EP0177459B1 - Bogie for wagons of high-speed freight trains - Google Patents

Bogie for wagons of high-speed freight trains Download PDF

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Publication number
EP0177459B1
EP0177459B1 EP85830238A EP85830238A EP0177459B1 EP 0177459 B1 EP0177459 B1 EP 0177459B1 EP 85830238 A EP85830238 A EP 85830238A EP 85830238 A EP85830238 A EP 85830238A EP 0177459 B1 EP0177459 B1 EP 0177459B1
Authority
EP
European Patent Office
Prior art keywords
load
bogie
bearing
springs
frame
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 - Lifetime
Application number
EP85830238A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0177459A2 (en
EP0177459A3 (en
Inventor
Oreste Santanera
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.)
Fiat Ferroviaria Savigliano SpA
Original Assignee
Fiat Ferroviaria Savigliano SpA
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Fiat Ferroviaria Savigliano SpA filed Critical Fiat Ferroviaria Savigliano SpA
Priority to AT85830238T priority Critical patent/ATE51820T1/de
Publication of EP0177459A2 publication Critical patent/EP0177459A2/en
Publication of EP0177459A3 publication Critical patent/EP0177459A3/en
Application granted granted Critical
Publication of EP0177459B1 publication Critical patent/EP0177459B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • B61F5/04—Bolster supports or mountings
    • B61F5/12—Bolster supports or mountings incorporating dampers
    • B61F5/122—Bolster supports or mountings incorporating dampers with friction surfaces
    • 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
    • B61F5/04—Bolster supports or mountings
    • B61F5/06—Bolster supports or mountings incorporating metal springs
    • 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
    • B61F5/50—Other details
    • B61F5/52—Bogie frames

