EP0357026A2 - Axle box suspension - Google Patents
Axle box suspension Download PDFInfo
- Publication number
- EP0357026A2 EP0357026A2 EP89115995A EP89115995A EP0357026A2 EP 0357026 A2 EP0357026 A2 EP 0357026A2 EP 89115995 A EP89115995 A EP 89115995A EP 89115995 A EP89115995 A EP 89115995A EP 0357026 A2 EP0357026 A2 EP 0357026A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- axle
- axle box
- anchor rod
- resilient element
- truck 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.)
- Granted
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 26
- 238000006073 displacement reaction Methods 0.000 claims description 9
- 239000002131 composite material Substances 0.000 claims description 8
- 238000012423 maintenance Methods 0.000 abstract description 6
- 230000006866 deterioration Effects 0.000 abstract description 4
- 238000010276 construction Methods 0.000 description 4
- 230000032683 aging Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 239000000872 buffer Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000010008 shearing Methods 0.000 description 1
Images
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
- B61F5/32—Guides, e.g. plates, for axle-boxes
- B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles
-
- 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
Definitions
- the present invention relates to an axle box suspension for supporting the axle of a truck by an axle anchor rod integrally formed with the axle box to a gagh frame in a railway vehicle or car or the like.
- FIG. 10A and 10B show its conventioned example.
- numeral 13 denotes a wheel, which is mounted on the same axle 1 as that of a wheel (not shown) provided at the opposite side of the vehicle.
- Such two axles are mounted in the vicinities of both the ends of a truck frame 12, thereby constructing one truck.
- Numeral 3 denotes an axle box which contains a bearing 2 and so on of the axle 1.
- axle box 3 At the right side of the drawing of the axle box 3 is provided an axle anchor rod 3′ formed integrally with the axle box, and rotatably slidably supported by a pin 8′ wound with a resilient element 7a to the truck frame 12.
- axle box 3 At the left of the drawing of the axle box 3 is connected one end of a link 11 by a pin 10, and the other end of the link 11 is coupled to the truck frame 12 through the resilient element 7b.
- Numeral 6 denotes an axle spring, which buffers relative upward and downward movements between the truck frame 12 and the axle 1.
- An axle anchor rod type axle box suspension shown in Figs. 11A and 11B eliminates a sliding section, in which an axle anchor rod 3′ is coupled to a truck frame 12 by a pin 8′ wound with a resilient element 7a. Since the axle anchor rod 3′ is of a cantilever beam, two sets of resilient elements 7a and pins 8′ must be provided as shown in Fig. 11B so as to resist against an external force applied in an axle direction.
- a bearing supporting resilient element 7c is wound between a bearing 2, the axle box 3 and a bearing retainer 5.
- the performance required for a recent railway vehicle includes high speed running performance, easiness of maintenance and a reduction in a vehicle weight to reduce a damage imposed on the rails, and so on.
- This invention is made to solve the above-described problems of the prior art, and an object of the invention is to provide a light-weight axle box suspension which has a high running stability at a high speed and a reduction in its maintenance work.
- an axle box suspension for a railway vehicle comprising an axle anchor rod formed at one side of an axle box, an axle spring engaged between an axle box body and a truck frame, the axle anchor rod being integrally coupled to the truck frame through a shaft and a resilient element.
- an axle box suspension for a railway vehicle comprising an axle box body formed integrally at one side of an axle box with an axle anchor rod and at the other side of a supporting arm, and an axle spring engaged between the axle box body and a truck frame, the axle anchor rod being integrally coupled to the truck frame through a first resilient element, the supporting arm being coupled to the truck frame through a second resilient element in such a manner that the twisting rigidity of the second resilient element in the running direction of the vehicle is sufficiently smaller than the composite twisting rigidity of the axle anchor rod and the first resilient element in the same direction.
- the axle box body 4 is formed integrally with the axle box 3 and the axle anchor rod 3′, and is mounted at the truck frame 12 through the resilient element 7 in such a manner that there is no slide and gap.
