EP2991883B1 - Wheelset bearing for the wheelset of a rail vehicle having internally mounted truck - Google Patents

Description

Technical field

• je ein Lagergehäuse pro Seite des Radsatzes, welches das Radsatzlager für ein Rad umgibt, wobei Radsatzlager und Lagergehäuse im montierten Zustand innerhalb der Räder liegen,
• eine als Wankstabilisator dienende Torsionsfeder, die mit dem Lagergehäuse verbunden ist.

The invention relates to a wheel set bearing for the wheel set of a rail vehicle with an internally mounted bogie, comprising

• one bearing housing per side of the wheelset, which surrounds the wheelset bearing for a wheel, with the wheelset bearing and bearing housing lying inside the wheels when assembled,
• a torsion spring serving as a roll stabilizer, which is connected to the bearing housing.

A wheel set for rail vehicles consists of the wheel set shaft and the two wheel disks or wheels. Brake discs or drive components can also be mounted on the wheelset shaft. The wheelset is supported by the wheelset bearings in the bogie. In railway vehicles, the two wheels of a wheel set are usually firmly connected to the shaft due to the sinusoidal motion and thus rotate together. Therefore one speaks of wheelset and accordingly of wheelset storage. The wheelset bearings guide the wheelset laterally in the bogie and also transmit longitudinal forces when the wheelset is driven or braked. The wheelset bearing is usually designed as a roller bearing, which sits in the wheelset bearing housing and receives the wheelset.

State of the art

In the case of rail vehicles - but also in the case of other vehicles - the car body is generally spring-loaded relative to the wheel sets via one or more spring stages. The at Due to the comparatively high center of gravity of the car body, centrifugal acceleration occurring transversely to the travel movement and thus transversely to the longitudinal axis of the car causes the tendency of the car body to lean towards the outside of the wheelset, i.e. a rolling motion, in order to execute a rolling axis parallel to the longitudinal axis of the vehicle. Above certain threshold values, such roll movements are detrimental to driving comfort. On the other hand, they entail the risk of a violation of the permissible clearance profile as well as unilateral unloading of the wheel with regard to derailment safety.

To prevent this, anti-roll devices in the form of so-called roll stabilizers are generally used. Their task is to resist the rolling movement of the car body in order to reduce it, while the lifting and diving movements of the car body with respect to the wheel sets or the chassis should not be impeded. The part of a rail vehicle with which the vehicle runs and is guided on the rails is referred to as running gear or running gear. A bogie is a running gear with two or more wheel sets arranged in a frame.

Such roll stabilizers are known in various hydraulic or purely mechanical designs. A torsion shaft extending transversely to the longitudinal direction of the vehicle, which is also referred to as a torsion bar or torsion spring, is often used, such as that shown in FIG DE 198 19412 C1 is known.

On this torsion shaft on both sides of the vehicle's longitudinal axis are non-rotatably attached levers which extend in the vehicle's longitudinal direction. These levers are in turn connected to links or push rods which are arranged kinematically parallel to the spring devices of the vehicle. When the vehicle's spring devices are deflected the levers sitting on the torsion shaft are set into a rotary motion via the handlebars connected to them. If there is a roll movement with different spring travel of the spring devices on the two sides of the vehicle during the curve travel, this results in different angles of rotation of the levers seated on the torsion shaft. The torsion shaft is accordingly subjected to a torsional moment which, depending on its torsional stiffness, it compensates for at a certain torsional angle by a counter moment resulting from its elastic deformation and thus prevents a further rolling movement. In the case of rail vehicles equipped with bogies, the anti-roll device can be provided both for the secondary spring stage, ie act between a chassis frame and the car body. The anti-roll device can also be used in the primary stage, ie between the wheel units and a chassis frame, as in the DE 19819412 C1 ,

Internal bogies, where the axle bearing and frame parts are located between the wheels or wheel discs, have smaller dimensions across the direction of travel than external bogies, so internal bogies offer a correspondingly lower basis for supporting the primary spring stage. If the stiffness of the primary springs is similar to that of externally mounted bogies, the roll angle increases and the vehicle can come into conflict with the kinematic boundary line. The kinematic boundary line defines the maximum space that vehicles can occupy to ensure that they remain within the infrastructure clearance profile. For this purpose, the maximum possible movement of the vehicle is considered, both lateral and vertical vehicle movements are taken into account, which are calculated on the basis of the vehicle geometry and the suspension properties under different loading conditions.

