EP0683081B1 - Ein mit einem Wagenkasten-Neigungssystem ausgerüstetes Drehgestell für ein Eisenbahnfahrzeug - Google Patents

Ein mit einem Wagenkasten-Neigungssystem ausgerüstetes Drehgestell für ein Eisenbahnfahrzeug Download PDF

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Publication number
EP0683081B1
EP0683081B1 EP19950107628 EP95107628A EP0683081B1 EP 0683081 B1 EP0683081 B1 EP 0683081B1 EP 19950107628 EP19950107628 EP 19950107628 EP 95107628 A EP95107628 A EP 95107628A EP 0683081 B1 EP0683081 B1 EP 0683081B1
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EP
European Patent Office
Prior art keywords
center
car
tilting
tilt
bogie
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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
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EP19950107628
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English (en)
French (fr)
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EP0683081A1 (de
Inventor
Isao Okamoto
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Railway Technical Research Institute
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Railway Technical Research Institute
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    • 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
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies

Definitions

  • the present invention relates to a bogie equipped with a body-tilting system for a railway car in which running performance of a railway car going around curves in railway tracks is improved.
  • Fig. 8 is a schematic front view illustrating a positional relation between the center of gravity, the center of tilting, the center of axle springs and the center of bolster springs (air springs) of a car body in a conventional railway car with an active body-tilt system (so called a pendulum train).
  • Fig. 9 is a schematic front view illustrating the car of Fig. 8 in a tilted state.
  • Figs. 8 and 9 1 denotes a car body, 2 bolster springs, 3 a pendulum beam, 7 a bogie frame, 9 axle springs, 10 an axle, 13 an actuator for tilting the body, 20 a body-tilt system (roller type), G the center of gravity of the body, O 0 the center of tilting of the body, O 1 the center of axle springs and O 2 the center of bolster springs.
  • a railway car equipped with a roller-type body-tilt system comprises a car body 1, bolster springs 2, a pendulum beam 3, a bogie frame 7, axle springs 9, an axle 10 and a body-tilt system (roller type) 20.
  • the body 1 is tilted around the center of tilting O 0 thereof in obedience to the centrifugal force which may act to the center of gravity G thereof in a curve.
  • an active body-tilt control system has recently come into practical use, in which controlled body-tilting force is applied to the body 1 in addition to the centrifugal force acting to the center of gravity of the body 1, through a tilting actuator 13 such as an air cylinder between the pendulum beam 3 and the bogie frame 7 in order to improve riding comfort by swiftly (without delay) and gradually tilting the body 1 on transition curves provided entrances and exits of curves.
  • a tilting actuator 13 such as an air cylinder between the pendulum beam 3 and the bogie frame 7 in order to improve riding comfort by swiftly (without delay) and gradually tilting the body 1 on transition curves provided entrances and exits of curves.
  • the height of center of tilting O 0 is set as high as possible, for example, at 2,275mm to 2,300mm above rail running surface, and the height of center of gravity is set as low as possible at 1,300mm to 1,500mm above rail running surface, thereby enlarging a momentum force around the center of tilting produced by the centrifugal force acting to the center of gravity G, wherein the distance between the center of tilting O 0 and the center of gravity G is the momentum arm length.
  • the height of center of bolster springs O 2 is generally set at 900mm to 1,000mm above rail running surface from the view point of body arrangement.
  • cars equipped with body-tilt systems in service in Japan have been generally so designed that the center of tilting is arranged as high as possible, the center of gravity is arranged as low as possible and bolster springs are disposed under the bogie frame as shown in Fig. 8 in order to enable natural pendulum and from the view point of body arrangement.
  • the bogie equipped with a body-tilt system for a railway car according to the present invention comprises:
  • a bogie equipped with a body-tilt system comprises:
  • a bogie equipped with a body-tilt system according to another embodiment of the present invention comprises:
  • Fig. 1 is a schematic diagram illustrating height relations between the center of gravity, the center of tilting and the center of bolster springs in a car equipped with a body-tilt system.
  • G denotes the center of gravity
  • O 0 denotes the center of tilting
