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(11) | EP 0 565 475 B1 |
| (12) | EUROPEAN PATENT SPECIFICATION |
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| (54) |
Primary type suspension for railway vehicles Primärfederung für Schienenfahrzeuge Suspension primaire pour véhicules ferroviaires |
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| Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention). |
BACKGROUND OF THE INVENTION
[0001] The present invention relates to a primary type suspension for railway vehicles as per the preamble of claim 1, the evident object of which is to constitute a device providing an independent two-wheel and short shaft bogie with a primary suspension for railway vehicles, allowing vertical displacements of the suspension independently of each wheel, maintaining, as a consequence, a parallelism and a separation between same.
FIELD OF THE INVENTION
[0002] This invention applies to the industry devoted to manufacture railway vehicles and accessories.
RELATED ART
[0003] It is well known how difficult is for the railway vehicles to keep a parallelism of wheels, as well as a separation between them on an independent wheel and short shaft bogie when it is fitted - with a primary suspension, and that, on the other side, it is imperative this condition for a safe running.
[0004] The inventor is, at present, aware of the existence of different primary suspension systems, but none of them has, in fact, an efficient performance of its elements composing it, which results in a deterioration of the carried wheels.
[0005] An evident solution to this problem would be to provide a device or primary suspension for railway vehicles fitted with an articulated dual connecting rod and, at the same time, obtaining a vertical suspension by distorting the spring or - springs mounted between the bearing boxes and the bogie structure, and, at the same time, a side suspension by distortion of resilient bushings.
[0006] Nevertheless, nothing is known, up to now, about the existence of a primary type suspension for railway vehicles obviating this present problem.
SUMMARY OF THE INVENTION
[0007] The primary type suspension for railway vehicles proposed by the invention constitutes, a solution to the current problem in this field.
[0008] In a more specific manner, the envisaged primary type suspension for railway vehicles is constituted starting from an articulated dual connection rod having two horizontal shafts, which, by means of two bushings coupled to the bogie structure, and other two bushings coupled to a part common to a bearing box, acts as a guide for the suspension spring or springs.
[0009] The suspension has two bars articulated at its ends joining the bearing boxes with the bogie structure, so allowing the wheel and short shaft assembly to carry out a vertical and parallel displacement, as well as the bearing boxes, and, furthermore, by means of a strip joining the inner bearing boxes, independent vertical displacements of each of the two bearing - sets are possible, so maintaining a full and absolute separation between them .
[0010] The vertical suspension is obtained by distortion of the spring or springs mounted between the bearing boxes and the bogie frame.
[0011] The side suspension is obtained by distortion of the resilient bushings, the axial characteristic of which is relatively soft in relation to its radial one which is harder, allowing some millimeters of separation simultaneously shown at the two wheels - since both bearing sets are joined through a strip.
[0012] The main features of the invention are set forth in the characterizing portion of claim 1 while preferred embodiments of same are described in dependent claims 2 to 4.
BRIEF DESCRIPTION OF THE DRAWING
[0013] In order to supplement the present description and to aid to a better understanding of the features of the invention, the accompanying drawing, which forms part of this description, shows a perspective view of the invention relative to a primary type suspension for railway vehicles.
DETAILED DESCRIPTION OF THE INVENTION
[0014] From this Figure, it can be seen that the envisaged primary type suspension for railway vehicles is constituted starting - from an articulated dual connecting rod 1 pivoting at two horizontal shafts A and B, which, through two bushings 2, joined with the bogie structure 3 and other two bushings 4 joined with a part 5 common to the bearing box 6, 7, acts as a guide for the suspension spring or springs 11.
[0015] The invention contemplates two bars 12 mounted on supports 14 , articulated at their ends and joining the bearing boxes with the bogie structure 3, allowing the wheel set 8 and the short shaft 9 and bearing boxes 6, 7 to vertically and parallel displace.
[0016] Furthermore, by means of a strip 10 joining the inner bearing boxes 6, 7, they make possible independent vertical displacements of each of two bearing sets, maintaining a separation - between them in a constant way.
[0017] Solidly connected with the bogie frame 3 is a plate 13 by means of which the bogie rests on the springs 11, slides along the parts 5 and is thus resiliently and vertically movable, the bogie being accompanied in its vertical movement by the bushings 2 attached to it. This allows a movement of the connecting rod 1 about the two axes A and B formed by said bushings 2 and 4.
[0018] The vertical suspension is obtained by distortion of the spring or springs 11 which are mounted between the bearing boxes and the bogie structure, while the side suspension is obtained by distortion of resilient bushings 2, 4, the axial - characteristic of which is relatively soft in relation to the radial one which is harder, so allowing some millimeters of displacement simultaneously shown at the two wheels, since - the bearing sets are joined through said strip 10.
