EP0144780B1 - Boggie autodirecteur dépourvu de chassis - Google Patents

Boggie autodirecteur dépourvu de chassis Download PDF

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Publication number
EP0144780B1
EP0144780B1 EP84113436A EP84113436A EP0144780B1 EP 0144780 B1 EP0144780 B1 EP 0144780B1 EP 84113436 A EP84113436 A EP 84113436A EP 84113436 A EP84113436 A EP 84113436A EP 0144780 B1 EP0144780 B1 EP 0144780B1
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EP
European Patent Office
Prior art keywords
vehicle
wheelset
support
further characterised
wheelsets
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
EP84113436A
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German (de)
English (en)
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EP0144780A1 (fr
Inventor
Robert L. Bullock
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Standard Research and Design Corp
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Standard Research and Design Corp
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Publication date
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Publication of EP0144780A1 publication Critical patent/EP0144780A1/fr
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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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D9/00—Tipping wagons
    • B61D9/14—Tipping systems controlled by trackside means
    • 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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/14—Attaching or supporting vehicle body-structure
    • 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
    • B61F15/00—Axle-boxes
    • B61F15/02—Axle-boxes with journal bearings
    • B61F15/08—Axle-boxes with journal bearings the axle being slidable or tiltable in the bearings
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • the invention refers to radial wheeled support vehicles for a railroad car body.
  • a railroad car body Such a vehicle is shown in DE-A-32 32 289.
  • the known vehicle is of the conventional three-piece concept of two sideframes and a bolster to form the frame for the truck and to form a means whereby the car body is supported on the truck.
  • the known vehicle is also self-steering and includes a pair of wheelsets.
  • the sideframes are supported on the wheelset, connecting adjacent ends of each wheelset.
  • the connection between the sideframe and the wheelset contains resilient means which allow yaw and lateral movement of the wheelsets.
  • a cross-beam is supported on each sideframe by means of friction wedges connecting the sideframes to each other.
  • the sideframes are not able to sufficiently prevent the. wheelsets from a longitudinal movement, adjacent ends of the wheelsets are connected additionally by a linkage.
  • the linkage is said not to influence negatively lateral movement and yaw of the wheelsets, however it is not able to constrain the wheelsets to yaw in opposite sense. Due to the necessarily rigid design of the sideframes, vehicles of such type are very heavy.
  • DE-B-11 84372 discloses a wheel suspension which may be mounted individually to the car body, or which may be used in a bogey. At each end of the wheel, a support is mounted by resilient means. For an individual mounting of the wheel to the car body, each support is directly and fixedly connected to the car body. It does not, however, disclose how and where the support is mounted when in use in a bogey having two wheelsets. Furthermore, nothing is disclosed concerning how to connect the wheelsets to each other for yaw and lateral movement and for preventing longitudinal movement.
  • radial truck has been used in the railroad industry to designate a railway support vehicle or truck or bogey which is essentially self-steering or which can follow the radius of curvature of most curves found in conventional railway usage.
  • the present invention is defined in claim 1 and is concerned with a radial truck in which the bolster and sideframes have been eliminated, with very substantial savings in weight for each railroad car. Specifically, by eliminating the bolster and sideframes conventionally found in most railroad bogies, there is a reduction in weight of approximately 2270 kg (5000 lbs) per car. By eliminating the bolster and sideframes, changes in the support structure of the car body can be made which will eliminate an additional 1362 kg (3000 lbs) of weight per car. Accordingly, the frameless radial truck of the present invention can provide a railroad car weighing in the area of 3632 kg (8000 lbs) less than previous cars suitable for the same traffic. This reduction in weight not only permits the car to carry a greater load, but also provides substantial fuel economies in running unloaded cars.
  • the present invention provides a frameless radial self-steering support vehicle for a railroad car environment in which the bolster and sideframes have been eliminated; in which the car body is independently supported on each end of each wheelset; in which there are resilient shear pads constraining both lateral and yaw movements of the wheelsets relative to the car body; and in which there is a connecting linkage between adjacent ends of each wheelsets, which linkage constrains the wheelsets to yaw in opposite sense while permitting lateral movement of one wheelset relative to the other and which further contains the wheelsets from net longitudinal movement with respect to each other.
