EP0035443B1 - Aufhängung eines Eisenbahnfahrgestellrahmens an zumindest zwei Achsen und mit dieser Aufhängung versehener Fahrgestellrahmen - Google Patents

Aufhängung eines Eisenbahnfahrgestellrahmens an zumindest zwei Achsen und mit dieser Aufhängung versehener Fahrgestellrahmen Download PDF

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Publication number
EP0035443B1
EP0035443B1 EP81400291A EP81400291A EP0035443B1 EP 0035443 B1 EP0035443 B1 EP 0035443B1 EP 81400291 A EP81400291 A EP 81400291A EP 81400291 A EP81400291 A EP 81400291A EP 0035443 B1 EP0035443 B1 EP 0035443B1
Authority
EP
European Patent Office
Prior art keywords
suspension
underframe
links
axle
axles
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.)
Expired
Application number
EP81400291A
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English (en)
French (fr)
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EP0035443A1 (de
Inventor
Pierre Boissier
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.)
Usines Et Acieries De Sambre Et Meuse SA
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Usines Et Acieries De Sambre Et Meuse SA
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Application filed by Usines Et Acieries De Sambre Et Meuse SA filed Critical Usines Et Acieries De Sambre Et Meuse SA
Priority to AT81400291T priority Critical patent/ATE7876T1/de
Publication of EP0035443A1 publication Critical patent/EP0035443A1/de
Application granted granted Critical
Publication of EP0035443B1 publication Critical patent/EP0035443B1/de
Expired legal-status Critical Current

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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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs

Definitions

  • the present invention relates to a suspension for a chassis with at least two axles of a railway vehicle, such as a wagon.
  • suspension in the present description means the partly deformable mechanical means which connect the axles to the chassis, the latter possibly being as well that of a wagon with at least two axles as that of a bogie articulated to the frame of a wagon with several bogies.
  • the present invention also relates to a chassis provided with this suspension.
  • each axle mounted at each of its ends in an axle box, is held perpendicular to the axis of the chassis by spring systems provided with damping means which each connect a axle box to chassis.
  • each axle box supports the chassis by means of at least two helical compression springs mounted on either side of the axle.
  • a spring is compressed between the axle box and a bonnet on which part of the wagon's weight is exerted.
  • the axle chassis while the bonnet is biased obliquely downwards via an articulated member connected to the chassis.
  • the axle box is frictionally mounted between a flat reference face of the chassis and a pusher actuated by the bonnet which tends to apply the axle box against the reference face due to the obliquity of the stress due to the articulated organ.
  • This assembly simultaneously ensures the damping of the oscillations of the springs and the rigorous positioning of the axle perpendicular to the axis of the chassis.
  • FR-A-1 072 207 describes a suspension which conforms to the preamble of claim 1 and which remedies the drawbacks stated above.
  • the two flanges are traction flanges which are arranged symmetrically when the vehicle is traveling in a straight line, the axle box then having an average position between two longitudinal travel limits.
  • This arrangement has two drawbacks. Indeed, the straight line position does have a certain stability because as the axle deviates from it on one side or the other, there appears an increasing return effort, but this stability is not exemplary and we can see some yaw effects in a straight line. On the other hand, the increasing return force considerably hinders the axle when it has to take strong orientations in tight curves.
  • the object of the present invention is to remedy these drawbacks by proposing a suspension in which the axles have a more stable straight line position while negotiating tight curves more easily.
  • the difference in inclination between the flanges is the cause of a restoring force urging the axle box against the reference face.
  • the axle in a straight line, the axle is in a position well determined by the reference face. To remove it, it is no longer enough for a small disturbance, it takes an effort exceeding the effort threshold determined by the difference in inclination between the flanges. The axle is therefore very stable in a straight line. When cornering, such an effort exceeding the aforementioned threshold appears.
  • the combination of the traction flange and the compression flange means that the initial difference in inclination between the flanges is kept appreciably when the axle box deviates from the reference face.
  • the elastic means comprise at least two springs mounted on either side of the axle, at least one spring on each side of the axle is located between the box and a cap connected to the chassis by the connection flanges .
  • the two-axle chassis provided with a suspension of the above kind is characterized in that this suspension equips the two axles of the chassis, the articulated flanges mounted in traction and in compression occupying in the two axles in substantially symmetrical positions relative to the transverse median plane of the chassis.
  • the two axles of the chassis can be oriented relative to the chassis as a function of the curvature of the track, which limits the angular deviations of the axles relative to the chassis; in addition, the chassis behavior is sensitive identical depending on whether the wagon travels in one direction or the other on the railway, which is particularly interesting in the case of railway equipment.
  • the bogie shown in FIGS. 1 to 3 comprises a chassis which comprises two longitudinal members 1 connected by a central cross member 32 and two end cross members 2 constituting with the longitudinal members 1 a frame carried by four wheels 3 coupled in pairs by means of two axles 4.
  • Each axle 4 is connected at its two ends to the chassis by means of a suspension 6 situated beyond the corresponding wheel 3 relative to the middle of this axle 4.
  • each axle 4 is carried at its two ends by an axle box 7 in which are housed the ball bearings which allow the rotation of the axle 4 relative to the chassis.
  • the axle box 7 has two bases 8 directed on either side of the axle 4 at a distance below the beam 1, and on each of which rests the lower end of a helical suspension spring 9.
  • the springs 9 are compressed between these two bases 8 and two caps 11, 12 connected to the chassis and on which is exerted, in service, part of the weight of the wagon.
