Secondary spring having an integrated transverse stop

Abstract

A secondary spring for a rail vehicle springs a wagon body of the rail vehicle on the chassis of the rail vehicle. The secondary spring is divided along a predefined axis into a first and at least one further, second section. The first section is configured to be axially stiff and springy orthogonally to the predefined axis, and the second section is configured to be stiff orthogonally to the predefined axis and axially springy. The secondary spring contains at least one horizontal stop, which is arranged on the secondary spring such that a force which acts on the horizontal stop orthogonally to the predefined axis is introduced into the secondary spring between the first and the second section.

Claims

1. A rail vehicle, comprising: at least one wagon body; at least one chassis; at least one secondary spring for springing said wagon body on said chassis, said at least one secondary spring containing: a first section; a second section, said first and second sections divided along a longitudinal axis, said second section configured to be axially resilient, said first section configured to be resilient orthogonally to the longitudinal axis; and at least one horizontal stop disposed such that a force acting on said horizontal stop orthogonally to the longitudinal axis is introduced into said secondary spring between said first and said second sections; and said chassis having at least one further horizontal stop configured complementary with said horizontal stop of said secondary spring; and said chassis having at least one drive motor disposed parallel to a longitudinal axis of said chassis and said at least one further horizontal stop is disposed on said drive motor.

2. A rail vehicle, comprising: at least one wagon body; at least one chassis; at least one secondary spring for springing said wagon body on said chassis, said at least one secondary spring containing: a first section; a second section, said first and second sections divided along a longitudinal axis, said second section configured to be rigid orthogonally to the longitudinal axis and axially resilient, said first section configured to be axially rigid and resilient orthogonally to the longitudinal axis; and at least one horizontal stop disposed such that a force acting on said horizontal stop orthogonally to the longitudinal axis is introduced into said secondary spring between said first and said second sections; said chassis having at least one further horizontal stop configured complementary with said horizontal stop of said secondary spring; and said chassis having at least one drive motor disposed parallel to a longitudinal axis of said chassis and said at least one further horizontal stop is disposed on said drive motor.

3. The rail vehicle according to claim 1, wherein: said chassis has at least two drive motors disposed parallel to a longitudinal axis of said chassis; said at least one secondary spring is one of at least two secondary springs which are disposed between said drive motors such that each of said secondary springs is adjacent each of said drive motors; and each of said drive motors has said at least one further horizontal stop which is configured complementary with said horizontal stop of an adjacent one of said secondary springs.

4. The rail vehicle according to claim 1, wherein said first section of said secondary spring is mounted on said chassis, and said wagon body is mounted on said second section of said secondary spring.

5. The rail vehicle according to claim 1, further comprising a journal, said first section of said secondary spring is connected to said chassis by said journal running axially to the longitudinal axis of said secondary spring for a transfer of forces in a horizontal direction to said chassis.

6. The rail vehicle according to claim 1, wherein said at least one wagon body is free of horizontal stops for stopping against said further horizontal stop of said chassis.

Description

(1) The invention permits numerous embodiments. It will now be explained in detail with reference to the following figures in which an exemplary embodiment is shown each time. The same elements in the figures are provided with the same reference numerals.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

(2) FIG. 1 shows in a perspective view a bogie of the prior art;

(3) FIG. 2 shows a secondary spring according to the invention on a bogie in partial sectional view.

DESCRIPTION OF THE INVENTION

(4) FIG. 1 shows a bogie of the prior art partly in a perspective view. Two structurally identical secondary springs 1 are attached to a crossbeam 6 above a drive motor 5 arranged on the longitudinal side for springing a wagon body (not shown) on the bogie. In total four secondary springs are arranged between the bogie and the wagon body, of which only the secondary springs on one side of the bogie have been drawn in. They are formed as hour glass springs. They have in longitudinal section the form of a sandglass with a part which narrows relative to two opposing end sides. A partition plate 3 is arranged in the middle of each secondary spring 1.

(5) In order to restrict movements of the bogie relative to the wagon body the bogie as well as the wagon body have several horizontal and vertical stops. Here are shown a horizontal stop 2 and a vertical stop 4 of the bogie. Each horizontal stop of the bogie and a horizontal stop of the wagon body formed and arranged complementary therewith come to bear against one another in the event of a thereby restricted relative movement of the bogie relative to the wagon body. The same applies for the vertical stops.

(6) FIG. 2 now shows in a partial sectional view a secondary spring 21 according to the invention in the mounted position on a bogie 13.

(7) The secondary spring 21 has here a first section 8 which comprises a vertically stiff and horizontally springy layer spring, and it has a further second section 7 which comprises a horizontally stiff and vertically springy cone spring, here a rubber-metal spring.

(8) The secondary spring 21 is divided here into a lower and an upper section, wherein it is arranged in its predefined operating position between the bogie 13 and the wagon body 12 of the rail vehicle so that the first section 8 is mounted on the bogie 13, wherein the second section 7 is connected to the wagon body 12 of the rail vehicle. The first section 8 thus forms the lower section of the secondary spring 21. The second section 7 embodies the upper section.

(9) The sections 7, 8 have a common axis of rotation A. This is at the same time the longitudinal axis of the secondary spring 21. In its operating position this axis points in the vertical direction. This axis runs here along a journal 9 arranged centrally in the first section 8 of the secondary spring 21.

(10) In order to restrict the horizontal movements between the bogie 13 and the wagon body 12 both the bogie 13 and also the secondary spring 21 have horizontal stops 22 and 10 which are designed and aligned complementary with one another. Both horizontal stops 22 and 10, when positioned against one another, serve to absorb forces in the horizontal direction of each other horizontal stop. The wagon body 12 is on the other hand free of horizontal stops.

(11) The horizontal stop 22 of the secondary spring 21 comprises here a partition plate 23 between the first and the second section 8 and 7 of the secondary spring 21. A fixed horizontal stop 10 is provided in the form of a stop plate for the partition plate 23 of the secondary spring 21 on the side of the bogie on a drive motor 15 which is arranged on a longitudinal side.

(12) The horizontal stop in the form of the partition plate 23 of the secondary spring 21 is then arranged on the secondary spring 21 and connected to same so that a force acting in the horizontal direction on the horizontal stop 22 can be introduced into the secondary spring 21 between the first and the second section 8 and 7.

(13) Transverse forces, thus forces in the horizontal direction, are transferred from the bogie 13 to the secondary spring 21 or from the secondary spring 21 to the bogie 13 via the journal 9 which is arranged centrally in the layer spring. For this the bogie 13 has a correspondingly complementary formed socket for the journal 9. In an analogous manner transverse forces are transferred from the wagon body 12 to the secondary spring 21 or from the secondary spring 21 to the wagon body 12 by means of a suitable interface. The second section 7 of the secondary spring 21 has here the form of a truncated cone, which is housed in a pot-shaped indentation 11 of the wagon body 12. The pot-shaped indentation 11 of the wagon body 12 which is coaxial with the secondary spring, and the second section 7 of the secondary spring 21 form in particular a snug fit.

(14) The wagon body and the secondary spring are thereby connected to one another in positive engagement, wherein this positive connection acts at least parallel to a vertical axis of the wagon body towards the wagon body and perpendicular to the vertical axis of the wagon body.

(15) In order to restrict vertical movements, the wagon body 12 has a vertical stop 14. This can come to abut against the bogie 13.