- axle anchor rod 3′ allows a twist in the running direction of the vehicle, and is coupled in series with the twisting rigidity of the resilient element 7, then the composite twisting ridigity between the axle box body 4 and the truck frame 12 is reduced, whereby the relative displacement of rolling between the axle 1 and the truck frame 12 can be easily allowed, so that the axle box and the axle can follow the longitudinal, lateral and vertical vibrations between the axle and the truck frame as a whole without rattling phenomenon.
- An axle anchor rod 3′ extending in the same direction as the running direction C of a truck is integrally provided at an axle box 3, which is supporting the axle 1 with a wheel 13, forming an axle box body 4.
- the axle box body 4 is mounted to a truck frame 12 through an axle spring 6, but the axle anchor rod 3′ is shaft-coupled by a resilient element 7 and a shaft 8 at the axle anchor rod support of the truck frame 12.
- the resilient element 7 is adhered to the shaft 8 and is force-fitted into the axle anchor rod 3′, so that there is no slipping part in this structure.
- the shaft 8 and the truck frame 12 are coupled by a tapered shaft fitting or a bolt clamping, which also makes the structure with no slipping parts. Accordingly, the axle box body 4 is allowed to swivel in a direction E around the shaft 8 as a center by means of the deformation of the resilient element 7.
- the axle 1 is allowed in vertical relative movements in a direction F to the truck frame 12 through the axle box body 4.
- the resilient element 7 transmits a propulsion force and a brake force in a direction C (same as the running direction) and lateral force in a direction D (same as the axle direction) from the axle 1 to the truck frame 12 through the axle box 3 and the axle anchor rod 3′.
- a displacement between the axle box body 4 and the truck frame 12 is allowed by means of the deformation of the resilient element 7. Since there is no slip and particularly no gap in a direction C (same as the running direction of the vehicle), the axle box suspension does not rattle, so that running stability is enhanced and the vehicle is enabled to run at high speed. Furthermore, since there is no sliding or slipping parts, the gap is not increased due to aging wear at the conventional one, the deterioration of the running performance can be prevented, so that the replacement of worn components is eliminated, and maintenance can be easily done. As compared with the conventional example, the link and the pins are eliminated, whereby weight of the axle box suspension can be reduced. Further, it is made easy to assemble because of its simple structure.
- the twisting rigidity of the resilient element 7 can be coupled in series with that of the axle anchor rod 3′ in the present invention, the twisting rigidity between the axle box body 4 and the truck frame 12 can be reduced.
- Fig. 3 is a sectional view of the axle anchor rod 3′.
- K1 twisting rigidity of the axle anchor rod in a direction G (same as the running direction) in the drawing
- the twisting ridigity of the resilient element 7 in the direction G is designated by K2
- the K1 and the K2 are equalized substantially to the same degree thereby to reduce the composite twisting rigidity K of the K1 and the K2 with good balance without decrease of the strengths of the axle anchor rod 3′ and the resilient element 7.
- the relative displacement is allowed in the rolling direction between the axle 1 and the truck frame 12. Therefore, the vehicle can follow the twist of the track due to an irregularity in the track or a reduction in the cant of the rails, thereby preventing the reduction of the wheel load generated by the twist of the rails (if the reduction of the wheel load is increased, derailment will finally be caused).
- Fig. 4 shows a second embodiment of the invention.
- An axle spring 6 is engaged between a truck frame 12 and an axle box 3.
- the other construction is the same as that of the previous embodiment.
- the twisting rigidity of the axle anchor rod 3′ is suitably selected by setting its sectional shape in combination with the twisting rigidity of the resilient element 7.
- Figs. 5A and 5B show other examples of the sectional views of an axle anchor rod 3′.
- the twisting ridigity of the axle anchor rod 3′ in a direction G in Fig. 3 can be selected by suitably setting the sectional shape of the axle anchor rod 3′ as described above.
- Figs. 6 and 7 show another embodiment of the invention.
- the axle box of in the embodiment as shown in Fig. 1 and Fig. 2 is of the cantilever, whereas the axle box of this embodiment is provided with the second resilient element 9.
- An axle box 3 supporting the axle 1 with a wheel 13 is provided with an axle anchor rod 3′ and a supporting arm 3 ⁇ extending longitudinally in a running direction C of a truck to form an axle box body 4.