[0019] In synthesis, it can be said that this primary suspension between an independent wheel bogie frame 3 and a wheel-shaft assembly 9, mounted between two bearing boxes 6, 7, per each wheel 8, of course, disposes of a bearing box, which is fited with a vertical extension 5 acting as a guide for the suspension springs 11 and which is articulated through bushings 4, horizontally turning, at a dual connecting rod 1, which in turn is articulated by means of other horizontally rotating bushings 2, at the bogie frame, so allowing vertical displacements of each of independent wheels.
[0020] Also, the bearing boxes 7 are united to the bogie structure 3 by means of a bar 12, which is articulated at its ends, which, together with the connecting rod 1, allows each of the bearing sets to carry out independent vertical and parallel displacements .
[0021] Likewise, the primary suspension has resilient bushings 2, 4 which permit transverse displacements which are caused by side efforts transmitted to the wheel through the track and that, - due to the resilient characteristics of the bushing, act as a side primary suspension.
[0022] Lastly, the primary suspension stands out against the union of the inner bearing boxes through a strip 10 maintaining a separation between both wheels, but meaning, at the same time, that it allows independent vertical and parallel displacements at each of the wheels.
1. A primary type suspension for railway vehicles comprising bogies that are each provided
with two independent wheels (8) and two corresponding short shafts (9) for supporting
the wheels, each bogie consisting of a frame (3) that defines two substantially inverted
U-shaped housings which are each adapted to receive a wheel-shaft assembly (8, 9)
along with the primary suspension of same, each wheel-shaft assembly being mounted
between two bearing boxes (6, 7), characterized in that each of the bearing boxes
(6, 7) has a vertical extension (5) that acts as a guide for suspension springs (11)
and is articulated to a substantially H-shaped dual connecting rod (1) by means of
bushings (4) which are solid with the vertical extensions (5) and thus with the wheel
(8), and determine a horizontal rotation axis (B) for the connecting rod (1), the
latter being also articulated to the bogie frame (3) by means of further bushings
(2) which are attached to the bogie frame (3) and determine a further horizontal rotation
axis (A) for the connecting rod (1), and that a plate (13) is provided, which is solidly
connected with the bogie frame (3) and by means of which the bogie rests on the springs
(11), slides along the vertical extensions (5) and is thus resiliently and vertically
movable together with the bushings (2) attached to the bogie frame (3), the above
arrangement allowing a movement of the H-shaped connecting rod (1) about the two axes
(A, B) formed by said bushings (2, 4) as well as an independent vertical displacement
of both wheels (8) of the bogie.
2. A primary type suspension for railway vehicles, according to claim 1, characterized
in that the bearing boxes (6, 7) are united to the bogie frame (3) by means of two
bars (12) which are articulated at their ends and which, together with the connecting
rod (1), allow the wheel sets to carry out independent vertical and parallel displacements.
3. A primary type suspension for railway vehicles, according to claim 2, characterized
in that the articulation bushings (2, 4) are resilient so as to permit transverse
displacements caused by side efforts transmitted to the wheel (8) through the track,
and, due to such resilience, act as a lateral primary suspension.
4. A primary type suspension for railway vehicles, according to any of the preceding
claims, characterized in that the inner bearing boxes (7) are joined together through
a strip (10) which maintains a separation between both wheels (8), allowing independent
vertical and parallel displacements in the latter.
1. Aufhängung primärer Art für Schienenfahrzeuge mit Drehgestellen, welche jeweils mit
zwei voneinander unabhängigen Rädern (8) und mit zwei entprechenden kurzen Achsen
(9) zur Lagerung der Räder ausgestattet sind, wobei jedes Drehgestell aus einem Rahmen
(3) besteht, der zwei im wesentlichen umgedrehten U-förmigen Aufnahmen bestimmt, die
jeweils so angepasst sind, dass sie eine Rad-Achseneinheit (8, 9) aufnehmen können,
gemeinsam mit der primären Aufhängung derselben, wobei jede Rad-Achseneinheit zwischen
zwei Wälzlagergehäusen (6, 7) montiert ist, dadurch gekennzeichnet, dass jedes der
Wälzlagergehäuse (6, 7) eine vertikale Verlängerung (5) aufweist, die als Führung
für Tragfedern (11) dient und die über Lagerbuchsen (4) an einer doppelten, im wesentlichen
H-förmigen Pleuelstange (1) angelenkt ist, wobei die Lagerbuchsen mit den vertikalen
Verlängerungen (5) fest verbunden sind, und daher auch mit dem Rad (8), und eine horizontale
Drehachse (B) für die Pleuelstange (1) festlegen, wobei letztere auch am Drehgestellrahmen
(3) über zusätzliche Lagerbuchsen (2) angelenkt ist, die am Drehgestellrahmen (3)
befestigt sind und eine weitere horizontale Drehachse (A) für die Pleuelstange (1)
festlegen, und dass eine Platte (13) vorgesehen ist, die mit dem Drehgestellrahmen
(3) fest verbunden ist und über die das Drehgestell auf den Federn (11) aufliegt,
den vertikalen Verlängerungen (5) entlanggleitet und so gemeinsam mit den am Drehgestellrahmen
(3) befestigten Lagerbuchsen (2) elastisch und vertikal beweglich ist, wobei die vorgenannte
Anordnung eine Bewegung der H-förmigen Pleuelstange (1) um die von den genannten Lagerbuchsen
(2, 4) gebildeten beiden Achsen (A, B) ermöglicht, sowie eine voneinander unabhängige,
vertikale Verschiebung der beiden Drehgestellräder (8).