  • a pair of spaced conventional wheelsets are indicated at 10 and 12, there being a wheel 14 attached on the illustrated end of each wheelset. It is understood that the top plan view of Figure 1 only shows a portion of the truck and that the wheelsets will continue with identical struction, not shown, on the opposite side of each truck or vehicle.
  • Wheels 14 may be of conventional conicity or may have a special profile. It is preferred to use a profile similar to that of a worn wheel which has a high effective conicity with approximately a 1.27 cm (0.5 inch) flange clearance with the rail and a high flange contact angle. Such a conicity has a profile quite similar to that of a naturally worn wheel.
  • Each of the wheelsets 10 and 12 will have a roller bearing 16 at each end of the wheelset and each roller bearing 16 will support a roller bearing adapter 18.
  • Mounted upon each roller bearing adapter 18 is a plurality of resilient shear pads indicated generally at 20. There may be a single shear pad, although it is preferred that there be multiple or a plurality of shear pads, as illustrated. The pads will be of similar size and shape and will be separated by metal plates, as is conventional.
  • Shear pads 20 should be formed of a material which will provide a predetermined amount of damping within the material of the pads of not less than ten percent of critical damping in order to provide adequate car body stability under loaded car conditions.
  • the shear pads support a pedestal indicated generally at 24.
  • Pedestal 24 has a bottom portion 26, upstanding side walls 28 and a top portion 30 which is seated upon shear pad 20.
  • walls 28 and 30 form a small housing which not only is supported upon the shear pad, but restricts the amount of lateral and yaw movement between the wheelset and the pedestal.
  • Adapter 18 has upstanding inboard and outboard ears 27 and 29 respectively which cooperate with top wall portion 30 to permit a similar amount of lateral movement of the wheelset relative to the pedestal. This amount of movement may be on the order of 2.54 cm (an inch) in each lateral direction.
  • the wheelsets have a permitted yaw and lateral displacement relative to the pedestals or the support structure.
  • Each pedestal includes, as a part of bottom member 26, an outside platform 32 at one side of the bottom member and an inside platform 34 at the opposite side.
  • Each of the platforms 32 and 34 mount springs 36 which are similar to conventional load bearing or load carrying springs normally found between the side frame and bolster of a car truck. Springs 36 support the weight of the car body on the pedestal and thus the wheelsets. In addition to springs 36, there are smaller damping springs 38 supported on the platforms, which damping springs 38 each support a friction wedge or damping member 40. Wedges 40 bear against wear plates 42 mounted on the outside of walls 28, much in the manner of a conventional three-piece truck.
  • wheelset frame members 46 fit within pockets 44 formed in a wheelset frame member 46 which extends over the top of the roller bearing adapter, shear pads and pedestal top member 30 and had downwardly facing seat areas 48 at opposite sides thereof which form the upper seat for springs 36.
  • wheelset frame members 46 are supported on springs 36 and in turn will support the car body, as described.
  • each wheelset frame member 46 Formed at opposite sides of each wheelset frame member 46 is an upper platform 50 which has a generally horizontal portion and an upwardly slanted portion. Positioned on each platform 50 is a resilient shear pad construction 52, which again may be a single shear pad of a plurality of shear pads, although the latter is preferred. Shear pad constructions 52 each include shear pads with a horizontal portion 54 and an upwardly directed or slanted portion 56. The shear pads fit within the contour defined by platforms 50 and support on the upper ends thereof a friction member or wedge 58, specifically illustrated in Figures 2 and 3.
  • Wedge members 58 which may be formed of the same metallurgical composition as friction wedges 40, seat upon the shear pads as described and have an upper wedge-shaped nose 60 which extends within a similar wedge-shaped pocket 62 of a wedge cover 63 which is attached to car body 64.
  • Wedges 58 there being two such wedges at each end of each wheelset, independently support the car body upon the wheelsets.
  • the car body wedge covers 63 maintain the wedges in position within the pockets and resting upon the shear pad construction.
  • Each of the wedge members 58 has a slope on the opposite surface from that in contact with the upward slanted portion 56 of the shear pad.
  • the sloping surface, indicated at 57, has approximately the same direction or is generally parallel to the slanted surface of shear pad portion 56. Sloping or slanted surfaces 57 further have a crown or slight radius in the slanted direction as will be explained in detail hereinafter.
  • the pivotal connection which may be a pin and slot configuration 71, preferably allows for lateral deflection of the pedestal of one wheel set with respect to the other by permitting rotational and longitudinal movement.
  • Pillow blocks 74 at opposite sides of the bogey, support a torque rod or tube 76 extending from one side of the vehicle to the other.
  • clevis 78 Positioned on the outboard ends of torque rod 76 and at each end thereof is a clevis 78, particularly illustrated in Figure 2.
  • clevis 78 One side of clevis 78 is pivotally attached to a rod 80, with the opposite end of the rod being pivotally attached to a roller bearing adapter 18.
  • a rod 82 is pivotally attached to the other side of clevis 78 and is pivotally attached to the roller bearing adapter of the other wheelset.
