EP0357026B1 - Suspension de boîte d'essieu - Google Patents

Suspension de boîte d'essieu Download PDF

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Publication number
EP0357026B1
EP0357026B1 EP19890115995 EP89115995A EP0357026B1 EP 0357026 B1 EP0357026 B1 EP 0357026B1 EP 19890115995 EP19890115995 EP 19890115995 EP 89115995 A EP89115995 A EP 89115995A EP 0357026 B1 EP0357026 B1 EP 0357026B1
Authority
EP
European Patent Office
Prior art keywords
axle
anchor rod
axle box
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.)
Expired - Lifetime
Application number
EP19890115995
Other languages
German (de)
English (en)
Other versions
EP0357026A3 (en
EP0357026A2 (fr
Inventor
Akira Iwamura
Shuji Akashi
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.)
Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Kawasaki Jukogyo KK
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
Priority claimed from JP63216220A external-priority patent/JP2511120B2/ja
Application filed by Kawasaki Heavy Industries Ltd, Kawasaki Jukogyo KK filed Critical Kawasaki Heavy Industries Ltd
Priority to EP19930101011 priority Critical patent/EP0542722B1/fr
Publication of EP0357026A2 publication Critical patent/EP0357026A2/fr
Publication of EP0357026A3 publication Critical patent/EP0357026A3/en
Application granted granted Critical
Publication of EP0357026B1 publication Critical patent/EP0357026B1/fr
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
    • B61F5/26—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 invention relates to an axle box suspension for mounting axles of a railway vehicle to a truck frame thereof according to the introductory portion of claim 1.
  • FIG. 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. 8 and 9 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. 9 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 high running stability at a high speed and a reduction in its maintenance work.
  • axle box suspension according to claim 1, and further embodiments are claimed in subclaims 2-4.
  • said axle box suspension has an axle anchor rod of selected sectional shape which is integrally coupled to the truck frame through a shaft and a resilient element.
  • 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 rigidity 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 as 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'.
  • 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 rigidity 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 rigidity 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.

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

Claims (4)

  1. Suspension de boîte d'essieu, permettant de monter les essieux d'un véhicule ferroviaire sur un châssis de bogie (12) de ce véhicule, comprenant
       un corps de boîte d'essieu (4) comportant une boîte d'essieu (3) et une barre d'ancrage d'essieu (3'), la boîte d'essieu (3) portant l'essieu (1) avec un palier (2) disposé autour de ce dernier et la barre d'ancrage d'essieu (3') étant réalisée d'une pièce avec la boîte d'essieu (3) et s'étendant d'un côté de cette dernière, et
       un ressort d'essieu (6) disposé entre le corps de boîte d'essieu (4) et le châssis de bogie (12),
       la barre d'ancrage d'essieu (3') étant accouplée au châssis de bogie (12) par l'intermédiaire d'un arbre (8) et d'un élément élastique (7), en répartissant ainsi la rigidité de torsion du véhicule, prise axialement suivant la direction de déplacement de ce dernier, entre la barre d'ancrage d'essieu (3') et l'élément élastique (7),
       caractérisée en ce que la rigidité de torsion de la barre d'ancrage (3') est choisie en fixant la forme de la section de cette barre d'ancrage et est rendue égale à la rigidité de torsion de l'élément élastique (7) pratiquement à la même valeur,
       l'élément élastique (7) comprenant une section en forme de manchon et deux sections en forme de collerettes situées aux deux extrémités de la section en forme de manchon,
       l'élément élastique (7) et l'arbre (8) étant engagés l'un dans l'autre d'une manière complémentaire.
  2. Suspension de boîte d'essieu suivant la revendication 1, dans laquelle l'arbre (8) est réalisé d'une manière telle qu'il n'existe pas de phénomène de glissement entre l'arbre (8), le châssis de bogie (12) et l'élément élastique (7).
  3. Suspension de boîte d'essieu suivant l'une des revendications 1 ou 2, dans laquelle les rigidités de torsion de la barre d'ancrage d'essieu (3') et de l'élément élastique (7) sont rendues égales pratiquement à la même valeur.
  4. Suspension de boîte d'essieu suivant l'une des revendications précédentes, dans laquelle la barre d'ancrage d'essieu (3') permet un mouvement du châssis de bogie (12) suivant la direction de déplacement du véhicule, son mouvement suivant la direction de pivotement autour de l'arbre (8) servant de position centrale et son mouvement suivant la direction de l'essieu.
EP19890115995 1988-09-01 1989-08-30 Suspension de boîte d'essieu Expired - Lifetime EP0357026B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP19930101011 EP0542722B1 (fr) 1988-09-01 1989-08-30 Suspension de boîte d'essieu