  • O 1 denotes center of axle springs
  • O 2 denotes center of bolster springs.
  • CASE [1] to [5] are examples of car arrangement combining, in several types, the center of gravity G, the center of tilting O 0 , the center of axle springs O 1 and the center of bolster springs O 2 in order to improve running performance.
  • CASE[1] is a prior-art car with a body-tilt system, in which the center of tilting O 0 is set as high as possible and the center of gravity is set as low as possible thereby permitting enhanced natural tilt.
  • CASE[2] is a car arrangement, in which the center of tilting O 0 is set lower than that of CASE [1] within an extent such that natural tilt is available, thereby suppressing shift of center of gravity and lateral movement of the body floor.
  • CASE[3] is a car arrangement, in which both the center of tilting O 0 and the center of gravity G are lowered as low as possible in comparison to CASE [2] thereby, further improving running performance as a car with a body-tilt system.
  • CASE [4] is a car arrangement, in which the center of tilting O 0 and the center of gravity G are maintained similar to those of CASE [3], but bolster springs are suspended in higher position, thereby tilting car body in response to centrifugal force during the car running the curve, and by means of spring effect of bolster springs, a few degrees toward inside of curves in addition to a tilting angle produced by the body-tilt system in order to improve riding comfort of a car equipped with a body-tilt system.
  • CASE [5] is a car arrangement, to which an embodiment of the present is applied, and the center of bolster springs O 2 and the center of gravity are maintained at similar heights as in CASE[4], but the center of tilting O 0 is set lower than the center of gravity G in order to suppress wheel load decrease of bogie inner wheels by moving center of gravity toward the center of the curve from the center of the track when the car body tilts toward the center of the curve.
  • the bogie of the present invention utilizes the following two tilting suspension mechanisms:
  • a car body 1 illustrated as a hatched portion is suspended by a pendulum beam 3 through bolster springs 2 composed of a relatively soft spring such as an air spring.
  • the pendulum beam 3 is disposed at an upper portion of a car which is close to a body roof 1 and swings in an arc with radius R around the center of tilting O 2 which is positioned at a lower position of the car.
  • the lower ridge of pendulum beam 3 is formed into an arc and is put tiltablely on a roller-type body-tilt system 20, which may be a bearing guide type, attached to an upper portion of a support pedestal 5.
  • a pedestal 5 is a structure including a pair of left and right columns standing on the bogie frame 7. An upper end of the columns of the pedestal 5 extends nearly to roof of the body 1 and upper ends of the columns are connected to each other with a tie beam 6.
  • the pendulum beam 3 is actuated relative to the pedestal 5 by a body-tilt control cylinder 13, which may be an oil or an air cylinder.
  • a base portion of the body-tilt control cylinder 13 is fixed to the pedestal 5 and an end of the cylinder rod is fixed to the pendulum beam 3. Accordingly, when the cylinder 13 rod extends, the pendulum beam 3 moves right, and when the rod of the cylinder 13 collapses the pendulum beam 3 moves left.
  • the bogie frame 7 is suspended on an axle box 22 through axle springs 9.
  • the axle springs 9 are composed of relatively hard coil springs or rubber.
  • Axle boxes 22 are supported on the axle 26 and wheels 24. Wheels 24, axle 26, axle box 22 and so on form a wheelset.
  • the rod of the body-tilt control cylinder 13 is contracted and the pendulum beam 3 is moved (tilted) to the left.
  • the body 1 supported by the pendulum beam 3 is also tilted around the center of tilting O 0 to the left by angle ⁇ .
  • the center of gravity G of the body 1 has moved to G' by a distance S left from the center of gravity G.
  • FIG. 12 another body tilting mechanism utilizing expansion and contraction of bolster springs for the bogie equipped with a body-tilt system for a railway car in Fig. 20 will be described.
  • no active pendulum works to tilt the body.
  • centrifugal force toward right is applied to the car.
  • this centrifugal force is canceled by a moment produced by differential reaction forces of bolster springs 2 which support the body 1 and by oblique component of gravity produced by tilting of the body 1 due to an unequal contraction or expansion in left and right bolster springs 2.
  • the body 1 is swung to the right around a point O 3 , which is at approximately the center of the both bolster springs 2, and the body 1 tilts left.
  • the bogie equipped with a body-tilt system for a railway car utilizes both two body tilting mechanisms or selectively activates one of them.