- the axle anchor rod 3′ is shaft-coupled to an axle anchor rod supporting portion of the truck frame 12 by means of a first resilient element 7′ and a shaft 8, and the supporting arm 3 ⁇ is coupled to a supporting portion of the truck 12 in such a manner that two second resilient elements 9 are held therebetween.
- the first resilient element 7′ is adhered to the shaft 8, while the second resilient element 9 is formed in a laminated layer structure so that the rigidity thereof in a direction F corresponding to a shearing direction may reduce.
- the axle 1 is allowed in vertical relative movements in a direction E in the drawings to the truck frame through the axle box body 4.
- the first resilient element 7′ transmits a propulsion force and a brake force in the direction C (same as the running direction of the vehicle) and lateral direction force of the direction D (same as the axle direction) from the axle 1 to the truck frame 12 through the axle box 3 and the axle anchor rod 3′, while the second resilient element 9 mainly transmits the lateral force in the direction D.
- the second resilient element 9 is formed in a laminated layer structure, it can mainly resist against a force applied in a direction D, and rigidity in vertical direction is smaller than that of the axle spring 6 in a direction F.
- the twisting rigidity of a second resilient element 9 supported by the supporting arm 3 ⁇ at the other end of the axle box body 4 is dynamically in parallel with K.
- this twisting rigidity is designated by K3
- the composite twisting rigidity can be reduced.
- Fig. 8 shows a second embodiment of the invention, wherein a second resilient element is adapted.
- An axle spring 6 is engaged between a truck frame 12 and an axle box 3.
- the other construction is the same as that of the embodiment shown in Fig. 7.
- Fig. 9 shows a third embodiment of the invention.
- a second resilient element 9 interposed between a truck frame 12 and an axle supporting arm 3 ⁇ is employed as one set, and the other construction is the same as that of the above embodiment in Fig. 6.
- an axle box suspension having an axle spring wherein an axle body is formed by providing an axle anchor rod at one end of the axle box, and the axle anchor rod is shaft-coupled to a truck frame through a resilient element, so that longitudinal, lateral and vertical swivel movement between the axle and the truck frame can be allowed by deforming the resilient element and the axle anchor rod without rattle, thereby the running stability of the vehicle is greatly improved.
- the axle box suspension does not have slides and gaps, a wear and a deterioration due to years of driving are eliminated, whereby replacement of the components will be obviated and maintenance thereof will be much more facilitated.
- excellent advantages such as simplified structure, space-saving of the whole axle box suspension, reduction in its weight are provided.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
- The present invention relates to an axle box suspension for supporting the axle of a truck by an axle anchor rod integrally formed with the axle box to a truch frame in a railway vehicle or car or the like.
- An axle anchor rod type axle box suspension for mounting the axle of a railway vehicle to a truck frame is already disclosed, for example, in Japanese Patent Laid-Open No 58-63568 and No.58-118447. Figs. 10A and 10B show its conventioned example. In the drawings,
numeral 13 denotes a wheel, which is mounted on thesame axle 1 as that of a wheel (not shown) provided at the opposite side of the vehicle. Such two axles are mounted in the vicinities of both the ends of atruck frame 12, thereby constructing one truck. Numeral 3 denotes an axle box which contains abearing 2 and so on of theaxle 1. At the right side of the drawing of theaxle box 3 is provided anaxle anchor rod 3′ formed integrally with the axle box, and rotatably slidably supported by apin 8′ wound with aresilient element 7a to thetruck frame 12. At the left of the drawing of theaxle box 3 is connected one end of alink 11 by apin 10, and the other end of thelink 11 is coupled to thetruck frame 12 through theresilient element 7b. Numeral 6 denotes an axle spring, which buffers relative upward and downward movements between thetruck frame 12 and theaxle 1. - In this axle box suspension, the upward and downward vibrations occurred between the
truck frame 12 and thewheel 13 are allowed by rotatably sliding thepins 8′ and 10. - An axle anchor rod type axle box suspension shown in Figs. 11A and 11B eliminates a sliding section, in which an
axle anchor rod 3′ is coupled to atruck frame 12 by apin 8′ wound with aresilient element 7a. Since theaxle anchor rod 3′ is of a cantilever beam, two sets ofresilient elements 7a andpins 8′ must be provided as shown in Fig. 11B so as to resist against an external force applied in an axle direction. - Further, in order to prevent the reduction of a wheel load (or a derailment caused at its final stage of the reduction) due to an external force in an axle direction and an irregularity of tracks of rails, a bearing supporting
resilient element 7c is wound between abearing 2, theaxle box 3 and abearing retainer 5. - The performance required for a recent railway vehicle includes high speed running performance, easiness of maintenance and a reduction in a vehicle weight to reduce a damage imposed on the rails, and so on.