One possibility of roll stabilization is the installation of a primary roll stabilizer - with torsion springs, levers, tension-compression rods and a bearing for the torsion spring on the bogie frame - even with internally mounted bogies between the wheels, as is the case in the DE 19819412 C1 is shown. Such roll stabilizers with the various components and with the bearing on the bogie frame represent a technically complex solution.

Another possibility for reducing the roll angle and thus increasing the roll stiffness is that the primary spring stiffness is increased instead of using a roll stabilizer. However, this has the disadvantage that higher accelerations occur on the car body, which reduces the comfort for any passengers.

Presentation of the invention

It is therefore an object of the present invention to provide a wheel set bearing or an internally mounted bogie which does not increase the immersion stiffness of the primary suspension, but rather has a technically simple roll stabilization for the wheel sets using a torsion spring.
This object is achieved by a wheel set bearing with the features of claim 1. Advantageous embodiments of the invention are defined in the respective dependent claims.

• je ein Lagergehäuse pro Seite des Radsatzes, welches das Radsatzlager für den Radsatz umgibt, wobei Radsatzlager und Lagergehäuse im montierten Zustand innerhalb der Räder liegen,
• eine als Wankstabilisator dienende Torsionsfeder, die mit den Lagergehäusen verbunden ist.

The wheelset bearing according to the invention, for the wheelset of a rail vehicle with an internally mounted bogie, comprises

• one bearing housing per side of the wheelset, which surrounds the wheelset bearing for the wheelset, with the wheelset bearing and bearing housing lying inside the wheels when assembled,
• a torsion spring serving as roll stabilizer, which is connected to the bearing housings.

It is provided according to the invention that the torsion spring is rigidly connected at its two ends - without the interposition of tension / compression rods - to a respective bearing housing.

The torsion spring is therefore rigid and thus also connected in a rotationally fixed manner to the two bearing housings, while conventional torsion springs are connected to the bearing housings via levers and joints and thus at least rotatably connected to the bearing housings at their ends. The storage of the torsion spring according to the invention takes place exclusively via the connection to the wheelset bearing housing, referred to for short as the bearing housing.

The wheelset guidance, ie the connection and power transmission of the wheelset bearing according to the invention to the bogie frame, can be done in a variety of ways. The power transmission can take place through separate coupling elements (e.g. bushings or handlebars) or directly via the primary spring elements themselves. A common and advantageous embodiment is the so-called swing arm, in which the wheelset bearing housing is articulated to the bogie frame via a wheelset guide bush.

The wheelset bearing housings can also have extensions that point away from the wheel axle and the torsion spring can be attached to these extensions. The wheel axis is the straight line that runs through the center points of the two bearing bushes.

The middle section of the torsion spring is usually arranged at a distance from and parallel to the wheel axis. Provided that the wheelset guide is designed as a rocker arm, an arrangement in the vicinity of the connecting line between the two wheelset guide bushings proves to be a particularly favorable embodiment, since here the amount of bending in the twisting is small. In the vicinity of the connecting line it should be understood here that the middle section of the Torsion spring is arranged closer to this connecting line than to the wheel axis and / or that the central section of the torsion spring has approximately the same radial distance from the wheel axis as the connecting line.

The ends of the torsion spring are torsionally rigid and free of play connected to the bearing housings.

A particularly simple embodiment provides that the torsion spring is manufactured in one piece and is directly connected to a respective bearing housing, that is to say it is made from a piece of a certain material. Both ends of the torsion spring are then to be designed differently, so that they can be connected to the bearing housings and can therefore build up the torsional moment with different deflection of the two sides. The middle section of the torsion spring, i.e. the torsion spring without the ends, then takes over the torsional moment.