  • body-tilting by pendulum mechanism is mainly used and bolster spring tilting is somewhat additional.
  • the pendulum mechanism is activated.
  • This MODE is the most normal and ,in this MODE, only the pendulum mechanism is activated with bolster spring tilting mechanism locked.
  • a height controlling device for bolster springs is provided and the height of bolster springs is maintained constant at a predetermined value.
  • the height of air springs is constantly measured and when the height deviates from the standard height, air is supplied to or discharged from the air spring to maintain the predetermined height of the air spring.
  • control delay and control dead band causes the bolster spring to tilt the car body. As a result, this tilting generally gives slight additional body tilt angle whereby reducing lateral stationary acceleration and improving passengers' riding comfort.
  • the activation of tilting mechanism with bolster springs may be realized by not activating the spring height adjusting system for the air springs or interconnecting air chambers of right and left air springs through an interconnecting tube.
  • 1 denotes a car body, 2 bolster springs (air springs), 3 a pendulum beam, 4 a bearing-type body-tilt system, 5 a support pedestal, 6 a tie beam of the support pedestal, 7 a bogie frame, 8 an axle box suspension, 9 axle springs, 10 an axle, 11 a pass way between car bodies, 12 a yaw damper, 13 an actuator for body tilting, 14 an actuator for holding back body tilt, 15 a vehicle gauge, 16 a bearing guide block, 17 a bearing guide rail, 18 bearing guide balls, 19 a bearing guide seal, G the center of gravity of the car body, O 1 the center of axle springs, O 2 the center of bolster springs and R radius of curvature.
  • Fundamental concept of the bogie equipped with a body-tilt system for a railway car of this embodiment is to arrange the body-tilt system for suspending the bolster springs (air springs) 2 at a position as high as possible, at the same time to dispose the center of tilting O 0 still below the center of gravity of the car body and approximately as low as the car body floor.
  • the bolster springs (air spring) 2 are suspended at a high position close to the roof of the car body 1 as illustrated in Figs. 2 to 4.
  • the pendulum beam 3 and the body-tilt system 4 (bearing guide type) are also suspended at a high position similar to bolster spring 2 as shown in Figs. 2 to 4, since it is difficult to set the center of tilting O 0 at a position with the same height as the body floor when the design is ruled by the prior art bogie equipped with a body-tilt system for a railway car in which body-tilt system is suspended between a bogie and a car body.
  • the body suspension system such as the air springs 2, the pendulum beam 3 and the bearing-type body-tilt system 4 are provided in two sets on one bogie as shown in Fig. 2 such that they may support and tilt the car bodies of front and rear cars independently.
  • the air spring 2 and others are supported by the support pedestal 5 standing on the bogie frame 7 as shown in Figs. 2 to 4.
  • Right and left columns of the pedestal 5 are tied to each other with a tie beam 6 as shown in Fig. 6 to increase strength of the pedestal 5.
  • the body-tilt system 4 adopts a bearing guide type system which is compact and light and easily arranged for suspension at a high position. Details of the bearing guide which is used in the bearing guide type body-tilt system is shown in Fig.5. Several number of grooves 17a are formed on a bearing guide rail 17 which partly constitute a body-tilt system guide and has a radius of curvature R. These grooves 17a engage a row of balls 18 which circulate within bearing guide block 16 and bearing guide block 16 and rail 17 relatively moves in an arc having an identical center with the rail 17 and loads may be transferred between the block 16 and rail 17.
  • a stopper bracket 3a provided in the center of the pendulum beam 3 is sandwiched from right and left by body-tilt hold-back actuators 14 which is suspended on the tie beam 6 of the support pedestal 5, and the actuator 14 hold back the car body 1 to a neutral position, thereby preventing body 1 from falling into an inverted pendulum state and inclining to one side (left or right) in case that body tilt control is ceased or fails.
  • the present invention may improve running performance by preventing decrease in inside rail wheel load and may enhance riding comfort by depressing lateral movement of body floor during body tilting operation by greatly changing the structure of the body tilt system and the body suspension system compared with the conventional pendulum train by disposing the center of tilting O 0 below the center of gravity of the car body and approximately as low as the car body floor, or by suspending the bolster springs of the body suspension system at a high position close to the body roof.