  • each of the caps 11, 12 is connected to the spar 1 by a pair of connecting flanges 13 or 14.
  • the two flanges 13 or 14 of the same pair are mounted in parallel and articulated to the cap 11 or 12 corresponding which, for this purpose, carries laterally two opposite pins 16 with an axis substantially parallel to the axle 4.
  • the flanges 13 constitute connecting rods mounted in compression between the cap 11 and the chassis 1. From the pin 16, the flanges 13 are directed opposite the base 8 and are fixed on an axis 17 which is articulated on the side member 1.
  • the flanges 14 are rings mounted in traction between the cap 12 and two ears 18 integral with the spar 1. These ears 18 are formed at the end of a wing 19 with a U-shaped section starting from the spar 1, directed towards the base 8; they extend the legs of the U, which are turned towards the spring 9, and thus come from either side of the latter.
  • Each flange 14 is articulated to the ear 18 by means of a pin 21, carried by this ear 18, directed towards the outside of the wing 19 in a U, with an axis substantially parallel to the axle 4, and more close to the base 8 that the pin 16 of the cap 12.
  • the distance between the pins 16 of the cap 11 of the axis 17 is greater than the distance between the pins 16 of the cap 12 of the pins 21 .
  • the line XX ' which joins the axis 17 and the pin 16 of one or other of the flanges 13 and the line YY' which joins the pins 16 and 21 of the flange 14 which faces are inclined in opposite directions to each other with respect to the axis ZZ 'of the springs 9 which is substantially vertical when the bogie is in the service position on a horizontal railway track, and converge downwards, at below the axle box 7.
  • the angle of inclination B of the line YY ' is greater than the angle of inclination A of the line XX' relative to the axes ZZ 'in the example shown.
  • the pushers 23 include a tail 24 whose end rests against the caps 11, 12, and which is mounted to slide in a bore 26 formed in the base of the U of the wing 19 for one of the pushers 23, and, for the other pushbutton 23, in a wing 22 integral with the spar 1 and facing the base of the U of the wing 19 on the other side of the axle box 7.
  • the pushers 23 also include a head 27 whose front face, which is flat, bears on the flat lateral faces also of the axle box 7.
  • Friction linings 28, 29, for example made of manganese steel, are welded to the front faces of the heads 27 of the pushers 23 as well as to the flat side faces of the axle box 7.
  • the pushers 23 cannot sink into the bores 26 beyond a fully retracted position in which the rear face of their head 27 is in abutment against a boss 31 which opens each of the bores 26 on the side of the box. axle 7.
  • the bogie shown in Figure 1 has at the two ends of each of its axles 4 a suspension of the kind just described.
  • the mounting of these suspensions is symmetrical by relative to the transverse median plane of the bogie, so that for each suspension, the flanges 13 which work in compression are associated with the spring 9 situated opposite the other axle 4 relative to the axle box 7 considered and have a less inclination than the flanges 14 which work in traction.
  • the axes of the pushers 23 are located in the same plane as the axes of the pins 16 of the caps 11,12. Furthermore, the distance D (FIG. 5) remaining between the rear face of the head 27 of the pusher 23 associated with the cap 12 and the corresponding boss 31 determines the maximum lateral stroke of the axle box 7, relative to the chassis. In the case of a bogie, the distance D can be, for example, 12 mm.
  • axle box 7 takes oscillations relative to the chassis which are damped by the friction of the linings 28 of the pushers 23 on the linings 29 of the axle box 7.
  • This effect exerts on the axle 4 a torque which tends to press more the axle box 7 outside the curve against the pusher 23 which is already in the retracted position, and tends to bring the other axle box 7 towards hat 12.
  • the flanges 13 and 14 have pivoted around the axis 17 and the pins 21 so that the cap 11 is also slightly raised towards the beam 1 while the cap 12 has, on the contrary, slightly approached the base 8.
  • This property constitutes one of the important advantages of the suspension in accordance with the invention because it allows the axles to fit into tight curves without it being necessary to exaggerate the force applied to the boxes 7 by the wheels 3.
  • the suspension according to the invention thus makes it possible to simultaneously ensure the damping of the oscillations and the orientation of the axle 4 with a very small number of parts.
  • the invention also achieves an excellent compromise between a rigorous positioning of the axles 4 in a straight line and an orientation of the axles 4 in a curve resulting from relatively moderate forces.
  • the flanges working in traction could be associated with the spring opposite to the other axle of the chassis relative to the axle box considered, and be less inclined than the flanges working in compression.