- However, as designated by the conventional example in Figs. 10A and 10B in the prior art, when the vehicle is coasting, the performance of absorbing a vibration in an axle direction of the vehicle is deteriorated due to slides and gaps between the
pin 8′ and theresilient element 7a, between thepin 8′ and thetruck frame 12, and between thepin 10 and thelink 11, so that the running stability of the vehicle is reduced, and that running ability at high speed is also greatly reduced. Further, there arise more problems such as deterioration in the running performance of the vehicle due to the aging wears of the slide sections and the gap sections and complications in its maintenance due to lubrication and replacement of the components thereof. - On the other hand, in the conventional example shown in Figs. 11A and 11B, there are not slides and gaps in the axle box suspension, but its axle anchor rod is increased in size and in weight, and a space for mounting the same is broadened. Further, as shown in a sectional view of the
axle anchor rod 3′ in Fig. 12, since theaxle anchor rod 3′ has a large twisting rigidity in arotating direction 1, (i.e., in a running direction) and a wise interval in the axle direction of theresilient elements 7a, the twisting ridigity between theaxle anchor rod 3′ and thetruck frame 12 is large. Accordingly, it is necessary to also provide theresilient element 7c at thebearing 2 so as to prevent the reduction of the wheel load (or the derailment) which is possibly caused when the track is twisted due to the irregularity in the track or a reduction in the cant (the difference of the heights between an inside rail and an outside rail at a curve), thereby problems such as a complicated construction and an increase in the weight of theaxle box 3 are caused. - This invention is made to solve the above-described problems of the prior art, and an object of the invention is to provide a light-weight axle box suspension which has a high running stability at a high speed and a reduction in its maintenance work.
- In order to achieve the above-described object, there is provided according to one aspect of the present invention an axle box suspension for a railway vehicle comprising an axle anchor rod formed at one side of an axle box, an axle spring engaged between an axle box body and a truck frame, the axle anchor rod being integrally coupled to the truck frame through a shaft and a resilient element. As a result, twisting rigidity of the vehicle is in the running direction of the vehicle is imposed on both the axle anchor rod and the resilient element.
- There is also provided according to another aspect of the present invention an axle box suspension for a railway vehicle comprising an axle box body formed integrally at one side of an axle box with an axle anchor rod and at the other side of a supporting arm, and an axle spring engaged between the axle box body and a truck frame, the axle anchor rod being integrally coupled to the truck frame through a first resilient element, the supporting arm being coupled to the truck frame through a second resilient element in such a manner that the twisting rigidity of the second resilient element in the running direction of the vehicle is sufficiently smaller than the composite twisting rigidity of the axle anchor rod and the first resilient element in the same direction.
- The operation of this invention will be described with reference to Figs. 1 and 2.
- The
axle box body 4 is formed integrally with theaxle box 3 and theaxle anchor rod 3′, and is mounted at thetruck frame 12 through theresilient element 7 in such a manner that there is no slide and gap. - The relative vertical movements between the
axle 1 and thetruck frame 12, which is equivalent to a swivel movement of theaxle box body 4 around theshaft 8, is allowed by the deformation of theresilient element 7 provided between theaxle anchor rod 3′ and thetruck frame 12. - Since the
axle anchor rod 3′ allows a twist in the running direction of the vehicle, and is coupled in series with the twisting rigidity of theresilient element 7, then the composite twisting ridigity between theaxle box body 4 and thetruck frame 12 is reduced, whereby the relative displacement of rolling between theaxle 1 and thetruck frame 12 can be easily allowed, so that the axle box and the axle can follow the longitudinal, lateral and vertical vibrations between the axle and the truck frame as a whole without rattling phenomenon. - Other objects and features of the invention will be more fully understood from the following detailed description and appended claims when taken with accompanying drawings.
