 70 that have rusted on.
  • figure 9 shows the spacer element 70 from FIG figure 8 in a twisted position.
  • the second element 72 is lifted and rotated relative to the first element 71.
  • the spacer element 70 consequently has a thickness which corresponds to twice the sheet metal thickness, in this case 40 mm.
  • the spacer element 70, or the two individual elements 71 and 72 is not yet shown in its end position.
  • the individual elements 71 and 72 are such in their final position arranged so that the holes 711 and 721 are congruent. It is conceivable, for example, to place a pin in one of the bores 711 or 721 in such a way that the individual elements 71 and 72 can no longer be rotated in relation to one another.

Landscapes

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

Claims (9)

  1. Bogie (100) pour un véhicule ferroviaire, comprenant un cadre (10) qui est monté sur un ou plusieurs essieux (20), et au moins une surface d'appui (31) pour une caisse de voiture (40) au moins une surface de levage (55) étant réalisée, dont la distance verticale par rapport à la surface d'appui (31) peut être modifiée par un élément de levage (50), de sorte qu'un élément d'écartement (70) peut être inséré dans la distance verticale entre la surface de levage (55) et la surface d'appui (31) et/ou que la distance verticale peut être fixée au moyen de l'élément de levage, caractérisé en ce qu'un ou plusieurs ressorts pneumatiques (53', 53'') d'une suspension pneumatique (52) entre le cadre (10) et la surface d'appui (31) sont conçus comme des éléments de levage (50', 50''), une surface de levage (31') étant associée à au moins un premier ressort pneumatique (53') et de préférence à deux premiers ressorts pneumatiques (53'), et une surface d'appui (31") étant associée à un deuxième ressort pneumatique (53") et de préférence à deux deuxièmes ressorts pneumatiques (53"), le premier ou les premiers ressorts pneumatiques (53') pouvant être disposés sous une première caisse de voiture (40') et le deuxième ou les deuxièmes ressorts pneumatiques (53") pouvant être disposés sous une deuxième caisse de voiture (40"), de préférence entre les différents groupes de ressorts pneumatiques (53', 53") d'une suspension pneumatique (52), des moyens d'arrêt (54', 54'') sont prévus pour séparer les groupes de ressorts pneumatiques (53', 53") les uns des autres et/ou la suspension pneumatique présente un élément d'accouplement (64) pour le raccordement à une source d'air comprimé, les différents groupes de ressorts pneumatiques (53', 53'') présentant des éléments d'accouplement séparés.
  2. Bogie (100) selon la revendication 1, caractérisé en ce que l'élément de levage (50', 50'') est disposé de manière intégrale sur le bogie (100).
  3. Bogie selon l'une des revendications 1 à 2, le bogie (100) étant conçu comme un bogie Jakobs.
  4. Bogie selon l'une des revendications 1 à 3, dans lequel l'élément d'écartement (70) est réalisé en plusieurs parties et son épaisseur est variable, l'épaisseur étant de préférence réglable par rotation de différents éléments (71, 72) de l'élément d'écartement (70) les uns par rapport aux autres.
  5. Procédé de compensation des variations de diamètre des roues (101) de véhicules ferroviaires comportant un bogie selon l'une des revendications 1 à 4, un élément d'écartement (70) étant inséré à une distance verticale entre une surface de levage (55) et une surface d'appui (31', 31''), caractérisé en ce que la distance verticale entre la surface de levage (55) et la surface d'appui (31', 31'') est modifiée et notamment augmentée à l'aide d'un élément de levage (50', 50''), l'élément de levage (50', 50'') étant compris dans le bogie (100).
  6. Procédé selon la revendication 5, caractérisé en ce que la distance est modifiée avec un élément de levage (50', 50'') disposé intégralement sur le bogie (100).
  7. Procédé selon l'une des revendications 5 à 6, dans lequel, pour maintenir une distance plus grande entre la surface d'appui et l'axe de roue du bogie, un élément d'écartement (70) est réglé à une épaisseur souhaitée, l'épaisseur de l'élément d'écartement (70) étant de préférence réglée par rotation de différents éléments (71, 72) de l'élément d'écartement (70) les uns par rapport aux autres.
  8. Procédé selon l'une des revendications 5 à 7, caractérisé en ce qu'après l'augmentation de la distance verticale, l'élément de levage (50', 50'') est dépressurisé, notamment en évacuant ou en déchargeant le fluide, l'élément de levage (50', 50'') étant ramené dans une position initiale, de préférence au moyen d'un élément de rappel (51).
  9. Véhicule ferroviaire avec un bogie selon l'une des revendications 1 à 4 comprenant notamment une caisse (40).
EP17700443.9A 2016-02-17 2017-01-16 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire Active EP3416867B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP16156045.3A EP3208173B1 (fr) 2016-02-17 2016-02-17 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire
PCT/EP2017/050809 WO2017140449A1 (fr) 2016-02-17 2017-01-16 Bogie conçu pour un véhicule sur rails, procédé pour compenser des variations de diamètre de roues de véhicules sur rails, et véhicule sur rails