Definitions

  • the present invention relates to bogies for wagons of freight trains, of the type including a frame bearing on two axles and a load-bearing cross beam supported by the frame with the interposition of vertical and transverse resilient suspension means, whereby:
  • the resilient suspension means comprise two lateral groups of vertical-axis helical springs which operate progressively in dependence on the load bearing on the bogie in use, so as to increase the rigidity of the vertical and transverse suspension upon an increase in the load, and between the frame and the load-bearing beam are interposed friction damping means for the relative vertical and transverse movements between the load-bearing beam and the frame.
  • the conventionally structured bogies for freight wagons in use at present are subject to very restricted speed limits which greatly afflict the running of the trains. These limits are due to the unsatisfactory dynamic behaviour of such conventionally structured bogies, which leads to serious limitations on traffic safety and considerable rail-aggressiveness.
  • the object of the present invention is to provide a bogie for freight train wagons which, despite the considerable weight variations during use, is able to maintain characteristics of vertical and transverse suspension such as to ensure stability and low forces between the wheels and the rails up to speeds of the order of 140-150 km per hour.
  • a further object of the invention is to provide a bogie which can be manufactured by simple and economical techniques and which has a configuration such as to ensure that its characteristics are constant in time and require minimum maintenance.
  • the present invention provides a bogie for wagons of high-speed freight trains, of the type defined at the beginning, characterized in that:
  • the frame includes two side members interconnected centrally by means for allowing relative angular movements only in substantially vertical planes, and
  • resilient lateral buffer means which operate gradually in dependence on the load bearing on the bogie in use to limit relative transverse movements between the frame and the load-bearing beam.
  • the helical springs of each group have lower ends bearing permanently on corresponding bases supported by the respective side members and upper ends located at decreasing levels and connected to the load-bearing crossbeam by guide means, whereby the springs are uncoupled axially and transversely from the load-bearing beam as long as it is not in contact with the upper end of the springs.
  • the springs of each group normally include two series of springs aligned respectively in longitudinal and transverse directions. Conveniently, there are three springs in the longitudinal series, the first and third bearing permanently on the load-bearing crossbeam, and there are two springs in the transverse series alongside the second spring of the longitudinal series, the upper ends of which lie at progressively lower levels relative to the load-bearing beam.
  • the load-bearing crossbeam rests only on the first and third springs of the longitudinal series of the two groups, while the other springs act neither vertically nor laterally.
  • the load-bearing crossbeam is depressed towards the remaining springs, causing their intervention and, by definition, increasing the rigidity of the suspension in both the vertical and transverse senses.
  • the resilient lateral buffer means include a compression spring which has its axis parallel to the transverse axis of the bogie and is rigid with the load-bearing beam, and which has its ends arranged to bear against respective stops carried by the frame at distances that decrease upon an increase in the load bearing on the bogie in use. As will be seen, the adjustment of this distance is entrusted to wedge-shaped elements.
  • the friction dampers for the vertical and transverse movements are formed by two cranked levers arranged, one on each side, at the ends of the load-bearing crossbeam. These levers have two arms, vertical and horizontal respectively, of which the first slides against a guide on the load-bearing crossbeam and the second acts as an upper bearing for a suspension spring.
  • a horizontal pin with its axis parallel to the transverse axis of the bogie connects each cranked lever to the end of the crossbeam.
  • the bogie for freight train wagons illustrated in the drawings comprises essentially a frame 10 constituted by two identical welded steel side members 12 connected underneath by a spring steel cross plate 14.
  • the plate 14 is fixed beneath the central zones of the two side members 12 by screw fixing members 16.
  • the two side members may be connected together centrally by means of a ball joint with male and female members carried by internal extensions of the two side members and shaped so as to allow relative angular movements of the two side members only in substantially vertical planes.
  • the two side members 12 Close to their ends the two side members 12 are shaped to fit over bushes 18 which rotatably support the ends of two conventional axles 20.
  • the two side members 12 have the function of receiving the weight of the wagon body intended to be fitted to the bogie, and of transmitting it to the bushes 18 and hence to the axles 20.
  • the plate 14 (or the ball joint in the variant not illustrated) prevents relative movements (longitudinal sliding, rotation, etc.) of the two side members 12 in the horizontal plane but allows the relative rotations in vertical planes necessary for the bogie to adapt to crooked tracks.
  • the two side members 12 have respective outer and inner brackets 22 and 24 for the bearing of two vertical and transverse suspension groups 26 of the bogie.
  • connection is achieved in a conventional manner by a central plate 30 and two resilient lateral shoes 32.
  • the conformation and position of these members of the load-bearing beam 28 are exactly the same as those of standard freight wagons, so that the bogie according to the invention is perfectly interchangeable with those with which most of the wagons presently in use are equipped.
  • each group 26 includes a series of three vertical-axis helical springs 34, 36 and 38 disposed in a line in a direction parallel to the longitudinal axis of the bogie, and a series of two vertical-axis helical springs 40, 42 side by side with the spring 36 and aligned in a direction parallel to the transverse axis of the bogie.
  • the springs 34, 36 and 38 bear at their lower ends on the brackets 22 of the side members 12, while the lower ends of the springs 40, 42 bear on the brackets 24. Between the lower end of each spring and the respective bracket is at least one resilient bearing member 44 of elastomeric material.
  • the springs of the two groups 26 are shaped and located so that, in the rest position of the bogie, their upper ends are located at different levels.
  • the springs 34 and 38 extend upwardly to the level of the load-carrying beam 28 the ends of which bear permanently on these springs 34 and 38 in the manner explained below.
  • the upper ends of the intermediate springs 36 are located at a level below that of the corresponding ends of the springs 34 and 38, the upper ends of the springs 40 at a level below the level of the springs 36, and the springs 42 at a lower level still.
  • the springs 36, 40 and 42 are spaced from the load-carrying beam 28 at their upper ends and are thus completely unloaded.
  • connection between the springs of each group 26 and the load-bearing crossbeam 28 is achieved by rods or vertical guide pins 46 fixed to the beam 28 and inserted with axial and radial clearance through corresponding resilient bearing plates 48 fixed to the top of the springs themselves.
  • This connection means that springs 36, 40 and 42 are uncoupled axially and transversely from the load-bearing beam 28, while coupling is achieved by the effect of the lowering of the beam 28 under load and its resting on these springs, as will be explained below. It will become apparent that the springs of the two groups 26 operate progressively in dependence on the load bearing on the bogie in use, so as to increase the rigidity of its vertical and transverse suspension upon an increase of the load.
  • the spring 50 which may be a helical metal spring or a body of elastomeric material, is inserted in a holder 54 fixed beneath the beam 28 and is interposed between two buffers 56 which project slidably from the ends of the holder 54 and bear against two corresponding wedge-shaped elements 58 carried by two connecting rods 60 freely articulated relative to the beam 28 about two pins 62 parallel to the longitudinal axis of the bogie. It is clear that the more the load-bearing beam 28 is depressed as a result of the load bearing thereon, the more the distance between the buffers 56 of the wedge-shaped elements 58 and the stop surfaces 52 is reduced, limiting the transverse movements between the beam 28 and the frame 10 of the bogie in the manner explained below.
  • the relative longitudinal movements between the load-bearing beam 28 and the frame of the bogie are prevented by two pairs of vertical guides (only one of which is indicated 64 in Figures 1 and 2) carried by the side members 12 and facing opposite sides at the ends of the load-bearing beam 28.
  • the guides 64 also form part of a friction damping system having the function of damping the vertical and transverse relative movements between the load-bearing beam 28 and the frame 10 of the bogie. Since this damping must be proportional to the energy involved, i.e. proportional to the weight of the wagon in practice, the damping system must give rise to forces which also vary proportionally with the weight of the wagon bearing on the bogie.
  • two cranked levers are used, one of which is indicated 66 in Figures 1 and 2, each of which has a vertical arm 66a facing a corresponding guide 64 and articulated at its lower end to a transverse pin 68 carried by the load-bearing beam 28, and a horizontal arm 66b which carries the guide pin 46 of one of the springs 34 or 38 of the two suspension groups 26.
  • the reaction force transmitted by the spring 34 or 38 to the respective lever 66 tends to cause it to rotate upwardly, bringing the arm 66a against the respective guide 64 so as to damp the force which has caused this reaction.
  • the bars 70 are connected to the side members 12 by respective ball joints 72 and, acting as tension- compression members, cancel any possible relative horizontal movement between the side members 12, while allowing the necessary angular movements in vertical planes.
  • the bogie according to the invention may be equipped with a tyre braking system with blocks, the operating cylinders of which may be arranged on the body of the wagon or on the bogie itself. It is also possible to equip the bogie with disc brakes (two discs per axle).
  • the load-bearing crossbeam 28 bears only on the springs 34 and 38 of the two suspension groups 26.
  • the upper ends of the remaining springs 36, 40 and 42 are uncoupled from the load-bearing beam 28 and hence do not act.
  • the springs on whose upper ends the load-bearing crossbeam 28 does not rest neither transmit weight nor generate lateral return forces, since, although they are guided in a transverse sense by their pins 46, their bases are free to rotate.
  • the transverse limiting system described above has characteristics which vary proportionally with the weight bearing on the bogie.
  • the buffers 56 urged by the spring 50 may come into contact with the lateral stop surfaces 52 through the wedge-shaped elements 58 when a certain movement ( ⁇ about 10-20 mm), during which only the vertical springs of the two suspension groups act, is exceeded.
  • the value of this movement, beyond which the lateral buffering operates, is variable due to the presence of the wedge-shaped elements 58 and the conformation of the surfaces 52.
  • these members reduce the amplitude of the possible lateral movements of the load-bearing beam and frame under the sole control of the springs of the suspension groups 26, gradually advancing the intervention of the buffering spring 50, so that after the permitted transverse movements (about ⁇ 30 mm) the total force exerted between the body and the bogie is greater the greater the load on the wagon.
  • the above-described system for damping the relative vertical and transverse movements between the load-bearing beams 28 and the frame 10 of the bogie also has an action which varies proportionally with the weight bearing on the bogie.
  • the force transmitted by the or each spring 34 and 38 of the two groups 26 tends to make the or each cranked lever 66 rotate in the manner described above
  • the mutual force exerted between the or each vertical guide 64 and the corresponding vertical arm 66a of the respective lever 66 is proportional to the weight bearing on the bogie.
EP85830238A 1984-10-01 1985-09-24 Bogie for wagons of high-speed freight trains Expired - Lifetime EP0177459B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85830238T ATE51820T1 (de) 1984-10-01 1985-09-24 Drehgestell fuer hochgeschwindigkeitsgueterzugwagen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT67975/84A IT1182306B (it) 1984-10-01 1984-10-01 Carrello per vagoni di treni merciveloci
IT6797584 1984-10-01