-
- Fig. 1 is a front view of an axle box suspension according to a first embodiment of this invention;
- Fig. 2 is a sectional view taken along the line A-A of Fig. 1;
- Fig. 3 is a sectional view taken along the line B-B of Fig. 1 or 6;
- Fig. 4 is a front view of a second embodiment of this invention;
- Figs. 5A and 5B are sectional views showing a modified example of the sectional shape of an axle anchor rod;
- Fig. 6 is a front view of the first embodiment of the invention, wherein a second resilient element is adopted;
- Fig. 7 is a sectional view taken along the line A′ - A′ of Fig. 6;
- Fig. 8 is a front view of the second embodiment of the invention, wherein the second resilient element is adopted;
- Fig. 9 is a top view of a third embodiment of the invention, wherein the second resilient element is adopted;
- Figs. 10A and 10B are views of a conventional example of an axle box suspension, wherein Fig. 10A is a front view, and Fig. 10B is a sectional view taken along the line J-J of Fig. 10A;
- Figs. 11A and 11B are view of other conventional example, wherein Fig. 11A is a front view, and Fig. 11B is a top view; and
- Fig. 12 is a sectional view taken along the line H-H of Fig. 11A.
- There will now be described preferred embodiments of the present invention with reference to the drawings.
- Referring to Figs. 1 to 3. An
axle anchor rod 3′ extending in the same direction as the running direction C of a truck is integrally provided at anaxle box 3, which is supporting theaxle 1 with awheel 13, forming anaxle box body 4. Theaxle box body 4 is mounted to atruck frame 12 through anaxle spring 6, but theaxle anchor rod 3′ is shaft-coupled by aresilient element 7 and ashaft 8 at the axle anchor rod support of thetruck frame 12. - The
resilient element 7 is adhered to theshaft 8 and is force-fitted into theaxle anchor rod 3′, so that there is no slipping part in this structure. Theshaft 8 and thetruck frame 12 are coupled by a tapered shaft fitting or a bolt clamping, which also makes the structure with no slipping parts. Accordingly, theaxle box body 4 is allowed to swivel in a direction E around theshaft 8 as a center by means of the deformation of theresilient element 7. Thus, theaxle 1 is allowed in vertical relative movements in a direction F to thetruck frame 12 through theaxle box body 4. - The
resilient element 7 transmits a propulsion force and a brake force in a direction C (same as the running direction) and lateral force in a direction D (same as the axle direction) from theaxle 1 to thetruck frame 12 through theaxle box 3 and theaxle anchor rod 3′. - As described above, a displacement between the
axle box body 4 and thetruck frame 12 is allowed by means of the deformation of theresilient element 7. Since there is no slip and particularly no gap in a direction C (same as the running direction of the vehicle), the axle box suspension does not rattle, so that running stability is enhanced and the vehicle is enabled to run at high speed. Furthermore, since there is no sliding or slipping parts, the gap is not increased due to aging wear at the conventional one, the deterioration of the running performance can be prevented, so that the replacement of worn components is eliminated, and maintenance can be easily done. As compared with the conventional example, the link and the pins are eliminated, whereby weight of the axle box suspension can be reduced. Further, it is made easy to assemble because of its simple structure. - In the present invention, since the twisting rigidity of the
resilient element 7 can be coupled in series with that of theaxle anchor rod 3′ in the present invention, the twisting rigidity between theaxle box body 4 and thetruck frame 12 can be reduced. - Fig. 3 is a sectional view of the
axle anchor rod 3′. When the twisting rigidity of the axle anchor rod in a direction G (same as the running direction) in the drawing is designated by K1 as shown in Fig. 2 and the twisting ridigity of theresilient element 7 in the direction G is designated by K2, the composite twisting ridigity K of theaxle anchor rod 3′ and theresilient element 7 is obtained from theformula 1/K = 1/K1 + 1/K2, and thus the combined twisting ridigity is smaller than K1 or K2. - Further, the K1 and the K2 are equalized substantially to the same degree thereby to reduce the composite twisting rigidity K of the K1 and the K2 with good balance without decrease of the strengths of the