2. Aufhängung primärer Art für Schienenfahrzeuge nach Anspruch 1, dadurch gekennzeichnet,
dass die Wälzlagergehäuse (6, 7) mit dem Drehgestellrahmen (3) über zwei Stangen (12)
verbunden sind, die an ihren Enden angelenkt sind, und die es gemeinsam mit der Pleuelstange
(1) ermöglichen, dass die Radsätze unabhängig voneinander vertikale und parallele
Verschiebungen durchführen.
3. Aufhängung primärer Art für Schienenfahrzeuge nach Anspruch 2, dadurch gekennzeichnet,
dass die Gelenklagerbuchsen (2, 4) elastisch sind, um Querverstellungen zu ermöglichen,
die aufgrund der über das Gleis auf das Rad (8) übertragenen Seitenbeanspruchungen
entstehen, und dass sie aufgrund dieser Elastizität als seitliche Primäraufhängung
wirken.
4. Aufhängung primärer Art für Schienenfahrzeuge nach einem der vorhergehenden Ansprüche,
dadurch gekennzeichnet, dass die inneren Wälzlagergehäuse (7) unter sich über ein
Metallband (10) verbunden sind, welches einen Abstand zwischen beiden Rädern (8) aufrechterhält,
wodurch die Räder unabhängig voneinander vertikal und parallel verschiebbar sind.
1. Une suspension de type primaire pour véhicules ferroviaires qui comprennent des bogies
qui sont pourvus chacun de deux roues indépendantes (8) et deux axes courts correspondants
(9) pour supporter les roues, chaque bogie étant composé d'un châssis (3) qui définit
deux logements en forme de U substantiellement inversé qui sont adaptés chacun d'eux
pour recevoir un ensemble de roue-axe (8, 9) avec la suspension primaire de celui-ci,
chaque ensemble de roue-axe étant monté entre deux boites de roulements (6, 7), caractérisée
en ce que chacune des boites de roulements (6, 7) possède un prolongement vertical
(5) qui agit en tant que guidage pour des ressorts de suspension (11) et qui est articulé
à une bielle double (1) substantiellement en forme de H au moyen de douilles (4) qui
sont solidaires des prolongements verticaux (5) et, par conséquent, de la roue (8)
et qui déterminent un axe de rotation horizontale (B) pour la bielle (1), cette dernière
étant articulée aussi au châssis (3) du bogie au moyen de douilles additionnelles
(2) qui sont fixées au châssis (3) du bogie et déterminent un autre axe de rotation
horizontale (A) pour la bielle (1), et en ce qu'il est prévu une plaque (13) qui est
connectée solidiarement au châssis (3) du bogie et moyennant laquelle le bogie repose
sur les ressorts (11), se déplace tout le long des prolongements verticaux (5) et
est ainsi élastiquement et verticalement mobile avec les douilles (2) fixées au châssis
(3) du bogie, la disposition précédente permettant un mouvement de la bielle (1) en
forme de H autour des deux axes (A, B) formés par lesdites douilles (2, 4) ainsi qu'un
déplacement vertical indépendant des deux roues (8) du bogie.
2. Une suspension de type primaire pour véhicules ferroviaires selon la revendication
1, caractérisée en ce que les boites de roulements (6, 7) sont unies au châssis (3)
du bogie au moyen de deux barres (12) qui sont articulées à leurs extrémités et qui,
conjointement avec la bielle (1), permettent que les jeux de roues réalisent des déplacements
verticaux et parallèles indépendants.
3. Une suspension de type primaire pour véhicules ferroviaires selon la revendication
2, caractérisée en ce que les douilles d'articulation (2, 4) sont élastiques afin
de permettre des déplacements transversaux provoqués par des efforts latéraux transmis
à la roue (8) à travers la voie et, à cause de cette élasticité, agissent en tant
que suspension primaire latérale.
4. Une suspension de type primaire pour véhicules ferroviaires selon l'une des revendications
précédentes, caractérisée en ce que les boites de roulements intérieurs (7) sont unies
entre elles par un feuillard (10) qui maintient une séparation entre les deux roues
(8), permettant des déplacements verticaux et parallèles indépendants sur ces dernières.