Publications (3)

Publication Number Publication Date
EP0177459A2 EP0177459A2 (en) 1986-04-09
EP0177459A3 EP0177459A3 (en) 1987-03-11
EP0177459B1 true EP0177459B1 (en) 1990-04-11

Family

ID=11306873

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85830238A Expired - Lifetime EP0177459B1 (en) 1984-10-01 1985-09-24 Bogie for wagons of high-speed freight trains

Country Status (4)

Country Link
EP (1) EP0177459B1 (it)
AT (1) ATE51820T1 (it)
DE (1) DE3577072D1 (it)
IT (1) IT1182306B (it)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL8700924A (nl) * 1987-04-16 1988-11-16 Werkspoor Services Bv Railvoertuig en draaistel daarvoor.
US5524551A (en) * 1994-08-23 1996-06-11 Amsted Industries Incorporated Spring-pack assembly for a railway truck bolster assembly
CN102673599B (zh) * 2012-05-07 2015-07-22 宝鸡南车时代工程机械有限公司 用于铁路轨道车的多功能转向架构架装置

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3397652A (en) * 1966-08-09 1968-08-20 Cardwell Westinghouse Co Railway truck bolster dampener
GB1226747A (it) * 1967-07-25 1971-03-31
BE754299A (fr) * 1969-08-04 1971-01-18 Midland Ross Corp Boggie de wagon de chemin de fer
DE2042460B2 (de) * 1970-08-27 1974-01-03 Wegmann & Co, 3500 Kassel Drehgestell für Schienenfahrzeuge, insbesondere für schnellfahrende Güterwagen
IT965162B (it) * 1971-09-15 1974-01-31 Henricot Usines Emile Sa Dispositivo ammortizzatore per le sospensioni di traverse di carrelli ferroviari
DE2229762C3 (de) * 1972-06-19 1981-07-16 Linke-Hofmann-Busch, Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter Drehgestell für schnellfahrende Schienenfahrzeuge

Also Published As

Publication number Publication date
IT8467975A1 (it) 1986-04-01
EP0177459A2 (en) 1986-04-09
EP0177459A3 (en) 1987-03-11
ATE51820T1 (de) 1990-04-15
IT8467975A0 (it) 1984-10-01
IT1182306B (it) 1987-10-05
DE3577072D1 (de) 1990-05-17

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