EP0420922B1 - Eisenbahndrehgestell mit verbessertem stabilitäts- und kurvenverhalten - Google Patents

Eisenbahndrehgestell mit verbessertem stabilitäts- und kurvenverhalten Download PDF

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Publication number
EP0420922B1
EP0420922B1 EP89907768A EP89907768A EP0420922B1 EP 0420922 B1 EP0420922 B1 EP 0420922B1 EP 89907768 A EP89907768 A EP 89907768A EP 89907768 A EP89907768 A EP 89907768A EP 0420922 B1 EP0420922 B1 EP 0420922B1
Authority
EP
European Patent Office
Prior art keywords
axle
box
link
boxes
bogie
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
EP89907768A
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English (en)
French (fr)
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EP0420922A1 (de
Inventor
Charles René Durand
Jérôme Charles Durand
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ANF-Industrie
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ANF-Industrie
ANF Industrie
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Filing date
Publication date
Priority claimed from FR8808132A external-priority patent/FR2632917A1/fr
Priority claimed from FR8813016A external-priority patent/FR2637246B1/fr
Application filed by ANF-Industrie, ANF Industrie filed Critical ANF-Industrie
Priority to AT89907768T priority Critical patent/ATE100389T1/de
Publication of EP0420922A1 publication Critical patent/EP0420922A1/de
Application granted granted Critical
Publication of EP0420922B1 publication Critical patent/EP0420922B1/de
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
    • B61F5/38—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 relates to a bogie for a railway vehicle which comprises an adjustable chassis with side members and two axles with hooped wheels journalling in axle boxes each connected to the chassis by a primary suspension comprising a connecting rod having one end linked to the axle box. and the other end linked to a frame spar by means of an elastic ball joint.
  • bogies are for example the Y32 bogies of French CORAIL cars.
  • the invention relates more specifically to means for mounting at least one of the axle boxes to give it a degree of freedom of movement which is substantially horizontal relative to the chassis.
  • document GB-A-2,193,941 discloses a bogie substantially of the type of bogies Y32 mentioned above, provided with a linkage intended to modify the orientation of the axles.
  • the primary suspension must therefore be significantly softened to allow this deformation (otherwise the wheels skid in a curve): we then find instability problems at high speed.
  • the equilibrium position cannot be reached, even if the geometry of the wheels obtained in the curve by a "forced" movement corresponds to a bogie which can be clearly written in the curve considered, quite simply because the bogie proposed is not morphologically designed for a automatic search for correct axle positioning relative to the track. So, for example, it is not enough to make the axes of two axles of a bogie converge, in the right direction, to make them form an angle equal to the angle at the center under which is seen, from the center of the curve considered, a segment equal to the wheelbase of the bogie so that this bogie has good behavior in the curve considered. Failing to have taken certain constructive precautions, the detail of which constitutes a characteristic of the present invention and which will be explained below, a bogie, according to the example cited above, presents a risk of becoming cross in the curved lane and advance in crab.
  • the present invention aims to improve the bend behavior of bogies capable of high speeds and whose yaw stability has been obtained by suitable stiffening of the primary suspension mechanical connections in the horizontal plane (stiffnesses traditionally designated by the gradients Kx and Ky ). This is the case in particular of the Y32 bogies fitted in France with CORAIL cars, TGV bogies, bogies of French turbotrains, etc.
  • this position of relaxation corresponds to focal points of attraction arranged along the vertices of a horizontal rectangle and it is therefore towards this geometrical figure that the centers of the axle boxes come to be arranged when the bogie is traveling on a straight and perfect track, that is to say without inherent geometry defects.
  • the damped biconic movement is re-initiated at each disturbance, the damping being done less and less as the speed of the vehicle is approaching the speed of instability due to the harmful effect that the inertial forces attached to the mobiles in play play in the movement.
  • the present invention is based on the principle, supported by calculations not reproduced here, that for given horizontal primary stiffnesses, traditionally noted by coefficients Kx (longitudinally) and Ky (transversely), the movement is substantially of the same type as that described above around the equilibrium position, that is to say that the axles automatically seek their equilibrium position; still it must be compatible with the play presented by each axle inside the rails.
  • a characteristic of the invention consists in deforming in a curve the aforementioned rectangular arrangement of the primary focal points by displacement or carriage of at least one of the focal points relative to the rectangle, whereas according to the known technique of DE documents -A-34 24 531 or EP-A-165 752, the axles were clamped without moving the focal points of attraction which remained arranged at the tops of a rectangle (which explains the constraints existing in this type of links).
  • an approximate value of the amplitude of the turning corresponds to the convergence towards the center of the curve of the two non-parallel sides of the trapezoid obtained from the above-mentioned rectangle thanks precisely to the turning.
  • the invention is characterized in that the means for mounting the axle boxes ensuring longitudinal selective freedom are interposed, for each box concerned, between the connecting rod and either the axle box or the chassis beam. In other words, mounting is done in series with the primary suspension and no longer in parallel.