axle anchor rod 3′ and theresilient element 7. As a result, the relative displacement is allowed in the rolling direction between theaxle 1 and thetruck frame 12. Therefore, the vehicle can follow the twist of the track due to an irregularity in the track or a reduction in the cant of the rails, thereby preventing the reduction of the wheel load generated by the twist of the rails (if the reduction of the wheel load is increased, derailment will finally be caused). - Fig. 4 shows a second embodiment of the invention. An
axle spring 6 is engaged between atruck frame 12 and anaxle box 3. The other construction is the same as that of the previous embodiment. - The twisting rigidity of the
axle anchor rod 3′ is suitably selected by setting its sectional shape in combination with the twisting rigidity of theresilient element 7. - Figs. 5A and 5B show other examples of the sectional views of an
axle anchor rod 3′. Thus, the twisting ridigity of theaxle anchor rod 3′ in a direction G in Fig. 3 can be selected by suitably setting the sectional shape of theaxle anchor rod 3′ as described above. - Figs. 6 and 7 show another embodiment of the invention. The axle box of in the embodiment as shown in Fig. 1 and Fig. 2 is of the cantilever, whereas the axle box of this embodiment is provided with the second
resilient element 9. Anaxle box 3 supporting theaxle 1 with awheel 13 is provided with anaxle anchor rod 3′ and a supportingarm 3˝ extending longitudinally in a running direction C of a truck to form anaxle box body 4. Theaxle anchor rod 3′ is shaft-coupled to an axle anchor rod supporting portion of thetruck frame 12 by means of a firstresilient element 7′ and ashaft 8, and the supportingarm 3˝ is coupled to a supporting portion of thetruck 12 in such a manner that two secondresilient elements 9 are held therebetween. - The first
resilient element 7′ is adhered to theshaft 8, while the secondresilient element 9 is formed in a laminated layer structure so that the rigidity thereof in a direction F corresponding to a shearing direction may reduce. Thus, theaxle 1 is allowed in vertical relative movements in a direction E in the drawings to the truck frame through theaxle box body 4. - The first
resilient element 7′ transmits a propulsion force and a brake force in the direction C (same as the running direction of the vehicle) and lateral direction force of the direction D (same as the axle direction) from theaxle 1 to thetruck frame 12 through theaxle box 3 and theaxle anchor rod 3′, while the secondresilient element 9 mainly transmits the lateral force in the direction D. - Since the second
resilient element 9 is formed in a laminated layer structure, it can mainly resist against a force applied in a direction D, and rigidity in vertical direction is smaller than that of theaxle spring 6 in a direction F. - In this embodiment, since the twisting rigidities of the first
resilient element 7′ and theaxle anchor rod 3′ are coupled in series, the composite twisting rigidity K of theaxle anchor rod 3′ and the firstresilient element 7′ is obtained from theformula 1/k = 1//K1 + 1/K2, and the composite twisting rigidity is reduced to smaller than K1 and K2. - The twisting rigidity of a second
resilient element 9 supported by the supportingarm 3˝ at the other end of theaxle box body 4 is dynamically in parallel with K. When this twisting rigidity is designated by K3, the total twisting rigidity between theaxle box body 4 and thetruck frame 12, i.e., the total twisting rigidity Kt between theaxle 1 and thetruck frame 12 becomes Kt = K + K3. Since the relation K » K3 can be obtained by forming the structure of the second resilient element in a laminated layer structure, the K3 can be ignored, so that the total twisting rigidity Kt between theaxle 1 and thetruck frame 12 becomes Kt = K, and the influence of the secondresilient element 9 to the twisting rigidity is reduced to very small. - As described above, even in this embodiment, the composite twisting rigidity can be reduced.