  • Opposite ends of rods 80 and 82 include resilient bushings 80a and 82a as a part of each pivotal connection to provide a degree of yaw freedom with respect to the roller bearing adapter and clevis for lateral deflection of the wheel sets.
  • rods 80 and 82 are each pivotally attached to the upper portion or top of the roller bearing adapters, but are attached to the bottom and top of clevis 78.
  • the connections to the clevis will be in the reverse sense. That is, the connection from wheelset 12 will be to the top of the clevis and the connection from wheelset 10 will be to the bottom of the clevis.
  • damping members conventionally a small piston and cylinder with attached rods, may be connected between the pivotal connections of the clevis and the pivotal connections with the roller bearing adapters to damp any oscillatory movement brought about during yaw of the wheelsets.
  • the damping members would be useful in preventing truck hunting.
  • the truck described herein permits constrained relative yaw movement between the wheelsets as would be brought about when the car enters curved track.
  • wheelsets 10 and 12 When the railroad vehicle enters a curved track, wheelsets 10 and 12 will yaw to assume a radial configuration relative to the radius of curvature of the track.
  • Shear pads 20, which are positioned between the roller bearing adapters and the support pedestals, will permit the degree of yaw necessary to negotiate approximately an eight-degree railroad track curve.
  • a curve relating lateral shear deflection and the lateral shear force applied per journal or at one end of a wheelset the American Association of Rails (AAR) requires that a car negotiate a 45.72 m (150 ft.) curve before it can have AAR certification.
  • the AAR also requires traversing a ten-degree curve with 90800 kg (200,000 Ibs.) of squeeze applied to the car. This is a substantially more severe test than the eight-degree curvature for which the truck is designed and which will accommodate most railroad use.
  • a light or unloaded car presents different problems.
  • the first 2.54 cm (one inch) of deflection will again be accommodated by shear pads 20.
  • the next 0.635 cm (one-fourth inch) deflection will be accommodated by shear pads 52.
  • further lateral deflection between the wheelset and the car body will be accommodated by movement of the car body wedge pocket relative to the wedge specifically illustrated in Figure 3.
  • the lateral forces applied by the rails to the wheelsets will cause the wedges 58 to move within pockets 62.
  • the wheelset will deflect the required remaining distance by the described wedge movement. This is illustrated by curve 90.
  • the specific wedge configuration is also advantageous in that it assists in restoring the car body and wheelset to the original non-deflected position.
  • the combination of the slope of shear pad portion 56 and the shape of rear wall wedge surface 57 and the slanted configuration of the wedge pocket prevents the wedge from sliding in the car body wedge pocket under loaded car conditions. For example, such might occur if surface 62 of the wedge pocket becomes contaminated with oil or water, a not uncommon condition in a railroad environment.
  • shear pad 52 At loaded car conditions, shear pad 52 will have a preload deflection approximately 1.27 cm (one-half inch), which will cause a predetermined normal force between the slope shear pad and the facing wedge surface. This force will prevent vertical movement between the wedge and the pocket, which in turn will prevent lateral movement between the wedge and pocket at loaded car conditions.
  • the sloped or slanted surfaces 62 of the two wedge pockets are spaced in the longitudinal direction such that there is no preload between the wedge and the pocket.
  • Both lateral and yaw movements are required in negotiating curves and the support system for the vehicle permits such movement.
  • the wheelsets are constrained against relatively longitudinal movement, either toward or away from each other, both by the housings 70 and by the torque tube. If the wheelsets are urged longitudinally apart, this movement will be resisted by the torque tube because of the manner in which the rods 80 and 82 are connected to opposite ends of the torque tube. Similarly, loads applied to the support pedestals 24 which might tend to move one of the shear pads out of engagement with the car body support will be resisted by the torque tube supports 70.
  • the stiffness may be provided by the rod, such as rod 80 or 82, which forms the connection, or as is preferred, by the bushing mounted upon the clevis which is a part of the connection.
  • the stiffness of the connection or the spring rate of the material of the bushing must be a predetermined minimum and when the stiffness is below such predetermined minimum, the speed at which hunting occurs drops off dramatically. Similarly, the stiffness cannot be too great or again the speed at which hunting occurs will drop off dramatically.
  • the stiffness of the connection or the resiliency of the connection be provided by the bushing forming a part of the connection rather than the rod, so that the stiffness of the rod alone, after the resiliency permitted by the bushing has bottomed out, can be used in car braking.
  • the combined effective stiffness provided by the resilient bushings at each end of the rod should be not less than 7149.6 kg per cm (40,000 Ibs per inch) to provide good truck hunting stability at unloaded car conditions.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (23)

