EP0182338A1 - Suspensionseinrichtung in einem Drehgestell für ein Schienenfahrzeug - Google Patents

Suspensionseinrichtung in einem Drehgestell für ein Schienenfahrzeug Download PDF

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Publication number
EP0182338A1
EP0182338A1 EP85114641A EP85114641A EP0182338A1 EP 0182338 A1 EP0182338 A1 EP 0182338A1 EP 85114641 A EP85114641 A EP 85114641A EP 85114641 A EP85114641 A EP 85114641A EP 0182338 A1 EP0182338 A1 EP 0182338A1
Authority
EP
European Patent Office
Prior art keywords
elastic body
cup
suspension device
shaped
shaped element
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.)
Withdrawn
Application number
EP85114641A
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English (en)
French (fr)
Inventor
Ingemar Persson
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.)
ABB Norden Holding AB
Original Assignee
ASEA AB
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 ASEA AB filed Critical ASEA AB
Publication of EP0182338A1 publication Critical patent/EP0182338A1/de
Withdrawn legal-status Critical Current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
    • B61F5/08—Bolster supports or mountings incorporating rubber springs

Definitions

  • the invention relates to a suspension device in a bogie for a railbound vehicle according to the precharacterising part of claim 1.
  • multi- axled freight cars are usually required in which the axles are journalled in bogies at either end of the car for taking up, inter alia, angular rotations which arise when the car runs through curves.
  • suspension devices in the bogies are dimensioned according to a conceived normal maximum load on the car to give it good ride properties.
  • Such suspension devices may, for example, consist of a set of helical steel springs which are clamped between a bottom beam of the side frame and the end of the bolster beam.
  • these springs have a linear spring characteristic, the suspension is very rigid in relation to the weight of the car in an unloaded state. This leads to several problems. First of all, the risk of derailment during unloaded operations increases because of this spring stiffness.
  • the linear spring characteristic gives rise to poor ride properties in the car during unloaded operations, caused by a high natural frequency in the vertical and lateral directions, which results in an unfavourable so-called ride index, which is measured from oscillations and vibrations in the car.
  • a two-stage suspension that is, a suspension unit which has soft springs operating when no load is carried and where stiffer springs dimensioned for the maximum permissible load start to operate when the load exceeds a certain value.
  • a car will have poor ride properties under certain load conditions, such as, for example, when the car is partially loaded so that the stiffer springs are just about to start operating.
  • Springs of a progressive type i.e. having a progressively increasing stiffness with increasing load, have also been developed to provide a more optimum stiffness with regard to the load in question.
  • An example of such a spring is the so-called hour-glass spring, which consists of a steel plate sandwiched rubber body resembling an hour-glass.
  • This type of spring may ensure the optimum stiffness in the vertical direction but has the disadvantage of being pliable in the lateral direction. For this reason, such springs are not well suited for freight cars but have found their primary use in lighter cars for passenger traffic which are not subjected to such heavy loads and changes in load as freight cars.
  • hour-glass springs are difficult, and hence expensive, to manufacture and are also relatively space-demanding.
  • the invention aims at a suspension device in a bogie for a railbound vehicle of the above-mentioned kind in which the disadvantages of the known suspension devices are eliminated and whose stiffness in the vertical direction increases progressively as an approximately exponential function with the load, while the stiffness in the lateral direction may be caused to be considerably greater than in case of the so-called hour-glass spring in order to capture the dynamic lateral movements of the car without going against the stops when entering curves or when running over major laterally effective track irregularities.
  • the invention further aims at providing a suspension unit of the afore-mentioned kind which has a simple design, is inexpensive to manufacture, and exhibits a difference as small as possible between the static and the dynamic stiffness of the springs.
  • the spring units are to be well suited for combination with friction wedge dampers.
  • the invention suggests a suspension device in a bogie for a railbound vehicle according to the introductory part of claim 1, which is characterized by the features of the characterizing part of claim 1.
  • the suspension unit comprises an essentially spherical or semi-spherical elastic body of rubber or other equivalent material.
  • a cup-shaped element on which vertical and lateral forces originating from the bolster beam are intended to act, makes contact with the upper side of the elastic body.
  • the lower side of the elastic body rests against the bottom part of the side frame, which can also be cup-shaped or otherwise shaped.
  • These cup-shaped elements are designed to control the shape of the elastic body during its compression to obtain the desired progressive load-dependent spring characteristic both in the vertical and in the lateral direction.
  • the optimum shape of the surface making contact with the elastic element is a conical or a truncated conical one. In this way the shape of the elastic body is altered during its compression such as to achieve the desired spring characteristic.
  • the elastic body may have an essentially semi-spherical shape, with its largely plane face making contact with an essentially plane upper side of the bottom part of the side frame.
  • the elastic body may also have a concave part on its substantially plane bottom face, which fits onto a corresponding convexity on the upper side of bottom part of the side frame.
  • the elastic body is essentially fully spherical, the lower side of which rest against the bottom part of the side frame over a cup-shaped element which, in the same way as the cup-shaped element making contact with the upper side of the elastic body, is designed to control the shape and hence the spring characteristic of the elastic body in both the vertical and lateral directions.
  • a spring element 16 of rubber is inserted between the side frame 10 and the respective journal 14 and forms a conventional primary suspension unit which is stiff in the vertical direction but has such a static stiffness in the longitudinal direction that the desired radial self-steering properties and low flange wear are obtained when running through curves. Furthermore, this primary suspension design gives such a dynamic stiffness in the longitudinal and the transverse direction that a high speed can be achieved on straight stretches without oscillations occurring in the wheel sets of the bogie.
  • the suspension unit 22 consists of an elastic body 24 of rubber or an equivalent material, which in the unloaded state is essentially spherical or ball-shaped and is supported by a cup-shaped shape-controlling element 26 mounted in the bottom of the U-bracket 20.
  • On top of the elastic body 24 rests a similar cup-shaped shape-controlling element 28 which is assembled to transmit vertical and lateral forces from a transversely extending bogie bolster beam 30, which is articulately connected, by way of a center plate, to the car body (not shown).
  • the articulation between the bolster beam and side frames is achieved by means of a friction type damping device consisting of wedges 32 and rubber plates 34.
  • This damping device is the subject matter of an EP-application entitled “Damping device in a bogie for a railbound vehicle", filed simultaneously which the present application by the same Applicant.
  • the inner sides 36 of the cup-shaped elements 26 and 28 facing the elastic body 24 have a truncated conical shape, the conicity being so formed as to obtain a progressive spring characteristic in the vertical direction, exhibiting an essentially exponentially increasing stiffness with increasing load.
  • the conical inside may then be formed in such a way that its inclination towards the horizontal plane in a direction outwards towards the periphery of the cup-shaped element is decreased in a continuous or stepless manner along a portion or the entirety of the radial length of the cup-shaped element.
  • Figure 2 and 3 show such a stepless decrease of the inclination towards the horizontal plane in the portion neighbouring the outer periphery of the cup-shaped element.
  • Figure 2 shows schematically the form of the secondary suspension unit 22 during empty load condition
  • Figure 3 shows the same suspension unit under full load condition, where the conical sides 36 of the elements 26,28 determine the shape of the compressed elastic body 24, and thus the spring stiffness, in the desired manner.
  • the embodiment of the elastic body 24 also results in improved stiffness in the lateral direction because of the relatively large shear area of the body.
  • Figure 4 shows schematically an embodiment of the suspension unit in which the elastic body 24' is essentially in the form of a semisphere resting with its plane surface directly on the plane upper side of the bottom part 38 of the side frame.
  • the lower side of the semi-spherical elastic body 24 may be formed with an indentation which mates with a corresponding elevation on the bottom part 40 of the side frame.
  • the overall height of the side frame can thus be reduced.
  • the suspension device invented will ensure good riding properties in the car over straight stretches and in curves, irrespective of whether the car is empty or fully loaded and irrespective of whether track irregularities such as elevations or cavities occur in the rails.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Springs (AREA)
  • Vehicle Body Suspensions (AREA)
  • Optical Radar Systems And Details Thereof (AREA)
  • Radar Systems Or Details Thereof (AREA)
  • Vibration Prevention Devices (AREA)
EP85114641A 1984-11-22 1985-11-18 Suspensionseinrichtung in einem Drehgestell für ein Schienenfahrzeug Withdrawn EP0182338A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE8405891A SE8405891L (sv) 1984-11-22 1984-11-22 Fjedringsanordning vid boggi for relsgaende fordon
SE8405891 1984-11-22