In the case of one-piece manufacture of the torsion spring, the ends of the torsion spring can be formed by bending relative to the central section of the torsion spring. For example, a straight metal rod is given the desired shape by bending at a point close to its ends. The middle section of the torsion spring is usually longer than a bent end.

However, the roll stabilizer can also be made from several parts, in that levers are firmly attached to the torsion spring at the ends of the torsion spring and enclose an angle with the longitudinal direction of the torsion spring. In this way, the levers with the torsion spring, ie the central region of the roll stabilizer, be connected non-positively or positively. In this embodiment, the torsion spring will generally be straight over the entire length.

Basically, the torsion spring and possibly the lever for fastening the torsion spring to the Bearing housings are manufactured using various manufacturing processes, such as milling, welding, casting or forging. With a multi-part roll stabilizer, for example consisting of a torsion spring and levers, several different manufacturing processes can also be used.

A simple embodiment of the invention provides that at least (namely in the case of the one-piece torsion spring) the central section of the torsion spring is rod-shaped. This means that the middle section is straight, has the same cross-section over its length, approximately circular, and its length is a multiple of its diameter. The torsion spring is usually made of spring steel in this simple form. In the case of a multi-part roll stabilizer consisting of a torsion spring and levers, the entire torsion spring will be rod-shaped.

In addition to roll stabilization, the torsion spring can also perform additional functions, such as serve as a carrier for one or more brake actuators. For example, on the torsion spring Saddle brakes must be attached, which can then be brought into engagement with brake discs on the wheelset shaft in the assembled state (with wheelset).

If the wheelset bearing according to the invention is provided with a wheelset, one or more brake disks can accordingly be fastened on the wheelset shaft.

If a wheelset bearing according to the invention with a wheelset is installed in an internally mounted bogie, it can be provided that the bearing housing is articulated to the bogie frame via a wheelset guide bushing, while there is no direct connection between the bogie frame and the torsion spring. This differs from roll stabilizers from the prior art Technology represents because the torsion spring is usually connected to the bogie frame via a rotary connection.

The middle part of the torsion spring can be arranged parallel to the wheel axis in the vicinity of the connecting line between the two wheelset guide bushings.

A variant of the invention is that a bearing for connection to the frame of the bogie is provided in each wheelset guide bushing, the axes of rotation of the bearing enclosing an angle with the central portion of the torsion spring. The angles are the same size for the two bearings of a wheel set and symmetrical to the longitudinal center plane of the bogie.

This inclination of the bearing axles has the same effect as an inclination of the tension / compression rods in a previously known torsion spring: The tension / compression rods of a torsion spring are usually arranged parallel to each other in a vertical plane (i.e. a plane normal to the axis of the torsion spring). If the ends of the tension / compression rods facing away from the torsion spring are now moved outwards, the tension / compression rods - seen in the transverse direction - form an angle with the vertical. If the wagon of the rail vehicle moves transversely, this leads to a more rigid support of the wagon and thus the rolling movement is reduced.

The inclined position of the bearing axles also means that when the carriage, which is mounted on the bogie, moves transversely, a rotary movement is induced in the bearings, which does not lead to a perceptible rotation, however, but only pre-loads the torsion spring. This leads to an increase in the rigidity of the torsion spring.

In addition to or alternatively to the use of the roll stabilizer as a carrier for brake actuators, it can be provided that at least the middle section of the Torsion spring is part of a torque support for a wheelset drive when a wheelset bearing according to the invention is installed with a driving wheel set in an internally mounted bogie. The drive torques are then supported directly on the roll stabilizer and not, as usual, introduced into the bogie frame.

The invention uses the principle of primary roll stabilizers, but dispenses with the tension / compression rods and the separate mounting of the torsion spring on another component (the bogie frame). The torsion spring is directly connected to the wheelset bearing housings of the bogie. The function of mounting the torsion spring on the bogie is replaced by the connection to the wheelset bearing housing.

Compared to conventional rolling rod systems, there is an advantage in terms of costs, technical effort and weight, because the tension-compression rods, their bearings and the bearings of the torsion spring are eliminated. The system according to the invention is thus lighter and more compact. If the structure of the torsion spring offers corresponding connection points, it can also take on additional functions such as the connection of brake actuators (caliper brakes) and / or torque support for a drive.