1. Véhicule à boggie radial autodirecteur sans châssis pour une caisse (64) de voiture de chemin de fer comportant:
(a) une paire d'essieux (10, 12),
(b) un support aux deux extrémités de chaque essieu (10, 12) pour permettre de monter indépendamment une caisse (64) de voiture sur chaque extrémité des essieux (10, 12),
(c) des moyens élastiques (20, 52) pour permettre de monter chaque support sur une extrémité respective d'un essieu (10, 12), lesdits moyens élastiques (20, 52) permettant à la fois un mouvement latéral et un mouvement de giration d'un essieu (10, 12) par rapport à ses supports, et
(d) une tringlerie (76, 78, 80, 82) reliant les extrémités, voisines, de ladite paire d'essieux (10, 12) et contraignant les essieux (10, 12) à prendre un mouvement de giration en sens opposé l'un par rapport à l'autre, permettant aux deux essieux (10, 12) de prendre un mouvement de giration dans le même sens par rapport à la caisse (64) de la voiture, permettant le mouvement latéral de l'un des essieux (10, 12) par rapport à l'autre, et empêchant un mouvement longitudinal relatif des essieux (10, 12).
2. Véhicule selon la revendication 1, caractérisé en ce que ladite tringlerie (76, 78, 80, 82) comporte une connexion autorisant un mouvement de giration (78, 80, 82) entré les extrémités, voisines, de chaque essieu (10, 12) et une connexion (76) transversale par rapport au véhicule, entre les connexions autorisant un mouvement de giration (78, 80, 82).
3. Véhicule selon la revendication 1 ou 2, caractérisé en outre en ce que chaque support comporte des moyens élastiques (52) permettant un mouvement latéral d'un essieu (10, 12) par rapport à la caisse (64) de la voiture.
4. Véhicule selon la revendication 3, caractérisé en outre en ce que lesdits moyens élastiques du support comportent des patins élastomères (52) placés des côtés opposés d'un essieu, à chaque extrémité d'un essieu (10, 12), lesdits patins (52) présentant chacun une portion, de façon générale, horizontale (54) et une portion s'étendant vers le haut (56).
5. Véhicule selon l'une quelconque des revendications 1 à 4, caractérisé en outre en ce que lesdits moyens élastiques (20, 52) prévus pour monter chaque support sont en un matériau élastomère qui fournit une valeur d'amortissement non inférieure à dix pour cent de l'amortissement critique.
6. Véhicule selon l'une quelconque des revendications 1 à 5, caractérisé en outre en ce que chaque support comporte une chaise (24), des moyens formant ressorts (36) montés sur chaque chaise (24), lesdits moyens élastiques (52) du support étant montés sur lesdits moyens (36) formant ressorts.
7. Véhicule selon la revendication 6, caractérisé en outre en ce que ladite chaise (24) est montée sur ledit moyen élastique nommé en premier lieu (20), lesdits moyens formant ressorts (36) étant placés des côtés opposés d'un essieu.
8. Véhicule selon la revendication 6 ou 7, caractérisé en outre par des moyens amortisseurs (38, 40) montés sur chaque chaise (24) pour limiter le mouvement vertical relatif entre chaque chaise (24) et la caisse (64) de la voiture, le véhicule incluant lesdits moyens amortisseurs.
9. Véhicule selon l'une quelconque des revendications 1 à 8, caractérisé en ce que chaque support comporte des moyens de résistance par friction (58,62) qui interviennent pour limiter le mouvement latéral de l'essieu (10, 12) par rapport à la caisse (64) de la voiture.
10. Véhicule selon la revendication 9, caractérisé en outre en ce que chacun desdits moyens de résistance par friction comprend un logement en forme de coin (62) sur la face inférieure de la caisse (64) de la voiture et un élément en forme de coin (58) qui s'étend dans ce logement (62) et forme une portion de chaque support.
11. Véhicule selon la revendication 9 ou 10, caractérisé en outre en ce que lesdits moyens de résistance par friction (58, 62) sont montés sur lesdits moyens élastiques (52) du support.
12. Véhicule selon l'une quelconque des revendications 10 à 11, caractérisé en outre en ce que chacun desdits éléments en forme de coin (58) présente une surface inclinée, côté à ladite portion inclinée (56) du patin élastomère et, de façon générale, parallèle à cette portion inclinée, ladite surface inclinée étant en prise avec ledit logement en forme de coin (62).