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

Claims (7)

1. Aufhängung für ein zweiachsiges Fahrgestell eines Eisenbahnfahrzeuges, wobei wenigstens eine der Achsen in der Nähe jedes ihrer Enden in einem Achslager (7) gelagert ist, welche Aufhängung (6) für jedes Achslager (7) dieser Achse (4) elastische Mittel (9) umfaßt, die von dem Achslager (7) getragen werden und sich zu beiden Seiten des letzteren auf dem Fahrgestell mittels wenigstens einer Verbindungslasche abstützen, die in bezug auf das Fahrgestell (1) und in bezug auf das dem Fahrgestell zugeordnete Ende der elastischen Mittel (9) gelenkig angebracht sind, wobei die beiden Kraftausübungslinien (XX', YY'), denen diese Laschen (13, 14) ausgesetzt sind und die durch die Anlenkpunkte (16, 17, 21) derselben hindurchgehen, entgegengesetzte Neigungen (A, B) aufweisen, und wobei eine (14) der Laschen unter Spannung montiert ist und zwischen dem Achslager (7) und den Anlenkungen (16) der Laschen (13, 14) an den elastischen Mitteln (9) Kopplungsmittel angeordnet sind, damit jede Verschiebung des Achslagers in Längsrichtung des Fahrgestells (1) eine entsprechende Verschiebung dieser Anlenkungen (16) bewirkt, dadurch gekennzeichnet, daß die andere Lasche (13) unter Druck montiert ist, daß die beiden Laschen (13, 14) unterschiedliche Neigungen (A, B) aufweisen und daß das Fahrgestell eine Bezugsfläche (31) trägt, auf der sich das Achslager (7) unter der Wirkung der auf dieses aufgrund der unterschiedlichen Neigung der Laschen (13, 14) ausgeübten Kraftschwelle geradlinig abstützt.
2. Aufhängung nach Anspruch 1, dadurch gekennzeichnet, daß die zwei Kraftausübungslinien (XX', YY') der Kräfte, denen die Laschen (13, 14) ausgesetzt sind, nach unten konvergieren und daß die Kopplungsmittel zwei hemmende Reibungsstößel (23) umfassen, die zwischen dem Achslager und der Anlenkung (16) der Laschen (13, 14) an den elastischen Mitteln (9) angeordnet sind.
3. Aufhängung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die elastischen Mittel wenigstens zwei Federn (9) umfassen, die auf den beiden Seiten der Achse (4) angeordnet sind, wobei wenigstens eine Feder auf jeder Seite der Achse zwischen dem Achslager (7) und einer Haube (11 oder 12) angeordnet ist, die mit dem Fahrgestell (1) über die Verbindungslaschen (13, 14) verbunden ist.
4. Aufhängung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Kopplungsmittel (23), die der unter Druck angelenkten Lasche (13) zugeordnet sind, dazu bestimmt sind, auf das Achslager (7) eine seitliche Kraft (F1) auszuüben, die kleiner ist als die Kraft (F2), die von den Kopplungsmitteln (23) ausgeübt wird, welche der unter Zug angelenkten Lasche (14) zugeordnet sind.
5. Aufhängung nach einem der Ansprüche 1 bis 4, bei welcher die Kopplungsmittel Stößel (23) sind, dadurch gekennzeichnet, daß in der in gerader Linie betrachteten Gleichgewichtslage jener Stößel (23), welcher dazu bestimmt ist, auf das Achslager (7) die geringere seitliche Kraft (F1) auszuüben, vollständig zurückgezogen ist und sich an der Bezugsfläche (31) abstützt.
6. Aufhängung nach Anspruch 5, dadurch gekennzeichnet, daß der in der in gerader Linie betrachteten Gleichgewichtslage völlig zurückgezogene Stößel (23) in bezug auf das Achslager (7) der anderen Achse (4) entgegengesetzt angeordnet ist.
7. Zweiachsiges Fahrgestell mit einer Aufhängung nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß diese Aufhängung (6) an beiden Achsen (4) des Fahrgestells vorgesehen ist, wobei die unter Zug und unter Druck montierten, angelenkten Laschen (13, 14) an den beiden Achsen (4) im wesentlichen symmetrische Stellungen in bezug auf die transversale Mittelebene des Fahrgestells einnehmen.
EP81400291A 1980-02-29 1981-02-25 Aufhängung eines Eisenbahnfahrgestellrahmens an zumindest zwei Achsen und mit dieser Aufhängung versehener Fahrgestellrahmen Expired EP0035443B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81400291T ATE7876T1 (de) 1980-02-29 1981-02-25 Aufhaengung eines eisenbahnfahrgestellrahmens an zumindest zwei achsen und mit dieser aufhaengung versehener fahrgestellrahmen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8004518A FR2477090A1 (fr) 1980-02-29 1980-02-29 Suspension pour chassis a au moins deux essieux de vehicule de chemin de fer et chassis muni de cette suspension
FR8004518 1980-02-29

Publications (2)

Publication Number Publication Date
EP0035443A1 EP0035443A1 (de) 1981-09-09
EP0035443B1 true EP0035443B1 (de) 1984-06-13

Family

ID=9239142

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81400291A Expired EP0035443B1 (de) 1980-02-29 1981-02-25 Aufhängung eines Eisenbahnfahrgestellrahmens an zumindest zwei Achsen und mit dieser Aufhängung versehener Fahrgestellrahmen

Country Status (5)

Country Link
EP (1) EP0035443B1 (de)
AT (1) ATE7876T1 (de)
DE (1) DE3164050D1 (de)
FR (1) FR2477090A1 (de)
IE (1) IE51214B1 (de)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2490172A1 (fr) * 1980-09-17 1982-03-19 Sncf Agencement de suspension pour vehicules ferroviaires
FR2648417B1 (fr) * 1989-06-19 1991-09-20 Arbel Fauvet Rail Sa Dispositif de suspension et d'amortissement pour vehicules ferroviaires a essieux orientables
FR2658471B1 (fr) * 1990-02-21 1992-06-12 Sambre & Meuse Usines Bogie a pesee de charge pour vehicules de chemin de fer.
DE4141463A1 (de) * 1991-12-12 1993-06-17 Aeg Schienenfahrzeuge Radsatzfuehrung, insbesondere fuer schienenfahrzeuge mit drehgestellen
FR2794415B1 (fr) * 1999-06-03 2004-04-02 Arbel Fauvet Rail Sa Suspension d'un bogie ferroviaire comprenant un dispositif de pesee
DE19925634A1 (de) * 1999-06-04 2000-12-14 Dwa Deutsche Waggonbau Gmbh Fahrwerk für Schienenfahrzeuge
EP1097852A1 (de) * 1999-11-02 2001-05-09 KOCKUMS Industrier ABOLAG Drehgestell für Eisenbahngüterwagen mit radial selbstlenkenden Radsätzen
GB0311480D0 (en) * 2003-05-20 2003-06-25 Powell Duffryn Rail Ltd Improvements in the track friendliness of Y25 bogie
CN112849188A (zh) * 2021-03-29 2021-05-28 中车齐齐哈尔车辆有限公司 减振装置和转向架
CN112918502A (zh) * 2021-03-29 2021-06-08 中车齐齐哈尔车辆有限公司 轴箱悬挂装置、转向架及铁路货车
CN112849190B (zh) * 2021-03-29 2024-10-11 中车齐齐哈尔车辆有限公司 一种轴箱悬挂装置及转向架