  • the position of the fireplaces is changed by the axles themselves, these constituting the simultaneously driving and controlling bodies of the fireplaces carrying carriages.
  • the constructive provisions to be provided then consist in constraining the movement of the carriage (s) by two actions acting in parallel and consisting, one, in braking the movements of the carriages by means of very powerful shock absorbers and, the other, to create a recall of the carriage to a medium position.
  • the first of these actions stifling the rapid and pulsating movements which would otherwise arise, does not prevent the damped biconical movement of the axles from taking place and, in particular, the automatic search by the axles for their position of equilibrium in a straight line than in a curve.
  • the highly shock absorbing action prevents movements of instability that appear at high speeds to occur.
  • the second of the actions referred to above which is an elastic return action, is intended to balance the traction or braking forces.
  • the return of the axle box to its average position is obtained by a gravity effect, but it is understood that this return can also be obtained by a spring sufficiently dimensioned to be able to s oppose the efforts made at the rim.
  • both the desired longitudinal movement and the return by gravity are obtained by mounting the axle box of the plain bearings with an eccentric axis relative to the axis of the axle.
  • the damper is fixed, preferably substantially vertically, between fastening pins linked respectively to the axle box and to the connecting rod.
  • the end of the connecting rod comprises, on the axle side, a bore in which the axle box rolls while being held there by one or more centering studs disposed on the upper generatrix of the aforementioned bore.
  • the body drive is carried out in a conventional manner by a pendulum 8 swiveling on a body pivot and connected at its ends to the crosspieces 4 by means of bars 10.
  • the primary connections between the axles 12 and the bogie chassis are also provided in a conventional manner by four elastic ball joints 14 whose transverse axes 16 are rigidly held relative to the side members 2. These ball joints elastically hold the axle bearings by means of four axle box connecting rods 18 integral with the axle boxes 20 so that, in the absence of horizontal forces exerted on the axle boxes, the centers thereof are arranged at the vertices of a rectangle.
  • FIG. 2 which derives from the traditional arrangement represented in FIG. 1, one of the four ball joints, that placed at the top left of the figure, arranged inside a carriage or drawer 36, can slide longitudinally in slides integral with the upper branch of the beam 2, placed on the left in the figure.
  • the movement of very small amplitude (of the order of a centimeter) from a medium position, is obtained by the relative rotational movement between body and bogie by means of a lever 22 secured to the body and substantially at the same height dimension as the drive beam or the axles.
  • It is rigidly fixed, for example, on the body pivot and actuates a longitudinal connector 24, then a transverse lever 26 which pivots around an axis 28 fixed relative to the beam 2 and finally a longitudinal connector 30 which drives the drawer in which is mounted the ball 14.
  • joints 32 of the various connectors and pendulums mentioned only have the minimum clearance and can possibly receive flexible linings, but in the latter case, the flexibility of these linings must not significantly modify the flexibility sought on the axle box. cause which is that given by the ball 14.
  • the primary connection of at least one of the axle boxes 20 comprises, interposed between the connecting rod 18 and the box 20 considered, mounting means detailed in Figure 3, allowing a horizontal relative movement between the connecting rod - and hence the chassis - and the axle box 20.
  • the gearbox rod 18 comprises, on the axle side, a seat 45 at its upper part, making it possible to receive and center the primary suspension spring 41 assigned to the axle box in question 20 and supporting, in a conventional manner and not shown, a side member end 2 of the bogie chassis.
  • the box link 18 holds the axle box 20 by means of two vertical flanges 42 which also constitute plain bearings whose bore axis represented by the point O is eccentric relative to the axis of the axle 12 represented by point C in FIG. 3. the eccentricity is typically about 3 to 5 cm.
  • the center C of the axle 12 is situated vertically, and above, the center O of the eccentric bearing of the axle box.
  • the CO segment takes an inclination relative to the vertical, giving the necessary longitudinal travel (of the order of a centimeter, for example).
  • the axle 12 is then returned to its original position under the effect of gravity, by a return force depending on the vertical weight exerted on the axle box 20 in question, the eccentricity CO and the displacement of the box d axle 20 relative to its original position or average position.
  • the box body 20 comprises, on an appropriate projection, a lower clip 43 of the damper 34, the upper clip 44 being fixed to the rod 18 of the box.
  • These two fasteners 43 and 44 are constituted by pins.
  • Figure 3 shows a damper whose axis is close to the vertical. Such an arrangement, without being obligatory, makes it possible to guard against the risks of leakage of the shock absorber, the latter then being drowned in the conventional manner in an oil tank which acts as a refueling manifold for the shock absorber.
  • the longitudinal mobility of the axle box 20 with respect to the box link 18 is obtained by rolling without sliding the axle box 20 in a transverse bore made in the box link on the axle side.
  • the axis of this bore corresponds to the trace C in the cutting plane of Figure 4.
  • the rolling without sliding of the axle box in the aforementioned bore is obtained by means of one or more centering studs 46 taken between the box rod and the body of the box axle and placed along the contact generator of these two parts.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)
  • Medicines That Contain Protein Lipid Enzymes And Other Medicines (AREA)