13. Véhicule selon l'une quelconque des revendications 6 à 12, caractérisé en outre en ce que lesdits moyens formant ressorts (36) forment une part de chaque support et en ce que, à leur tour c'est sur eux qu'est monté chacun desdits moyens élastiques (52) du support.
14. Véhicule selon l'une quelconque des revendications 6 à 13, caractérisé en outre en ce que chacune desdites chaises (24) s'étend des côtées opposés de chaque essieu, étant précisé qu'il y a une chaise (24) à chaque extrémité de chaque essieu (10, 12), chaque essieu (10, 12) incluant un palier à roulement (16) placé à chacune de ses extrémités et un adaptateur (18) de palier à roulement monté sur chaque palier à roulement (16), lesdits moyens élastiques (20) positionnant chaque chaise (24) sur son adaptateur (18) associé de palier à roulement.
15. Véhicule selon l'une quelconque des revendications 6 à 14, caractérisé en outre en ce que ladite tringlerie (78, 80, 82) relie, avec possibilité de pivotement, les portions, voisines, des chaises (24) aux extrémités, voisines, des essieux (10, 12).
16. Véhicule selon l'une quelconque des revendications 6 à 15, caractérisé en outre en ce que les moyens élastiques (20) positionnant chaque chaise (24) sur un adaptateur (18) de palier à roulement permettent un mouvement relatif entre eux, à la fois dans le sens latéral et dans le sens de la giration, d'une valeur prédéterminée.
17. Véhicule selon l'une quelconque des revendications 2 à 16, caractérisé en outre en ce que ladite connexion transversale par rapport au véhicule comporte un élément travaillant à la torsion (76) relié entre lesdites connexions autorisant un mouvement de giration (78,80,82) pour tourner au cours du mouvement de giration des essieux (10, 12) et pour résister, en torsion au mouvement longitudinal relatif des essieux (10, 12).
18. Véhicule selon la revendication 17, caractérisé en outre en ce que lesdits moyens (18) formant adaptateurs de palier à roulement sont montés sur l'extrémité de chaque essieu (10, 12), lesdites connexions autorisant le mouvement de giration incluant chacune une biellette (80, 82) reliées, avec possibilité de pivotement, à chaque moyen (18) formant adaptateur du palier à roulement, les biellettes étant reliées ensemble, avec possibilité de pivotement, aux extrémités opposées dudit élément travaillant à la torsion (76).
19. Véhicule selon la revendication 18, caractérisé en outre en ce que les connexions pivotantes prévues aux extrémités opposées de chaque biellette (80, 82) incluent des moyens (80a, 82a) permettant un mouvement de giration entre chaque moyen (18) formant adaptateur du palier à roulement et ledit élément travaillant à la torsion (76).
20. Véhicule selon l'une quelconque des revendications 17 à 19, caractérisé en outre en ce que les extrémités opposées dudit élément travaillant à la torsion (76) sont montées, avec possibilité de pivotement, sur des éléments formant plate-formes (70), chaque élément formant plate-forme (70) étant relié, avec possibilité de pivotement à ses extrémités opposées, à un support de l'essieu.
21. Véhicule selon la revendication 20, caractérisé en outre en ce que chaque connexion pivotante (71) permet un mouvement de rotation relative et un mouvement longitudinal relatif entre chaque élément formant plate-forme (70) et ses supports associés de l'essieu.
22. Véhicule selon l'une des revendications 10 à 21, caractérisé en outre en ce que lesdits moyens de résistance parfriction (58,62), lesdits moyens élastiques du support (52) et ledit logement en forme de coin (62), situé sur la face inférieure de la caisse (64) de la voiture et recevant le moyen de résistance par friction (58) agissent ensemble pour limiter largement le mouvement longitudinal dudit support tout en permettant le mouvement latéral dudit support par rapport à la caisse (64) de la voiture.
23. Véhicule selon l'une quelconque des revendications 8 à 22, caractérisé en outre en ce que lesdits moyens amortisseurs (38, 40) comprennent un coin de friction (40) monté sur chaque chaise (24), un châssis (46) positionné sur ledit moyen formant ressort (38) et en contact avec ledit coin de friction (40), ledit coin de friction (40) limitant largement le mouvement longitudinal de ladite chaise (24) par rapport audit châssis (46) et à ladite caisse (64) de la voiture.
EP84113436A 1983-12-02 1984-11-07 Boggie autodirecteur dépourvu de chassis Expired EP0144780B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US55759383A 1983-12-02 1983-12-02
US557593 1983-12-02

