Abstract
A bogie (100) for a rail vehicle. The bogie (100) comprises a frame (10) that is mounted on one or more wheel axles (20). The bogie (100) comprises at least one support surface for a vehicle body (40). At least one liftable surface on the bogie (100) is designed in such a way that its vertical distance, from the support surface, can be modified by a lifting element (50).
Claims
1. A bogie for a rail vehicle comprising: a frame which is mounted on one or more wheel axles, and at least one supporting surface for a vehicle body, wherein at least one lifting surface is formed, which is designed such that its vertical spacing to the supporting surface is changeable by a lifting element, such that a spacer element is insertable into the vertical spacing and/or the vertical spacing is fastenable by the lifting element, wherein a crossmember of the bogie has at least one bore hole for receiving the lifting element movably, such that the bore hole and the lifting element form a space which is fillable with a fluid.
2. The bogie according to claim 1, wherein the lifting element is integrally arranged at the bogie.
3. The bogie according to claim 1, wherein the lifting element is actuatable one of hydraulically or pneumatically.
4. The bogie according to claim 3, wherein the lifting element has at least one sealing element.
5. The bogie according to claim 4, wherein the sealing element is arranged in such a way that a sealing effect is attainable only up to a defined lifting height of the lifting element.
6. The bogie according to claim 1, wherein a return mechanism is arranged at the lifting element for returning the lifting element.
7. The bogie according to claim 1, wherein one centering pin, for centering a vehicle body on the bogie, is formed as a lifting element, and an upper surface of the centering pin is formed as the at least one lifting surface.
8. The bogie according to claim 1, wherein the spacer element is formed as a number of parts and with a variable thickness.
9. The bogie according to claim 8, wherein the thickness of the spacer element is adjustable by rotating individual elements of the spacer element relative to one another.
10. A rail vehicle having the bogie according to claim 1.
11. A method of compensating for changes in diameter of wheels of rail vehicles according to claim 10, the method comprising: inserting a spacer element into a vertical spacing, between a lifting surface and a supporting surface, changing the vertical spacing, between the lifting surface and the supporting surface, using a lifting element, and the lifting element is comprised by the bogie.
12. The method according to claim 11, wherein the spacing is changed using a lifting element integrally arranged at the bogie.
13. The method according to claim 11, wherein a bore hole in which the lifting element is received and, together with said lifting element, forms a cavity in which pressure is applied to by a fluid, such that the lifting element is moved under pressure and therefore the vertical spacing of the lifting surface from the supporting surface is changed.
14. The method according to claim 11, wherein a spacer element is set to a desired thickness in order to maintain a larger spacing between the supporting surface and the wheel axle of the bogie.
15. The method according to claim 11, wherein once the vertical spacing is enlarged, the lifting element is made pressureless and the lifting element is brought back into a starting position.
16. A rail vehicle having a vehicle body and having a bogie according to claim 1, wherein the lifting element is arranged integrally with the vehicle body.
17. A rail vehicle according to claim 16, wherein the vehicle body has a bore hole for movably receiving the lifting element such that the bore hole and the lifting element form a space that is fillable with a fluid.
18. The bogie according to claim 1, wherein the bore hole has at least one sealing element.
19. The bogie according to claim 18, wherein the at last one sealing element is arranged in such a way that a sealing effect is attainable only up to a defined lifting height of the lifting element.
20. A bogie for a rail vehicle, comprising a frame which is mounted on one or more wheel axles, and at least one supporting surface for a vehicle body, wherein at least one lifting surface is formed, which is designed such that its vertical spacing to the supporting surface is changeable by a lifting element, such that a spacer element is insertable into the vertical spacing and/or the vertical spacing is fastenable by means of the lifting element, wherein one or more air springs of an air suspension is/are formed between the frame and the supporting surface as lifting elements, wherein at least one first air spring is associated with a lifting surface, and a second air spring is associated with a supporting surface, wherein the first air spring is arrangeable beneath a first vehicle body and the second air spring is arrangeable beneath a second vehicle body, wherein shut-off means for separating the groups of air springs from one another are provided and/or the air suspension comprises a coupling element for connection to a compressed air source, wherein the individual groups of the air springs comprise separate coupling elements.
21. The bogie according to claim 20, wherein the bogie is formed as a Jacobs bogie.
22. The bogie according to claim 20, wherein the thickness of the spacer element is adjustable by rotating individual elements of the spacer element relative to one another.