Publications (3)

Publication Number Publication Date
EP3416867A1 EP3416867A1 (fr) 2018-12-26
EP3416867B1 true EP3416867B1 (fr) 2023-06-07
EP3416867C0 EP3416867C0 (fr) 2023-06-07

Family

ID=55409726

Family Applications (2)

Application Number Title Priority Date Filing Date
EP16156045.3A Active EP3208173B1 (fr) 2016-02-17 2016-02-17 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire
EP17700443.9A Active EP3416867B1 (fr) 2016-02-17 2017-01-16 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP16156045.3A Active EP3208173B1 (fr) 2016-02-17 2016-02-17 Bogie pour vehicule ferroviaire, procede de compensation de modifications de diametre des roues de vehicules ferroviaires et vehicule ferroviaire

Country Status (6)

Country Link
US (1) US10974739B2 (fr)
EP (2) EP3208173B1 (fr)
DK (1) DK3208173T3 (fr)
HU (1) HUE050148T2 (fr)
SI (1) SI3208173T1 (fr)
WO (1) WO2017140449A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK3208173T3 (da) * 2016-02-17 2020-08-10 Stadler Rail Ag Bogie til et skinnekøretøj, fremgangsmåde til kompensering af diameterændringer af hjul på skinnekøretøjer samt skinnekøretøj
JP6900117B2 (ja) * 2017-10-12 2021-07-07 日本車輌製造株式会社 鉄道車両の車体支持構造及び鉄道車両の車体高さ調整方法
CN108248627B (zh) * 2018-03-06 2019-06-07 中车株洲电力机车有限公司 一种二系悬挂装置及构架

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3586306A (en) 1969-03-06 1971-06-22 Gen Steel Ind Inc Railway vehicle suspension height adjustment device
US5195438A (en) * 1992-02-21 1993-03-23 Bombardier Inc. Height compensation device for railway truck
DE59408934D1 (de) * 1993-10-21 1999-12-23 Schweizerische Lokomotiv Schienenfahrzeug und Fahrwerk für ein derartiges Fahrzeug
US5947031A (en) * 1997-10-07 1999-09-07 Buckeye Steel Castings Railway truck leveling valve arrangement for closer overall height control
EP2487087B8 (fr) * 2011-02-09 2016-06-22 Kockums Engineering AB Agencement pour la compensation de hauteur d'un wagon de train
DK3208173T3 (da) * 2016-02-17 2020-08-10 Stadler Rail Ag Bogie til et skinnekøretøj, fremgangsmåde til kompensering af diameterændringer af hjul på skinnekøretøjer samt skinnekøretøj
CN105923007A (zh) * 2016-06-21 2016-09-07 中车唐山机车车辆有限公司 转向架的摇枕
JP6898780B2 (ja) * 2017-06-08 2021-07-07 川崎重工業株式会社 鉄道車両台車の枕梁

Also Published As

Publication number Publication date
DK3208173T3 (da) 2020-08-10
HUE050148T2 (hu) 2020-11-30
EP3208173B1 (fr) 2020-06-17
EP3416867A1 (fr) 2018-12-26
WO2017140449A1 (fr) 2017-08-24
EP3416867C0 (fr) 2023-06-07
EP3208173A1 (fr) 2017-08-23
US20190023288A1 (en) 2019-01-24
SI3208173T1 (sl) 2020-10-30
US10974739B2 (en) 2021-04-13

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