The wheelset storage according to the invention is not limited to one per chassis or bogie. There may be several such wheel set bearings, usually two, per chassis.

Brief description of the figures

• Fig. 1 ein Drehgestell mit zwei erfindungsgemäßen Radsatzlagerungen in perspektivischer Darstellung,
• Fig. 2 eine Radsatzlagerung aus Fig. 1 in perspektivischer Darstellung von unten gesehen,
• Fig. 3 eine Draufsicht auf eine alternative Radsatzlagerung mit Bremsaktuatoren in perspektivischer Darstellung von oben gesehen,
• Fig. 4 eine Radsatzlagerung aus Fig. 1 in perspektivischer Darstellung von unten gesehen, mit schräg gestellten Lagern für die Verbindung mit dem Drehgestellrahmen,
• Fig. 5 eine Seitenansicht einer Radsatzlagerung aus Fig. 4.

To further explain the invention, reference is made to the figures in the following part of the description, from which further advantageous refinements, details and developments of the invention can be found. Show it:

• Fig. 1 a bogie with two wheel set bearings according to the invention in a perspective view,
• Fig. 2 a wheelset storage Fig. 1 seen in perspective from below,
• Fig. 3 a top view of an alternative wheel set bearing with brake actuators seen in perspective from above,
• Fig. 4 a wheelset storage Fig. 1 seen in perspective from below, with inclined bearings for connection to the bogie frame,
• Fig. 5 a side view of a wheelset storage Fig. 4 ,

Implementation of the invention

In Fig. 1 A bogie frame 8 with two wheelset bearings according to the invention is shown, the front right wheel 3 being shown detached around the bearing housing 7 and the primary suspension, consisting of spring 5 and optionally additionally of a damper 6 (springs 5 could of course also be used instead of damper 6 can be used with internal damping). The wheel set guidance principle of the swing arm was chosen as an example for the illustration. The bearing housing 7 has an arm which carries the spring 5 and damper 6, and on the opposite side a further arm which has at its end a wheel set guide bush 4 with which the wheel set is rotatably mounted in the bogie frame 8. The wheelset shaft 2 here has four brake disks 9 arranged in two pairs. The associated brake actuators 10 are mounted on the bogie frame 8. The wheelset bearing, which surrounds the wheelset shaft at its ends and is mounted in the bearing housing 7, is not visible here. The two bearing housings 7 are connected to the torsion spring 1.

In Fig. 2 are only the wheelset, consisting of two wheels 3 and the wheelset shaft 2 connecting them, and the two Bearing housing 7 from Fig. 1 shown. The wheelset shaft 2 is supported in the wheelset bearings 11. The torsion spring 1 is attached to the underside of the arm, where the wheel set guide bushing 4, which is pressed into the bearing housing 11, is provided. The torsion spring 1 is rod-shaped here with a round cross section, the two ends are bent by approximately 90 °, so that the ends coincide with the two arms of the bearing housing 7. The ends are firmly connected to the bearing housing 7 here. The middle area of the torsion spring 1 is parallel and close to the connection between the two wheelset guide bushes 4 and in a plane normal to the direction of travel.

In Fig. 3 An alternative embodiment of a torsion spring 12 is shown, which is straight and is directly connected to the bearing housing 7. This torsion spring 12 is wider than it is high in the direction of travel; caliper brakes 10 are fastened on its upper side, which cooperate with the associated pairs of brake disks 9. It is not a further torsion spring, such as in the form of the torsion spring 1 from FIGS Fig. 1 and 2 , intended.

The torsion spring 12 lies here approximately in a horizontal plane with the wheelset shaft 2, as seen in the direction of travel, the torsion spring lies largely within the wheelset guide bushings 4.

According to 4 and 5 is in each of the two wheelset guide bushes 4, a bearing 13 for connection to the frame 8 (see Fig. 1 ) of the bogie. The axes of rotation 14 of the bearing 13 enclose an angle with the longitudinal axis of the central section of the torsion spring 1, they are inclined downwards relative to them (or the horizontal) within the bearing housing 7. The angles are the same size for the two bearings 13 of the same wheel set and symmetrical to the longitudinal center plane of the frame 8 of the bogie. The angle is usually a few degrees and can be in the range up to 20 °.