Description
(1) A plurality of exemplary embodiments of the present invention will be described on the basis of drawings, in which:
(2) FIG. 1: shows a schematic depiction of a bogie;
(3) FIG. 2: shows a perspective view of a bogie according to the invention;
(4) FIGS. 3a and 3b: show a schematic detailed view of a lifting element;
(5) FIG. 4: shows a schematic depiction of a second embodiment of a bogie according to the invention;
(6) FIG. 5: shows a perspective view of a bogie according to the invention according to FIG. 4;
(7) FIG. 6: shows a schematic depiction of the operating principle of the bogie according to the invention according to FIG. 4;
(8) FIG. 7: shows a pneumatic schema associated with the bogie from FIG. 5;
(9) FIG. 8: shows a spacer element in the original position;
(10) FIG. 9: shows a spacer element during the adjustment process.
(11) FIG. 1 shows a schematic depiction of a conventional bogie 100 for rail vehicles. The bogie 100 has two axles 20, on which there are arranged wheels 101. The axles 20 are fitted on a frame 10, wherein a suspension (not denoted in greater detail) is provided between the axles and frame 10. The bogie 100 comprises a crossmember as support element 30. The support element 30 is connected to the frame 10 via a suspension (likewise not denoted in greater detail). The suspension for example can be an air suspension or another alternative suspension. In the present case, conventional steel springs are shown. The support element 30, in its upper region, has a supporting surface 31. The supporting surface 31 is distanced from the lower edge of the wheels 101, and therefore from the rail upper edge SOK, by the spacing Z. As can be clearly seen from FIG. 1, the spacing Z reduces when the diameter of the wheels 101 becomes smaller, for example as a result of wear or as a result of lathing of the wheels. The supporting surface 31 correlates in the factory-made state for example to an embarking edge of the station platform. If the wheels 101 are lathed, i.e. reduced in their diameter, a desired dimension between the supporting surface 31 and the station platform thus changes. This has to be corrected.
(12) FIG. 2 shows a perspective depiction of the bogie 100 from FIG. 1. In order to provide an improved overview, only individual elements of a group of identical elements are provided with a reference sign.
(13) The bogie 100 has four wheels 101, which are arranged in pairs on each wheel axle 20. The wheel axles 20 are arranged on a frame 10, on which there is in turn arranged a support element 30 as crossmember. The support element 30 is connected here to the frame 10 by means of resilient elements (not denoted here in greater detail), and said frame is connected to the wheel axles again by means of resilient elements. The support element comprises a lifting element 50 on each side, which lifting elements in the present case are additionally designed to centre a vehicle body arranged on the bogie 100. The lifting elements 50 each comprise a return mechanism 51. The function and design of the elements 50 will be described in FIG. 3 hereinafter.
(14) FIGS. 3a and 3b show a schematic depiction of the lifting elements in a number of operating states. FIG. 3a shows a lifting element 50 in a starting position. The lifting element 50 is formed as a cylindrical journal which has a collar in the region of reference sign 55. The collar, on its upper side, has a lifting surface 55. The lifting element 50 is disposed in a bore hole 61 of the support element 30. A seal 63 is arranged in the bore hole and seals a cavity beneath the lifting element 50. This cavity is connected to the external area by means of a fluid feed channel 62 via a coupling element 64, in the present case a connection nipple. A fluid can be introduced into the cavity of the bore hole 61 via the coupling element 64. This fluid pushes the lifting element 50 upwardly (see FIG. 3b). If the lower edge of the lifting element 50 reaches the seal 63, 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. Further movement of the lifting element 50 upwardly is therefore no longer possible.
(15) In FIG. 3a the lifting element 50 is shown in the first operational state, i.e. in the factory-made state. The dashed line at the surface 55, which correlates with the lifting surface 55, can be the underside of a vehicle body, for example.
(16) As shown in FIG. 3b, fluid can be introduced into the bore hole 61 via the coupling element 64. The lifting element 50 and in particular the lifting surface 55 moves upwardly, and a vertical spacing A is created between the lifting surface 55 and in particular between an underside of the vehicle body (dashed line) and a supporting surface 31. A spacer element can now be inserted in this spacing A. The spacing A is permanently increased by insertion of a spacer element. With reference to FIG. 1, it can thus be seen that a spacer element on the supporting surface 31 increases the spacing between the new supporting surface 31, i.e. the upper edge of the spacer element, and the wheel axle. The original spacing Z is re-established.