Publications (1)

Publication Number Publication Date
EP0182338A1 true EP0182338A1 (de) 1986-05-28

Family

ID=20357861

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85114641A Withdrawn EP0182338A1 (de) 1984-11-22 1985-11-18 Suspensionseinrichtung in einem Drehgestell für ein Schienenfahrzeug

Country Status (5)

Country Link
EP (1) EP0182338A1 (de)
AU (1) AU5004485A (de)
NO (1) NO854560L (de)
SE (1) SE8405891L (de)
ZA (1) ZA858893B (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0870662A3 (de) * 1997-04-11 1999-08-04 AMSTED Industries Incorporated Eisenbahn-Drehgestell mit elastomerischer Federung
CN111497886A (zh) * 2020-05-08 2020-08-07 中车齐齐哈尔车辆有限公司 车辆及其构架

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2747519A (en) * 1950-11-13 1956-05-29 American Steel Foundries Snubbed truck
US2754768A (en) * 1952-06-19 1956-07-17 Us Rubber Co Suspension unit for railway vehicles
US3352255A (en) * 1962-08-20 1967-11-14 Rolls Royce Bogie with elastomerically sprung bolster
US3461816A (en) * 1967-02-28 1969-08-19 Lord Corp Elastomeric railway freight car truck bolster spring

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2747519A (en) * 1950-11-13 1956-05-29 American Steel Foundries Snubbed truck
US2754768A (en) * 1952-06-19 1956-07-17 Us Rubber Co Suspension unit for railway vehicles
US3352255A (en) * 1962-08-20 1967-11-14 Rolls Royce Bogie with elastomerically sprung bolster
US3461816A (en) * 1967-02-28 1969-08-19 Lord Corp Elastomeric railway freight car truck bolster spring

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0870662A3 (de) * 1997-04-11 1999-08-04 AMSTED Industries Incorporated Eisenbahn-Drehgestell mit elastomerischer Federung
CN111497886A (zh) * 2020-05-08 2020-08-07 中车齐齐哈尔车辆有限公司 车辆及其构架

Also Published As

Publication number Publication date
AU5004485A (en) 1986-05-29
SE8405891D0 (sv) 1984-11-22
SE8405891L (sv) 1986-05-23
NO854560L (no) 1986-05-23
ZA858893B (en) 1986-07-30

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Inventor name: PERSSON, INGEMAR