The bearings 13 can be designed as support or swing arm bearings. The bearing 13 enables the wheelset guide bush 4 (and thus the bearing housing 7) to rotate about the axis of rotation 14 of the bearing 13. For example, a rocker engages the bearing 13, which is part of the frame of the bogie 8 and is thus rigidly connected at its other end to the frame 8 of the bogie.

Reference symbol list:

1

rod-shaped torsion spring

2

Wheelset shaft

3

wheel

4

Wheelset guide bush

5

Primary suspension spring

6

Primary suspension damper

7

Bearing housing of the wheelset bearing (wheelset bearing housing)

8th

Bogie frame (bogie frame)

9

Brake disc

10

Caliper brake

11

Wheelset bearings

12th

Torsion spring for holding brake actuators

13

Bearing for connection to the frame 8 of the bogie

14

Axis of rotation of the bearing 13

Claims (13)

1. Wheelset bearing for a wheelset (2, 3) of a rail vehicle with an internally supported bogie, comprising

   - in each case a bearing housing (7) per side of the wheelset (2, 3), which surrounds the wheelset bearing (11) for the wheelset, wherein in the assembled state the wheelset bearing (11) and bearing housing (7) lie within the wheels (3),

   - a torsion spring (1, 12) which serves as a roll stabiliser and is connected to the bearing housings (7), characterised in that
   the torsion spring (1, 12) is connected at its two ends rigidly - without interconnection of compression-tension rods

   - to a bearing housing (7) in each case.
2. Wheelset bearing according to claim 1, characterised in that the middle portion of the torsion spring (1, 12) is arranged at a distance from and parallel to the wheel axle.
3. Wheelset bearing according to claim 1 or 2, characterised in that the torsion spring (1, 12) is manufactured in one piece and is connected directly to one bearing housing (7) in each case.
4. Wheelset bearing according to claim 3, characterised in that the ends of the torsion spring (1) are formed by bending relative to the middle portion of the torsion spring.
5. Wheelset bearing according to claim 1 or 2, characterised in that at the ends of the torsion spring levers are fixedly fitted to the torsion spring and draw an angle with the longitudinal direction of the torsion spring.
6. Wheelset bearing according to one of claims 1 to 5, characterised in that at least the middle portion of the torsion spring (1) is rod-shaped.
7. Wheelset bearing according to one of claims 1 to 6, characterised in that the torsion spring (1, 12) is manufactured from spring steel.
8. Wheelset bearing according to one of claims 1 to 7, characterised in that at least the middle portion of the torsion spring (12) is used as a support for one or more brake actuators, such as calibre disc brakes (10).
9. Wheelset bearing according to claim 8 with a wheelset, characterised in that one or more brake discs (9) are fastened to the wheelset axle (2).
10. Wheelset bearing according to one of claims 1 to 9, with a wheelset (2, 3) and with an internally supported bogie, characterised in that the bearing housing (7) is connected via a wheelset guide bush (4) in an articulated manner to the bogie frame (8), while there is no direct connection between the bogie frame (8) and torsion spring (1, 12).
11. Wheelset bearing with a wheelset (2, 3) and with an internally supported bogie according to claim 10, characterised in that at least the middle portion of the torsion spring (1, 12) is arranged parallel to the wheel axle in the vicinity of the connecting line between the two wheelset guide bushes (4).
12. Wheelset bearing with a wheelset (2, 3) and with an internally supported bogie according to claim 10 or 11, characterised in that a bearing (13) for the connection to the frame (8) of the bogie is provided in each wheelset guide bush (4), wherein the axes of rotation (14) of the bearing (13) draw an angle with the middle portion of the torsion spring (1) .
13. Wheelset bearing with a wheelset (2, 3) and with an internally supported bogie according to claim 10 or 11, and with a wheelset drive, characterised in that at least the middle portion of the torsion spring (1, 12) is part of a torque support for the wheelset drive.

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