(17) FIG. 4 shows a schematic depiction of a further embodiment of the bogie 100 according to the invention. Instead of conventional coil springs, air springs are provided between the support elements 30′ and 30″ and the frame 10. The bogie 100 from FIG. 4 is formed in the present case as a Jacobs bogie. A frame 10, on which two wheel axles 20 are resiliently arranged, wherein wheels 101 are arranged on each of the wheel axles 20, is likewise shown. Two support elements 30′ and 30″ with supporting surfaces 31′ and 31″ are likewise arranged on the frame 10 independently of one another. The support elements 30′ and 30″ are each connected to the frame 10 via independent springs.
(18) FIG. 5 shows a perspective depiction of a bogie 100. For improved clarity, like elements of a group of elements are in each case provided with a reference sign just once. The bogie 100 has four wheels 101, which are each fastened in pairs to an axle 20. The axles 20 are fastened resiliently on a frame 10, on which there are in turn arranged four lifting elements 50. The lifting elements 50 are formed in the present case from an air spring 53 and a support element 30.
(19) FIG. 6 shows a schematic depiction of the operating principle of the bogie 100 from FIGS. 4 and 5. Two vehicle bodies 40′ and 40″ are arranged on the bogie 100 and are connected to one another via a coupling 41. In order to increase a vertical spacing between a lifting surface 55′ and a supporting surface 31″, the lifting element, which is formed in the present case as an air suspension 50′ (FIG. 5), is filled with air. Here, the air feed to the second air suspension 50″ is interrupted. The second lifting element 50″ therefore does not move. A vertical spacing A is created between the supporting surface 31″ of the second lifting element 50″ and the lifting surface 55′ of the first lifting element. The vehicle bodies 40′ and 40″ are connected to one another by the coupling 41. A spacing A is created accordingly between the second lifting element 50″, that is to say between the supporting surface 31″ and an underside of the vehicle body 40′. A spacer element can be inserted in this spacing.
(20) The pressure from the first lifting element 50′ can then be drained again. The method is now repeated in the reverse sequence. The lifting element 50″ is pumped up and a spacer element is inserted between the lifting element 50′ and the vehicle body 40′. Both vehicle bodies 40′, 40″ are thus distanced from the wheel axle 20 by an enlarged vertical spacing.
(21) FIG. 7 shows a pneumatic schema as can be used in the device and for carrying out the method from FIG. 6. What is shown is an air suspension 52 with two first air springs 53′ and two second air springs 53″. Shut-off means 54′ and 54″ are provided on the air suspension 52. The air feed arrives via the coupling element 64. Each of the first air springs 53′ or the second air springs 53″ can be added pressure to with compressed air by means of the shut-off means 54′ and 54″, wherein the other air springs can be made pressureless. What is shown is a 2/2-way valve. However, it is also conceivable to use a 3/2-way valve, such that the air springs 53′ or 53″ can each be emptied fully.
(22) FIG. 8 shows a spacer element which can be used for a bogie as described herein. What is shown is a plan view and a sectional view. The spacer elements 70 consists of two parts 71 and 72. These are preferably manufactured from a single piece. The spacer element 70 is in the present case manufactured from a metal sheet 20 mm thick. Here, the second element 72 is lasered or burned out from the first element 71. Both elements can thus be used. The first and the second element 71, 72 have a bore hole 711, 721 respectively, which bore holes can be brought into alignment with one another by rotation (see FIG. 9). The individual elements 71 and 72 are laid one inside the other in the factory-made form (see sectional view), in such a way that the spacer has a thickness according to the sheet thickness, in the present case 20 mm. In this position, the spacer elements 70 can already be preassembled on the bogie. A lug 701 is shown on the first element 71. This lug can be used for example in order to hammer loose any rusted spacer elements 70.
(23) FIG. 9 shows the spacer element 70 from FIG. 8 in a rotated position. In order to increase the thickness of the spacer element 70, the second element 72 is raised and rotated relative to the first element 71. As can be seen from the sectional view, the two elements then lie one on top of the other. The spacer element 70 consequently has a thickness corresponding to double the sheet thickness, in the present case 40 mm. In FIG. 9 the spacer elements 70, or rather the two individual elements 71 and 72, has not yet reached its end position. The individual elements 71 and 72 are preferably arranged in their end position in such a way that the bore holes 711 and 721 are congruent. Here, it is conceivable for example to place a journal in one of the bore holes 711 or 721, such that the individual elements 71 and 72 can no longer be rotated relative to one another.
(24) Of course, it is conceivable to provide a plurality of striking lugs 701 and/or a plurality of positioning bore holes 711, 721 on the spacer element 70 from FIG. 8 or 9. It is also conceivable to form the spacer element 70 in a number of parts.