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR427343A (fr) * 1911-03-14 1911-08-01 Gaston Cumenge Système de suspension pour voitures de chemins de fer et autres véhicules
FR1072207A (fr) * 1951-12-25 1954-09-09 Siegener Eisenbahnbedarf Ag Dispositif pour l'obtention d'une marche sans oscillations rotatives dans les véhicules sur rails à au moins quatre essieux
US2774312A (en) * 1952-07-29 1956-12-18 Transit Res Corp Pedestal guide assembly
FR1256132A (fr) * 1960-02-03 1961-03-17 Sncf Procédé et dispositif d'amortissement de suspensions élastiques et leurs applications
BE726495A (de) * 1968-03-05 1969-06-16
GB1240914A (en) * 1969-10-30 1971-07-28 Midland Ross Corp Railway car truck
DE2110072A1 (de) * 1971-03-03 1972-09-07 Wegmann & Co., 3500 Kassel Achsführung an einem Drehgestell für Schienenfahrzeuge, insbesondere für Güterwagen
DE2206290B2 (de) * 1972-02-10 1974-03-14 Waggonfabrik Talbot, 5100 Aachen Achslagerführung für Schienenfahrzeuge
US3926127A (en) * 1973-12-18 1975-12-16 Sumitomo Metal Ind Railway axle friction snubber assembly

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR427343A (fr) * 1911-03-14 1911-08-01 Gaston Cumenge Système de suspension pour voitures de chemins de fer et autres véhicules
FR1072207A (fr) * 1951-12-25 1954-09-09 Siegener Eisenbahnbedarf Ag Dispositif pour l'obtention d'une marche sans oscillations rotatives dans les véhicules sur rails à au moins quatre essieux
US2774312A (en) * 1952-07-29 1956-12-18 Transit Res Corp Pedestal guide assembly
FR1256132A (fr) * 1960-02-03 1961-03-17 Sncf Procédé et dispositif d'amortissement de suspensions élastiques et leurs applications
FR77428E (fr) * 1960-02-03 1962-03-02 Procédé et dispositif d'amortissement de suspensions élastiques et leurs applications
FR82179E (fr) * 1960-02-03 1964-01-04 Procédé et dispositif d'amortissement de suspensions élastiques et leurs applications
BE726495A (de) * 1968-03-05 1969-06-16
GB1240914A (en) * 1969-10-30 1971-07-28 Midland Ross Corp Railway car truck
DE2110072A1 (de) * 1971-03-03 1972-09-07 Wegmann & Co., 3500 Kassel Achsführung an einem Drehgestell für Schienenfahrzeuge, insbesondere für Güterwagen
DE2206290B2 (de) * 1972-02-10 1974-03-14 Waggonfabrik Talbot, 5100 Aachen Achslagerführung für Schienenfahrzeuge
US3926127A (en) * 1973-12-18 1975-12-16 Sumitomo Metal Ind Railway axle friction snubber assembly

Also Published As

Publication number Publication date
IE51214B1 (en) 1986-11-12
FR2477090B1 (de) 1984-10-19
ATE7876T1 (de) 1984-06-15
DE3164050D1 (en) 1984-07-19
FR2477090A1 (fr) 1981-09-04
EP0035443A1 (de) 1981-09-09
IE810424L (en) 1981-08-29

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