- Fig. 8 shows a second embodiment of the invention, wherein a second resilient element is adapted. An
axle spring 6 is engaged between atruck frame 12 and anaxle box 3. The other construction is the same as that of the embodiment shown in Fig. 7. - Fig. 9 shows a third embodiment of the invention. A second
resilient element 9 interposed between atruck frame 12 and anaxle supporting arm 3˝ is employed as one set, and the other construction is the same as that of the above embodiment in Fig. 6. - There is provided an axle box suspension having an axle spring according to the present invention, wherein an axle body is formed by providing an axle anchor rod at one end of the axle box, and the axle anchor rod is shaft-coupled to a truck frame through a resilient element, so that longitudinal, lateral and vertical swivel movement between the axle and the truck frame can be allowed by deforming the resilient element and the axle anchor rod without rattle, thereby the running stability of the vehicle is greatly improved. Further, since the axle box suspension does not have slides and gaps, a wear and a deterioration due to years of driving are eliminated, whereby replacement of the components will be obviated and maintenance thereof will be much more facilitated. Moreover, excellent advantages such as simplified structure, space-saving of the whole axle box suspension, reduction in its weight are provided.
Claims (7)
an axle box body including an axle box and an axle anchor rod; said axle box supporting said axle with a bearing provided therearound, and said axle anchor rod integrally formed with said axle box and extending to one side therefrom;
an axle spring engaged between said axle box body and said truck frame;
said axle anchor rod being coupled to said truck frame through a shaft and a resilient element, thereby sharing a twisting rigidity of said vehicle in the running direction thereof between said axle anchor rod and said resilient element.
an axle box body including an axle box, an axle anchor rod and a supporting arm; said axle box storing said axle with a bearing provided therearound, said axle anchor rod integrally formed with said axle box and extending to one side therefrom, while said supporting arm integrally formed with said axle box and extending to the other side thereof;
an axle spring engaged between said axle box body and said truck frame;
said axle anchor rod being coupled to said truck frame through a shaft and a first resilient element, while said supporting arm being coupled to said truck frame by means of a second resilient element provided therebetween, wherein the twisting rigidity of said second resilient element to the running direction of said vehicle is sufficiently smaller than the composite twisting rigidity of said axle anchor rod and said first resilient element in the same direction.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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EP19930101011 EP0542722B1 (en) | 1988-09-01 | 1989-08-30 | Axle box suspension |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP216220/88 | 1988-09-01 | ||
JP63216220A JP2511120B2 (en) | 1987-09-02 | 1988-09-01 | Axle box support device |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP93101011.0 Division-Into | 1989-08-30 |
Publications (3)
Publication Number | Publication Date |
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EP0357026A2 true EP0357026A2 (en) | 1990-03-07 |
EP0357026A3 EP0357026A3 (en) | 1990-05-16 |
EP0357026B1 EP0357026B1 (en) | 1993-11-03 |
Family
ID=16685160
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19930101011 Expired - Lifetime EP0542722B1 (en) | 1988-09-01 | 1989-08-30 | Axle box suspension |
EP19890115995 Expired - Lifetime EP0357026B1 (en) | 1988-09-01 | 1989-08-30 | Axle box suspension |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19930101011 Expired - Lifetime EP0542722B1 (en) | 1988-09-01 | 1989-08-30 | Axle box suspension |
Country Status (2)
Country | Link |
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EP (2) | EP0542722B1 (en) |
DE (2) | DE68910440T2 (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4141463A1 (en) * | 1991-12-12 | 1993-06-17 | Aeg Schienenfahrzeuge | Wheel set guide for rail vehicles with bogies - has wheel set bearing housing with extension guide arm, and elastic guide bearing between arm and bogie beam |