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

Claims (4)

  1. Mit einem Wagenkasten-Neigungssystem ausgerüstetes Drehgestell für ein Eisenbahnfahrzeug, aufweisend:
    einen Radsatz mit einem Rad, einer Achse und einem Achslager;
    einen auf dem Radsatz gelagerten Drehgestellrahmen;
    eine von dem Drehgestellrahmen nach oben zu einer an ein Dach des Wagenkastens angrenzenden Position ragende Achslagerführung;
    ein Neigungselement, das an einer oberen Position der Achslagerführung angeordnet ist und um ein Neigungszentrum in einem unteren Abschnitt des Wagenkastens pendelt;
    ein zwischen der Achslagerführung und dem Neigungselement angeordnetes Betätigungselement mit einem Regler dafür zum Neigen des Wagenkastens; und
    eine zwischen dem Neigungselement und dem Wagenkasten vorgesehene elastische Aufhängungsvorrichtung.
  2. Mit einem Wagenkasten-Neigungssystem ausgerüstetes Drehgestell für ein Eisenbahnfahrzeug, aufweisend:
    einen Radsatz eines Eisenbahnfahrzeugs;
    einen durch eine Achsfeder auf dem Radsatz gelagerten Drehgestellrahmen;
    eine Wagenkasten-Aufhängungseinrichtung bestehend aus einer Luftfeder und dergleichen zum Aufhängen eines Wagenkastens, wobei die Wagenkasten-Aufhängungseinrichtung in hängender Anordnung an einer hohen Position nahe an einem Wagenkastendach angebracht ist;
    ein Wagenkasten-Neigungssystem in Art eines Führungslagers, Rollenlagers oder Gelenklagers und dergleichen zum Neigen des Wagenkastens zu Kurvenmittelpunkten hin, wenn das Fahrzeug Kurven durchfährt;
    ein Wagenkasten-Neigungssteuersystem bestehend aus einem Hydraulik- oder Luftzylinder und dergleichen zum Steuern der Wagenkastenneigung; und
    eine auf dem Drehgestellrahmen befestigte Achslagerführung zur hängenden Anordnung der Wagenkasten-Aufhängungseinrichtung und des Wagenkasten-Neigungssystems an einer hohen Position nahe am Wagenkastendach;
    wobei die Krümmung der Lagerführung oder rollenartigen Führung oder ein Gelenkaufbau bei dem Gelenktyp so angeordnet ist, daß das Neigungszentrum unter dem Schwerpunktzentrum des Wagenkastens und etwa auf Bodenhöhe des Kastens liegt, wenn der Wagenkasten sich zum Mittelpunkt der Kurve hinneigt, das Schwerpunktzentrum des Wagenkastens sich von der Mitte einer Spur nach innen verlagert, wodurch folglich eine Radlastbeschränkung eines inneren Schienenrades verhindert und die Laufleistung verbessert wird und durch eine Beschränkung der Seitwärtsbewegung des Kastenbodens während des Neigungsvorgangs auch der Fahrkomfort verbessert wird, und sich der Wagenkasten durch die hängende Anordnung der Wagenkasten-Aufhängungseinrichtung, wie einer Luftfeder und dergleichen, an einer hohen Position nahe am Kastendach zusätzlich zu dem von dem Wagenkasten-Neigungssystem erzeugten Wagenkasten-Neigungswinkel durch die Zentrifugalkraft auf natürliche Weise um ein paar Grad zum Mittelpunkt der Kurve hinneigt, während das Fahrzeug die Kurve durchfährt, wodurch folglich die seitliche Normalbeschleunigung am Kastenboden reduziert und der Fahrkomfort erhöht wird und der Fahrkomfort durch die natürliche Neigungsbewegung selbst dann nicht extrem verschlechtert wird, wenn das Wagenkasten-Neigungssystem aussetzt.
  3. Mit einem Wagenkasten-Neigungssystem ausgerüstetes Drehgestell für ein Eisenbahnfahrzeug, aufweisend:
    einen Radsatz eines Eisenbahnfahrzeugs;
    einen durch eine Achsfeder auf dem Radsatz gelagerten Drehgestellrahmen;
    eine Wagenkasten-Aufhängungseinrichtung bestehend aus einer Luftfeder und dergleichen zum Aufhängen eines Wagenkastens, wobei die Wagenkasten-Aufhängungseinrichtung in hängender Anordnung an einer hohen Position nahe an einem Wagenkastendach angebracht ist;
    ein Wagenkasten-Neigungssystem in Art eines Führungslagers, Rollenlagers oder Gelenklagers und dergleichen zum Neigen des Wagenkastens zu Kurvenmittelpunkten hin, wenn das Fahrzeug Kurven durchfährt;
    ein Wagenkasten-Neigungssteuersystem bestehend aus einem Hydraulik- oder Luftzylinder und dergleichen zum Steuern der Wagenkastenneigung; und
    eine auf dem Drehgestellrahmen befestigte Achslagerführung zur hängenden Anordnung der Wagenkasten-Aufhängungseinrichtung und des Wagenkasten-Neigungssystems an einer hohen Position nahe am Wagenkastendach;
    wobei die Krümmung der Lagerfuhrung oder rollenartigen Führung oder ein Gelenkaufbau bei dem Gelenktyp so angeordnet ist, daß das Neigungszentrum unter dem Schwerpunktzentrum des Wagenkastens und etwa auf Bodenhöhe des Kastens liegt, wenn der Wagenkasten sich zum Mittelpunkt der Kurven hinneigt, das Schwerpunktzentrum des Wagenkastens sich von der Mitte einer Spur zum Mittelpunkt der Kurve hin verlagert, wodurch folglich eine Radlastbeschränkung eines inneren Schienenrades verhindert und die Laufleistung verbessert wird und durch eine Beschränkung der Seitwärtsbewegung des Kastenbodens während des Neigungsvorgangs auch der Fahrkomfort verbessert wird, und selbst, wenn das Wagenkasten-Neigungssystem aussetzt, die Wagenkasten-Aufhängungseinrichtung, wie eine Luftfeder und dergleichen, an einer hohen Position nahe am Kastendach hängend angeordnet ist, so daß sich der Wagenkasten durch die Zentrifugalkraft auf natürliche Weise um ein paar Grad zum Mittelpunkt der Kurve hinneigt, während das Fahrzeug die Kurve durchfährt, wodurch folglich die seitliche Normalbeschleunigung am Kastenboden reduziert und eine extreme Verschlechterung des Fahrkomforts verhindert wird.
  4. Mit einem Wagenkasten-Neigungssystem ausgerüstetes Drehgestell für ein Eisenbahnfahrzeug nach einem der Ansprüche 1 bis 3, wobei das Wagenkasten-Neigungssystem zusätzlich mit einem Wagenkasten-Neigungsrückhaltebetätigungselement zum Zurückhalten des Wagenkastens in einer neutralen Stellung versehen ist, um zu verhindern, daß der Kasten in einen umgekehrten Pendelzustand fällt und sich auf eine Seite (rechts und links) neigt, wenn die Wagenkasten-Neigungskontrolle aufhört oder aussetzt.
EP19950107628 1994-05-20 1995-05-18 Ein mit einem Wagenkasten-Neigungssystem ausgerüstetes Drehgestell für ein Eisenbahnfahrzeug Expired - Lifetime EP0683081B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP130906/94 1994-05-20
JP13090694 1994-05-20