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP216220/88 1988-09-01
JP63216220A JP2511120B2 (ja) 1987-09-02 1988-09-01 軸箱支持装置

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP93101011.0 Division-Into 1993-01-22

Publications (3)

Publication Number Publication Date
EP0357026A2 EP0357026A2 (fr) 1990-03-07
EP0357026A3 EP0357026A3 (en) 1990-05-16
EP0357026B1 true EP0357026B1 (fr) 1993-11-03

Family

ID=16685160

Family Applications (2)

Application Number Title Priority Date Filing Date
EP19890115995 Expired - Lifetime EP0357026B1 (fr) 1988-09-01 1989-08-30 Suspension de boîte d'essieu
EP19930101011 Expired - Lifetime EP0542722B1 (fr) 1988-09-01 1989-08-30 Suspension de boîte d'essieu

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP19930101011 Expired - Lifetime EP0542722B1 (fr) 1988-09-01 1989-08-30 Suspension de boîte d'essieu

Country Status (2)

Country Link
EP (2) EP0357026B1 (fr)
DE (2) DE68922410T2 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4141463A1 (de) * 1991-12-12 1993-06-17 Aeg Schienenfahrzeuge Radsatzfuehrung, insbesondere fuer schienenfahrzeuge mit drehgestellen
DE10032009A1 (de) * 2000-07-01 2002-01-10 Daimler Chrysler Ag Fahrwerk eines Schienenfahrzeuges
FR2862935B1 (fr) * 2003-12-02 2006-03-03 Alstom Dispositif de liaison souple entre un longeron et une boite d'essieu
AT503162A3 (de) * 2005-12-20 2009-05-15 Siemens Transportation Systems Radsatzlagerung für ein schienenfahrzeug
AT503161A3 (de) * 2005-12-20 2009-04-15 Siemens Transportation Systems Radsatzfuhrung fur ein schienenfahrzeug
JP6670098B2 (ja) * 2015-12-25 2020-03-18 川崎重工業株式会社 鉄道車両用台車の軸箱支持装置及びその製造方法

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE540598A (fr) * 1954-08-19
DE1150403B (de) 1957-01-29 1963-06-20 Krauss Maffei Ag Achslenker zum Fuehren der Radsaetze von Schienen- und Strassenfahrzeugen in Laengs-und Querrichtung
DE1138088B (de) * 1957-11-25 1962-10-18 Atlas Werke Ag Achslagerfuehrung fuer Schienenfahrzeuge
DE1275567B (de) * 1960-05-05 1968-08-22 Metalastik Limited, Leicester (Großbritannien) Radaufhängung fur em Fahrzeug, insbesondere Schienenfahrzeug
US4356775A (en) * 1978-01-18 1982-11-02 H. Neil Paton Damped railway car suspension
JPS5863568A (ja) 1981-10-13 1983-04-15 近畿車輌株式會社 鉄道車両用軸箱支持装置
JPS58118447A (ja) 1982-01-06 1983-07-14 株式会社日立製作所 鉄道車両用軸箱支持装置
CH671930A5 (fr) * 1986-07-31 1989-10-13 Sig Schweiz Industrieges

Also Published As

Publication number Publication date
EP0357026A3 (en) 1990-05-16
EP0542722B1 (fr) 1995-04-26
DE68910440D1 (de) 1993-12-09
EP0542722A1 (fr) 1993-05-19
EP0357026A2 (fr) 1990-03-07
DE68922410T2 (de) 1995-08-31
DE68922410D1 (de) 1995-06-01
DE68910440T2 (de) 1994-03-03

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