Claims (4)

  1. Drehgestell für einen Eisenbahnwagen, umfassend ein starres Chassis (2, 4) mit Längsträgern (2) und zwei in Achslagern (20) laufenden Wellen (12) mit aufgeschrumpften Rädern, wobei die Achslager mit dem Chassis (2, 4) über eine Primäraufhängung verbunden sind, die ein mit seinem einen Ende mit dem Achslager (20) verbundenes und mit dem anderen Ende mittels eines elastischen Kugelgelenks (14) an einen Längsträger (2) angelenktes Koppelglied (18) aufweist und genügend steif ist, um Schlingerbewegungen bei den höchsten im Betrieb auftretenden Geschwindigkeiten zu unterdrücken, dadurch gekennzeichnet, daß zwischen mindestens eines der Achslager (20) und das bzw. die entsprechenden Koppelglieder (18) eine Verbindungseinrichtung eingefügt ist, die zwischen diesen Teilen eine Relativverschiebung im wesentlichen in Längsrichtung gestattet und von einem Dämpfer (34) sowie mechanischen Bauelementen zur Rückstellung des Achslagers in seine ausgeglichene Stellung gebildet wird, wobei der Dämpfer (34) parallel zu den genannten Bauelementen verläuft.
  2. Drehgestell nach Anspruch 1, dadurch gekennzeichnet, daß die Rückstellelemente eine Schwerkraftwirkung ausnutzen, indem das Achslager (20) umgekehrt-senkrecht in dem Ende des Koppelgliedes (18) angebracht ist, wobei das besagte Ende des Koppelgliedes (18) zwei vertikale Flansche (42) aufweist, die für die Achslager (20) Gleitlager mit einer gegenüber der Achse (C) der Welle (12) exzentrischen Achse (O) bilden.
  3. Drehgestell nach Anspruch 1, dadurch gekennzeichnet, daß die Rückstellung des Achslagers (20) durch eine Schwerkraftwirkung erzielt wird, die darin besteht, daß das Achslager (20) innerhalb einer in dem Ende des Koppelgliedes (18) auf der Seite der Welle ausgebildeten Bohrung gleitfrei abrollt, wobei das gleitfreie Abrollen des Achslagers in seiner Bohrung durch mindestens einen an der oberen Erzeugenden der besagten Bohrung angeordneten Zentrierstift (46) erzielt wird.
  4. Drehgestell nach Anspruch 2 oder 3, dadurch gekennzeichnet, daß der Dämpfer (34) im wesentlichen senkrecht angeordnet ist.
EP89907768A 1988-06-17 1989-06-19 Eisenbahndrehgestell mit verbessertem stabilitäts- und kurvenverhalten Expired - Lifetime EP0420922B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89907768T ATE100389T1 (de) 1988-06-17 1989-06-19 Eisenbahndrehgestell mit verbessertem stabilitaets- und kurvenverhalten.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR8808132 1988-06-17
FR8808132A FR2632917A1 (fr) 1988-06-17 1988-06-17 Procede et dispositif pour ameliorer la stabilite et le comportement en courbe d'un bogie ferroviaire et bogie equipe d'un tel dispositif
FR8813016A FR2637246B1 (fr) 1988-10-05 1988-10-05 Bogie pour vehicule ferroviaire a stabilite et comportement en courbe ameliores
FR8813016 1988-10-05

Publications (2)

Publication Number Publication Date
EP0420922A1 EP0420922A1 (de) 1991-04-10
EP0420922B1 true EP0420922B1 (de) 1994-01-19