Publications (2)

Publication Number Publication Date
EP0144780A1 EP0144780A1 (fr) 1985-06-19
EP0144780B1 true EP0144780B1 (fr) 1988-04-20

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP84113436A Expired EP0144780B1 (fr) 1983-12-02 1984-11-07 Boggie autodirecteur dépourvu de chassis

Country Status (7)

Country Link
EP (1) EP0144780B1 (fr)
AU (1) AU558884B2 (fr)
BR (1) BR8406103A (fr)
CA (1) CA1234722A (fr)
DE (1) DE3470501D1 (fr)
IN (1) IN161368B (fr)
ZA (1) ZA848234B (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3730180A1 (de) * 1987-09-09 1989-03-30 Gutehoffnungshuette Man Drehgestell mit gelenkten radsaetzen

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3745025C2 (en) * 1987-09-09 1993-06-03 Man Gutehoffnungshuette Ag, 4200 Oberhausen, De Railway vehicle bogie with steerable wheel sets
FR2632917A1 (fr) * 1988-06-17 1989-12-22 Durand Charles Procede et dispositif pour ameliorer la stabilite et le comportement en courbe d'un bogie ferroviaire et bogie equipe d'un tel dispositif
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Also Published As

Publication number Publication date
ZA848234B (en) 1985-06-26
AU3537784A (en) 1985-06-06
BR8406103A (pt) 1985-09-24
EP0144780A1 (fr) 1985-06-19
IN161368B (fr) 1987-11-14
CA1234722A (fr) 1988-04-05
AU558884B2 (en) 1987-02-12
DE3470501D1 (en) 1988-05-26

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