Publications (2)

Publication Number Publication Date
EP0683081A1 EP0683081A1 (de) 1995-11-22
EP0683081B1 true EP0683081B1 (de) 1999-01-13

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EP19950107628 Expired - Lifetime EP0683081B1 (de) 1994-05-20 1995-05-18 Ein mit einem Wagenkasten-Neigungssystem ausgerüstetes Drehgestell für ein Eisenbahnfahrzeug

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EP (1) EP0683081B1 (de)
DE (1) DE69507192T2 (de)
ES (1) ES2129702T3 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010000125A1 (de) 2010-01-19 2011-07-21 Claas, Benedikt, 37154 Aufhängevorrichtung für einen Eisenbahnwaggon
CN102765395A (zh) * 2011-05-05 2012-11-07 同济大学 一种立体有轨电车

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2748979B1 (fr) * 1996-05-22 1998-07-10 Gec Alsthom Transport Sa Dispositif de pendulation de vehicules articules, rame de vehicules et vehicule comprenant un tel dispositif
DE19842338A1 (de) 1998-09-16 2000-03-23 Alstom Lhb Gmbh Einrichtung zur Neigung eines über eine Federung auf einem Fahrwerk abgestützten Wagenkastens eines Schienenfahrzeuges um eine Fahrzeuglängsachse, die eine Wankstütze umfaßt
KR100512304B1 (ko) * 2003-03-14 2005-09-06 한국철도기술연구원 고속주행용 철도차량의 곡선주로 틸팅을 위한 차체구조
JP6079881B2 (ja) * 2013-06-19 2017-02-15 新日鐵住金株式会社 鉄道車両用台車

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2225242A (en) * 1938-03-07 1940-12-17 Pacific Railway Equipment Comp Suspension system for vehicles
US2954746A (en) * 1956-01-10 1960-10-04 Chesapeake & Ohio Railway Radially guided, single axle, above center of gravity suspension for articulated trains

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010000125A1 (de) 2010-01-19 2011-07-21 Claas, Benedikt, 37154 Aufhängevorrichtung für einen Eisenbahnwaggon
WO2011088815A1 (de) 2010-01-19 2011-07-28 Benedikt Claas Aufhängevorrichtung für einen eisenbahnwaggon
CN102765395A (zh) * 2011-05-05 2012-11-07 同济大学 一种立体有轨电车
CN102765395B (zh) * 2011-05-05 2016-02-17 同济大学 一种立体有轨电车

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EP0683081A1 (de) 1995-11-22
DE69507192D1 (de) 1999-02-25
DE69507192T2 (de) 1999-07-15
ES2129702T3 (es) 1999-06-16

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