Family

ID=26226736

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89907768A Expired - Lifetime EP0420922B1 (de) 1988-06-17 1989-06-19 Eisenbahndrehgestell mit verbessertem stabilitäts- und kurvenverhalten

Country Status (5)

Country Link
US (1) US5235918A (de)
EP (1) EP0420922B1 (de)
CA (1) CA1330279C (de)
DE (1) DE68912588T2 (de)
WO (1) WO1989012566A1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5249530A (en) * 1992-05-26 1993-10-05 Westinghouse Electric Corp. Forced steering railroad truck system with central transverse pivoted shaft
DE4238574A1 (de) * 1992-11-16 1994-05-19 Abb Henschel Waggon Union Fahrwerk für Niederflurbahnen
AT404010B (de) * 1994-06-09 1998-07-27 Waagner Biro Ag Fahrwerk, insbesondere drehgestell für ein schienenfahrzeug wie z. b. für den wagen einer standseilbahn
DE19533263A1 (de) * 1995-09-08 1997-03-13 Duewag Ag Drehgestell für Schienenfahrzeuge
CN1118397C (zh) * 1998-08-06 2003-08-20 赫伯特·谢费尔 自转向的转向架
US7004079B2 (en) 2001-08-01 2006-02-28 National Steel Car Limited Rail road car and truck therefor
US6895866B2 (en) 2001-08-01 2005-05-24 National Steel Car Limited Rail road freight car with damped suspension
US6874426B2 (en) 2002-08-01 2005-04-05 National Steel Car Limited Rail road car truck with bearing adapter and method
PL2272732T3 (pl) 2003-07-08 2018-01-31 Nat Steel Car Ltd Odciążona łożyskowa nasadka
US7823513B2 (en) 2003-07-08 2010-11-02 National Steel Car Limited Rail road car truck
US7631603B2 (en) * 2004-12-03 2009-12-15 National Steel Car Limited Rail road car truck and bolster therefor
US20060137565A1 (en) 2004-12-23 2006-06-29 National Steel Car Limited Rail road car truck and bearing adapter fitting therefor
GB2430421A (en) * 2005-09-22 2007-03-28 Bombardier Transp Gmbh Rail vehicle bogie
FR2914609B1 (fr) * 2007-04-05 2009-07-10 Alstom Transport Sa Bogie pour vehicule ferroviaire
FR2946308B1 (fr) * 2009-06-05 2011-08-05 Alstom Transport Sa Bogie de vehicule ferroviaire articule
FR2946307B1 (fr) * 2009-06-05 2011-08-05 Alstom Transport Sa Bogie moteur de vehicule ferroviaire comprenant un moteur semi-suspendu
CN107804335A (zh) * 2017-11-23 2018-03-16 中车长春轨道客车股份有限公司 一种用于准‑窄轨距转换的高速动车组轴箱装置
US10974358B2 (en) 2018-01-11 2021-04-13 Simmons Machine Tool Corporation System for reprofiling a wheel set of a railway vehicle
KR102402142B1 (ko) * 2020-07-02 2022-05-26 현대로템 주식회사 철도차량용 기계식 윤축 조향장치

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US470935A (en) * 1892-03-15 Car-truck
US435918A (en) * 1890-09-09 Truck for cars
US856626A (en) * 1907-03-25 1907-06-11 Edwin M Snow Railway-car truck.
US1347878A (en) * 1919-04-24 1920-07-27 Walter P Murphy Railway-car
US1744986A (en) * 1928-10-24 1930-01-28 Richards David Rees Car truck
US2296106A (en) * 1940-04-08 1942-09-15 Holland Co Radial truck
CH348980A (de) * 1957-02-23 1960-09-30 Inventio Ag Drehgestell an Schienenfahrzeugen
GB2143785A (en) * 1983-07-08 1985-02-20 South African Inventions Railway vehicle suspension arrangement
JPS60229860A (ja) * 1984-04-27 1985-11-15 財団法人鉄道総合技術研究所 鉄道車両用台車
US4561360A (en) * 1984-06-06 1985-12-31 Amsted Industries Incorporated Single axle suspension system for railroad vehicle
CH671930A5 (de) * 1986-07-31 1989-10-13 Sig Schweiz Industrieges
US4968055A (en) * 1987-07-28 1990-11-06 Reilly Bruce J Apparatus to vary axle orientation

Also Published As

Publication number Publication date
WO1989012566A1 (fr) 1989-12-28
CA1330279C (fr) 1994-06-21
DE68912588T2 (de) 1994-06-16
EP0420922A1 (de) 1991-04-10
DE68912588D1 (de) 1994-03-03
US5235918A (en) 1993-08-17

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