WO2007071563A1 (en) * | 2005-12-20 | 2007-06-28 | Siemens Transportation Systems Gmbh & Co. Kg | Wheelset bearing |
WO2007071564A1 (en) * | 2005-12-20 | 2007-06-28 | Siemens Transportation Systems Gmbh & Co. Kg | Wheelset guide for a rail vehicle |
TWI635008B (en) * | 2015-12-25 | 2018-09-11 | 川崎重工業股份有限公司 | Axle box supporting device of trolley for railway vehicles and manufacturing method thereof |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10032009A1 (en) * | 2000-07-01 | 2002-01-10 | Daimler Chrysler Ag | Chassis of a rail vehicle |
FR2862935B1 (en) * | 2003-12-02 | 2006-03-03 | Alstom | FLEXIBLE CONNECTION DEVICE BETWEEN A LONGERON AND AN AXLE BOX |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB780783A (en) * | 1954-08-19 | 1957-08-07 | Maschf Augsburg Nuernberg Ag | An improved axle support system for rail vehicles |
DE1138088B (en) * | 1957-11-25 | 1962-10-18 | Atlas Werke Ag | Axle bearing guide for rail vehicles |
DE1150403B (en) * | 1957-01-29 | 1963-06-20 | Krauss Maffei Ag | Axle control arm for guiding the wheel sets of rail and road vehicles in the longitudinal and transverse direction |
DE1275567B (en) * | 1960-05-05 | 1968-08-22 | Metalastik Limited, Leicester (Großbritannien) | Wheel suspension for a vehicle, in particular a rail vehicle |
US4356775A (en) * | 1978-01-18 | 1982-11-02 | H. Neil Paton | Damped railway car suspension |
GB2193941A (en) * | 1986-07-31 | 1988-02-24 | Sig Schweiz Industrieges | Resilient guidance of high speed rail bogie wheel sets |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5863568A (en) | 1981-10-13 | 1983-04-15 | 近畿車輌株式會社 | Supporter for journal box for railway rolling stock |
JPS58118447A (en) | 1982-01-06 | 1983-07-14 | 株式会社日立製作所 | Supporter for axle box for railway rolling stock |
-
1989
- 1989-08-30 DE DE1989610440 patent/DE68910440T2/en not_active Expired - Lifetime
- 1989-08-30 DE DE1989622410 patent/DE68922410T2/en not_active Expired - Lifetime
- 1989-08-30 EP EP19930101011 patent/EP0542722B1/en not_active Expired - Lifetime
- 1989-08-30 EP EP19890115995 patent/EP0357026B1/en not_active Expired - Lifetime
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB780783A (en) * | 1954-08-19 | 1957-08-07 | Maschf Augsburg Nuernberg Ag | An improved axle support system for rail vehicles |
DE1150403B (en) * | 1957-01-29 | 1963-06-20 | Krauss Maffei Ag | Axle control arm for guiding the wheel sets of rail and road vehicles in the longitudinal and transverse direction |
DE1138088B (en) * | 1957-11-25 | 1962-10-18 | Atlas Werke Ag | Axle bearing guide for rail vehicles |
DE1275567B (en) * | 1960-05-05 | 1968-08-22 | Metalastik Limited, Leicester (Großbritannien) | Wheel suspension for a vehicle, in particular a rail vehicle |
US4356775A (en) * | 1978-01-18 | 1982-11-02 | H. Neil Paton | Damped railway car suspension |
GB2193941A (en) * | 1986-07-31 | 1988-02-24 | Sig Schweiz Industrieges | Resilient guidance of high speed rail bogie wheel sets |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4141463A1 (en) * | 1991-12-12 | 1993-06-17 | Aeg Schienenfahrzeuge | Wheel set guide for rail vehicles with bogies - has wheel set bearing housing with extension guide arm, and elastic guide bearing between arm and bogie beam |
AT407139B (en) * | 1991-12-12 | 2000-12-27 | Aeg Schienenfahrzeuge | WHEEL SET GUIDE, ESPECIALLY FOR A RAIL VEHICLE WITH BOGIES |
WO2007071563A1 (en) * | 2005-12-20 | 2007-06-28 | Siemens Transportation Systems Gmbh & Co. Kg | Wheelset bearing |
WO2007071564A1 (en) * | 2005-12-20 | 2007-06-28 | Siemens Transportation Systems Gmbh & Co. Kg | Wheelset guide for a rail vehicle |
TWI635008B (en) * | 2015-12-25 | 2018-09-11 | 川崎重工業股份有限公司 | Axle box supporting device of trolley for railway vehicles and manufacturing method thereof |
Also Published As
Publication number | Publication date |
---|---|
DE68910440T2 (en) | 1994-03-03 |
EP0542722A1 (en) | 1993-05-19 |
DE68922410T2 (en) | 1995-08-31 |
EP0542722B1 (en) | 1995-04-26 |
DE68922410D1 (en) | 1995-06-01 |
EP0357026B1 (en) | 1993-11-03 |
EP0357026A3 (en) | 1990-05-16 |
DE68910440D1 (en) | 1993-12-09 |
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